Planning Graduate Catalogue 2023 by Sydney School of Architecture, Design and Planning

ADP Graduate Show 2023

Planning

First published for the ADP Graduate Show 2023 School of Architecture, Design and Planning University of Sydney Wilkinson Building 148 City Road University of Sydney NSW 2006 Australia

We acknowledge the tradition of custodianship and law of Country on which the University of Sydney is located. We pay our respect to those who have cared, and continue to care for, Country.

Contents Dean’s Welcome Robyn Dowling

Foreword Dallas Rogers

Master of Urban Design, Master of Urbanism, Master of Urban and Regional Planning Introduction: Ian Woodcock Student projects

Urban and Planning Reports

Public Program

Sponsors

Dean’s Welcome Robyn Dowling Head of School and Dean

The Sydney School of Architecture, Design and Planning sits proudly on Gadigal land, where Aboriginal people have taught, learnt and nurtured since time immemorial. At the beginning of the 2023 academic year the School was delighted to welcome new students from across our disciplines through activities on the site now known as Gadigal Green, once a popular Gadigal fishing spot in Blackwattle Creek. We also welcomed students joining us from dozens of places around Australia and across the world - Kamilaroi, Dharug, Melbourne, Beijing, Mexico to name a few. The collective learnings across these geographies come together in the ADP Graduate Show 2023. Architects, designers and planners came together in myriad ways in 2023. A group of students and staff visited the studio of our Rothwell Co-Chairs and Pritzker Prize winners, Anne Lacaton and Jean-Philippe Vassal in Paris. The Tin Sheds Gallery hosted a full program of events and exhibitions, culminating with Amplify and a consideration of sound in the city. Through yarning circles and a project on indigenising the curriculum, staff and students continued to reflect on Indigenous perspectives and places in our curricula and practices. Our interaction design students enjoyed learning in the space that was formerly the Nicholson Museum in the Quadrangle. The School will continue its activities to lead thought on designed and built environments into 2024. In conjunction with the University’s Sydney 2032 Strategy, we are expanding our post-professional offerings, welcoming students to our revised Bachelor of Architecture and Environments, and look forward to teaching in new spaces acrsoss campus. There are many other activities too numerous to mention: the Sydney School of Architecture, Design and Planning will remain a vibrant assembler of communities, materials, and practices for many years to come. I wish our graduating students well and look forwarding to welcoming you back to the University throughout your careers.

Foreword Dallas Rogers Head of Urbanism

What a fantastic collection of student work this year! The students’ work probes at our some of the key questions for our discipline, including what urban planning is and whose interest does it serve, about who and what a built environment professional is and does, about what heritage is and how it is valued, and about if and how the wider citizenry should be involved in city making. All these seemingly stable ideas are shifting on their foundations in Sydney. The student work is well placed to shed light on the new foundations upon which Sydney’s built environment future will be built. This is all part of investigating the complex dimensions of urban living and the urban planning and design of our cities. This year the students have researched a wideranging selection of design and policy interventions, and they thought about the policy and planning solutions that might be developed to create better cities. The exhibition includes work on the Parramatta River Corridor Masterplan, which is a critical project for Sydney. Pushing further west across the Sydney basin, we have work on revitalising St Marys town centre. We also have a suite of work on the blue infrastructure of Sydney, covering Johnstons River, Alexandra Canal, Whites Creek and Cooks River. The transformation of rail infrastructure was a key focus this year too, with projects looking at Summer Hill, St Peters, Dulwich Hill, Tempe and Campsie stations. Finally, our research students took on topics as wide-ranging as women in public space, urban heat and creating an age-friendly Sydney. Well done to all the students who exhibited work this year.

Master of Urban Design Master of Urbanism Master of Urban and Regional Planning

Introduction Ian Woodcock Master of Urban Design Master of Urbanism Master of Urban and Regional Planning Program Director

Congratulations to all students in our Urbanism disciplines – 2023 feels like it has been an extra-long year and everyone has worked harder than usual! Thanks to the teaching team, which comprises not only academic staff but crucially, our dedicated and diverse sessionals who are often the primary interface between the school and students. Shout outs in particular to the many guest lecturers, studio reviewers and report supervisors whose professional expertise is so generously given and highly valued by students. Thanks also to our professional staff who have kept the underlying machinery of our timetabling, student services and teaching spaces going to create the space for everything to happen. We wholeheartedly thank everyone involved in the enormous collective effort that goes into producing graduates who are ready to provide leadership through ethical practice, critical thinking and creativity in response to the challenges they will face! In this, we acknowledge the commitment and determination to succeed and contribute to our discipline by our increasingly diverse cohort of students – well done! This catalogue showcases exemplary work from our students in the Masters programs in Urban and Regional Planning, Urban Design and Urbanism. The work represents a small selection from a large and diverse body of work produced during 2023, including designs, plans, policies, projects and research reports. Much of the work is from students who have or will have graduated in 2023, but there is also a significant contribution from students at earlier stages of their courses here. A key element of our programs is Interdisciplinarity, and this shows up most clearly in the work from those units that have a multi-disciplinary core cohort, for example the Urban Design Foundations Studio that is core for all Urbanism programs and for students enrolled in the Master of Transport. Similarly, at the other end of their journey, the Integrated Urbanism Studio capstone unit in the Master of Urbanism brings

students specialising in Urban and Regional Planning, Urban Design and Heritage Conservation together to work on multi-scale projects that build on the emergent disciplinary identities of the students involved. Another key aspect is the strengthening focus on gaining cultural competence to engage with Aboriginal and Torres Straits Islander people and learning to work in ways that engage with their understandings about the importance of Country. We acknowledge the centrality of Elle Davidson (Balanggarra) and Dr Michael Mossman (Kuku Yalanji) in re-focusing our course content here. Now that we are emerging fully from the dark years of the pandemic, the return to campus has been a fulsome re-engagement with each other in familiar for some, new for many environments. Many of the questions that pressed upon our urban disciplines about how to confront the impacts (or make the most) of the changes induced by lockdowns may have faded, but now our professions must face fully a stubborn suite of longer term and more deeply ingrained and escalating issues: socio-spatial inequality, the longcoming housing crisis, the climate and biodiversity emergency and the unresolved legacies of Australian colonisation now rendered bare by the outcome of the Voice referendum. Our students and staff have applied the theories and values, tools, techniques and practices of the Urbanism disciplines of urban and regional planning, urban design and heritage conservation to better interrogate issues, analyse data and interpret information in order to creatively and rigorously explore potential solutions to old, new and emergent challenges confronting Australian cities and regions and globally. This successful collective effort demonstrates the value of optimism in the face of the urgent challenges of the 21st century and the capacity of a new generation of urban professionals to create the regenerative, restorative, inclusive, sustainable, equitable and just cities and regions that the planet needs.

Urban Design Studio: Urban Project

Emergent Urbanity – St Marys Town Centre Deena Ridenour Tutors: Tanya Vincent Deena Ridenour Brendan Randles Studio critics and contributors: Jared Phillips, Unique Urban Design and Planning Ian Woodcock, ADP Renata Ferreira, Penrith City Council Alice Vialard, ADP Rouzbeh Loghmani, NSW Department of Planning and Environment Aditya Malshe, Penrith City Council Jan McCredie, City of Parramatta Deepti Prasad, ADP Sim Simaki, Astrolabe Group

The studio proposition is to transform St Marys Town Centre from a suburban, residential and service centre into a more urbane centre catering to greater lifestyle choice, employment and housing diversity. The new Metro line, intersecting with the western commuter line and connecting St Marys to the new Aerotropolis, is a catalyst for town centre renewal and growth. Government’s visions for St Marys will drive increased investment and development in concert with transport infrastructure. St Marys has good structure centred around Queen Street, its main street, and a transport interchange comprising the existing commuter rail station, a bus interchange and a new Metro. But it is also car dominated with large expanses of on grade car parking, catering to the surrounding low density residential catchment. The design approach is grounded in a typological approach to shaping incremental change through the evolution of blocks and lots and retrofitting of streets. The threedimensional concept master plan for the town centre will be informed by building and street typologies and further developed through detailed master plans at the urban project scale. The studio investigates key themes around connecting with Country, creating a more walkable centre and catchment area, enabling greater housing diversity, increasing employment choice, expanding the use of public space and recreation areas, broadening cultural and community opportunities as well as addressing climate resilience.

Image source: St Marys Town Centre Facebook

Ben Creighton Cheyenne Mistry Chloe Page Madeline Sloane

Tutor Tanya Vincent

St Marys Town Centre Masterplan

The St Marys Masterplan aimed to support incremental urban change as a future town centre, catalysed by the introduction of a new Metro interchange. Our master plan has drawn on Country principles that focus on re-integrating the rhetoric of East-West songlines that better connect the significant high-point to South Creek. The design strategy and vision focused on leveraging existing public land ownership for redevelopment; n Planrationalising the movement network for active transport priority; providing mid-rise residential typologies that can turnover gradually; and providing a cultural hub for Western Sydney to place it on the socioeconomic map within its competitive context.

e 1- Station Precinct

Key KeySite Site1-1-Station StationPrecinct Precinct

metric - Envelopes 3D 3DAxonometric Axonometric- Envelopes - Envelopes

Station Street - Facing South Station StationStreet Street- Facing - FacingSouth South

Phillip PhillipStreet Street- Facing - FacingWest West

Phillip Street - Facing West

Key Site 1- Station Precinct Key Moves Principles

Proposed Plan

1. Leverage Metro owned land to redevelop carpark and open up Gidely Street, to support new desinations close to the station, and divert vehicle activity away from Queen Street

2. Maintain a contiuous built-toboundary active commercial street edge along Gidley Street that supports social activity and energy around Queen Street/town centre. C C

A B

3. Utilise the existing East Lane, and provide additional access laneways for rear loaded services that maintain strong front conditions to the street edge.

4. Provide generous active transport amenity with wide, shaded footpaths to support comfortable pedestrian environments, promote walking and encourage higher foot traffic

5. Provide a transition and interface with existing residential and proposed

6. Relocate civic community uses near the station to provide greater

access and amenity mid-block changes 2.3 Keyresidential Site 3with - Cultural Precinct

Space

Scale 1:1000 @ A3 0

10 15 20 25

Figure 9: Final Design 2.3.3 Overview of key site design

Figure 12: Final Design

ARCH 9002 Urban Project | Key Site 1

The key site design refines the masterplan. It introduces two mixed-use blocks adjacent to the new cultural facility and also a residential block. This provides an active retail and commercial link to the cultural centre and shopping village beyond, thereby integrating them into the centre. Along West Lane, the building envelopes are on the street edge in recognition of the constrained site depth. Along the east lane fronting blocks where they are deeper, slab buildings fronting both the lane and street are included. This also seeks to increase deep soil opportunities. A car park on East and West Lane is retained, with one created along West Lane as a product of resolving blocks. The refined masterplan seeks to provide a coordinated journey between public spaces, leading to the entertainment centre, which was not acknowledged in the original masterplan. Queen Street remains a place of public domain improvements. The movement of vehicles along lanes has been reprioritised to reflect the overall changes to Queen Street, particularly the one-way shared pedestrian mall. Two car parks were introduced to recognise the need for parking, something not completely considered in the original masterplan.

dential typology, e feasibility of it more of an

was the ts within masterplan commercial oona Avenue, visiting the key tablished that ppropriate as community Taroona erve. This was ail energy assist in the e.

age was masterplan did ting strategy, easing canopy on-street tree s, and within

2.3.4 Summary of learnings Movement · The movement network from our initial masterplan is sound. However, we reprogrammed the movement direction of lanes, with above Chapel Street/ Charles Hackett Drive moving north and below moving south. · Our strategy largely tried to work within the existing street reservation. However, in a more refined masterplan, it would be hard to achieve all the WSUD elements. As included in our updated masterplan, a Sponge Park in more strategic locations is more viable.

as to increase through -site links along ntroduction the key site e rear lanes masterplan would -only throughvelopment.

Scale: 1:1000 @ A3

Street Definition · Activation of laneways is challenging, particularly when long. A more refined strategy could identify edges and midpoints where activation could occur rather than entirely ground-floor residential or commercial · Laneway development on West Lane may not occur given that developers may seek different layouts, meaning activation of the lane fails, or is fragmented.

Scale: 1:1000 @ A3

Built Form · Reprogramming spaces is sound. However, more consideration could be given to co-locating community facilities into the cultural and entertainment centre to increase its viability

ARCH9002| Masterplan Review Report

n Queen Street and the relocation of the shopping village to a more central location. ns Site 2 and is home to Astley Park, the inception of the major sightline and g Alex Healey Tutor 18 tanced from Street, the site demonstrates a descent residential typologies Ryan Deena Ridenour ns Site 2LiuandQueen is home to Astley Park, the inception of theinmajor sightline and g Weihang Nie ntial uses relate to Bennett to the South, tanced from Queen Street,Park the site demonstrates a descent in residential typologies Michelle Huang ntial uses relate Bennett Park to the South, St Marys Masterto Plan opes Stthe proposed transport hub which will service public buses, suburban trains Marys is set to become a strategic centre with new regional connections made possible by the transport hub. Our vision ng metro. Site 4 proposes aemerging new TAFE campus inpublic towerbuses, blocks suburban surrounding am opes theupon proposed transport hub which willthehouse service trains builds this unique opportunity by prioritising Country and public domain, creating and retaining key sightlines, and promoting building green emonstrates realistically higher density radiating from the asta ng metro. Sitethe 4 proposes a new TAFE campus housetypologies in tower blocks surrounding m corridors and the urban canopy. Our design for St Marys focuses on the human scale, revitalising the high street and town centre by making it emonstrates the realistically higher density building typologies radiating from the sta walkable and permeable and anchoring pedestrian movement through inviting destinations.

4 4

3 3

Figure 1.4.1: Key Site Selection (Image by author 2023) Figure 1.4.1: Key Site Selection (Image by author 2023)

4 4

3 3

Figure 1.4.2:Master Plan with Key Site's Design Overlaid (Image by author 2023) Figure 1.4.2:Master Plan with Key Site's Design Overlaid (Image by author 2023)

building form and a secondary corridor from ground level along the green corridor was created. The green corridor was articulated to respond to the flooding towards the western portion of Site 1. The consolidation of the detached dwellings would be difficult but feasible 19 considering the density proposed while the shopping village lot along with both parks were larger lots and thus, easier to consolidate.

4.3 Key Site Design Overview With an approximate site area of 61,300 m2, the site itself is relatively close to the commercial and transport core of St Marys, with its proximity encouraging walking and cycling to public transport nodes. As such, a higher residential density here is acceptable. The two perimeter blocks to the north capitalise on this, with a height of five storeys, stepping down the site from east to west to 3.3 Key Site Design Overview account for topography, and addressing the green space along chapel street. Towards the middle of the site, height and typology is again varied, with two-storey terrace housing stepping up to four, Key Site 2 seeks to increase the density of the urban structure where appropriate while retaining key sightlines, relocate the shopping village and facilitate the continuation of the green corridor to then five storey apartment buildings, retaining key sightlines from east to west. Finally, three-storey ensure apartment buildings address Bennett Park, offering a small retail space on the ground floor for a the site invites pedestrian movement and activity. The southeast quadrant was amalgamated into a low density wholesaler (Coles) instead of the shopping centre with the existing service Café to the east, and two storeys for a preschool towards the west. laneway pedestrianised with frontages onto the laneway from both sides. Offices on the vacant car parks that front away from the service lanes and Queen Street has been developed to four storeys except for the buildings that adjoin the green corridor that have remained at two storeys to facilitate the primary view corridor from Astley Park to the blue mountains.

Figure 2.3.1: Key Site 1 Design Overview (Image by Wesley Nie 2023)

5.3 Key Site Design Overview 7 Rejecting the medium density model from the masterplan, Key Site 4 is now dominated by highdensity built form and the TAFE has been relocated within two 15-storey podium towers with ground floor mixed-use, inspired by Western Sydney University – Parramatta City Campus, which similarly fronts a major transport hub. The hard urban edges of the podium blocks facilitate a large public plaza which feeds into the metro station underground. 5.3 Key Site Design Overview

Rejecting the medium density model from the masterplan, Key Site 4 is now dominated by highQueen Street built form has been boosted to 10-storeys while retaining its ground floor uses and density built form and the TAFE has been relocated within two 15-storey podium towers with rearground service lanes. Directly the expansive parksCityhave been floor mixed-use, inspired byeast, Western Sydney University –car Parramatta Campus, whichtransformed into office blocks to similarly fronts a major transport hub. The hard urban edges of the podium blocks facilitate a large increase building use diversity and acts as a hard urban edge separating the public and highly active public plaza which feeds into the metro station underground. high street town centre from the quiet residential perimeter blocks to the east. Queen Street built form has been boosted to 10-storeys while retaining its ground floor uses and rear service lanes. Directly east, the expansive car parks have been transformed into office blocks to

increase building use diversity and acts as a hard urban edge separating the public and highly active Figure 4.3.1: Key Site 3 Design Overview (Image by Alexander Healey 2023) high street town centre from the quiet residential perimeter blocks to the east.

Figure 3.3.1: Key Site 2 Design Overview (Image by Jianyi Liu 2023)

8 10

7 9

6 1. Shop-top Buildings 5 7 2. Offices 3. TAFE Campus

Figure 5.2.1: Transport Hub Precinct Master Plan Key Site Overview (Image by Michelle Huang 2023)

Figure 5.3.1: Key Site 4 Design Overview (Image by Michelle Huang 2023)

Legend Lot

KĸĐĞ

Secondary Metro Entry

Carriageway

Shop top building

DĞƚƌŽ WůĂǌĂ

Walkway

dƌĂŝŶ ^ƚĂƟŽŶ &ƌŽŶƚ WůĂǌĂ

Bike Rack

Green Space

TAFE, commercial and ŽĸĐĞ ŵŝǆĞĚͲƵƐĞ ďƵŝůĚŝŶŐ

Green Space

Figure 5.2.1: Transport Hub4 Precinct Master Plan Site Overview (Image by Michelle Huang 2023) 9 Key ^ƚƵĚĞŶƚ ĐĐŽŵŽĚĂƟŽŶͬZĞƐŝĚĞŶƚĂŝů ial KĸĐĞ Bike Lane

Figure 5.3.1: Key Site 4 Design Overview (Image by Michelle Huang 2023)

Legend

1. Shop-top Buildings 2. Offices 3. TAFE Campus

Yang Hu Linjie Li Jingping Xue Jingqui Zhou Emergent Urbanity - St Marys

KEY SITE 01 Town Centre

Tutor Deena Ridenour

THE GATEWAY OF ST MARYS St. Marys Station Precinct

PROPOSED 1:1000 @ A4

EXISTING 1:1000 @ A4

St. Marys is envisioned to become a strategic centre for Western Sydney with end-of-trip facilities that support the Aerotropolis. Key considerations for the design proposal include: facilitating transitoriented development with mix-used facilities to provide greater diversity of services with increased productivity and liveability, reactivating DESIGN STRATEGY AND PRINCIPLES the existing low performance areas by introducing multi-functional destinations in key precinct with enhanced community facilities and spaces, 3D MASTERand PLANintegrating precincts with improved linkages to reconnect places with more inviting and convenient human experience.

St.

Proposed Plan

PUBLIC DOMAIN SECTION AA’ 1:200 MAY-2023 S1

KEY SITE 03

Proposed Plan

PROPOSED 1:1000 @ A4

PERSPECTIVES

Connect the Street Network and Reasonable Traffic Road Different Characteristics cafe and shops Core Commercial Street and Rich Building Types Provide a Well Functional area for the Surrounding Open spaces and Markets with Local Characteristics KEY SITE DESIGN

KEY MAP

KEY SIT

MAY-2023 S1

PRINCIPLES

STYLE AND THE COMMUNNITY- St. Parkside Living Precinct

00 @ A4

THE CAMPUS St. Marys Education and Knowledge Precinct

ARCH9002 URBAN DESIGN STUDIO: URABN PROJECT

KEY SITE DESIGN PRINCIPLES

1000 @ A4

ARCH9002 URBAN DESIGN STUDIO: U

ARCH9002 URBAN DESIGN STUDIO: URABN PROJECT

Urban Design Studio: Urban Precinct

Reconnecting to Our River Heart Deena Ridenour Tutors: Deena Ridenour Alice Vialard Tanya Vincent Studio critics and contributors: Brendan Randles, ADP Craig Alchin, Ethos Urban Deepti Prasad, ADP Diana Griffiths, Studio GL Evy Anwar, Design Inc Gabriela Fernandez, Context Ian Woodcock, ADP Jan McCredie, City of Parramatta Liz Lester, City of Parramatta Mile Barbaric, City of Sydney Scott Davies, Hassell Pranita Shrestha, ADP

The City of Parramatta has established a vision to transform the Parramatta River into a continuous river parkland that recognises the shared value of the river, makes the river central and accessible, and provides space for water, nature and play. This studio proposes to reposition the Parramatta River as the heart of the city. It aims to challenge current planning practices and to imagine an urban future grounded in an understanding of place. The project operates at two scales: the river corridor design strategy whereby strategies to describe the long-term plan for the corridor, and the river corridor master plan which will define the three-dimension space of the river, its landscape, street, and building form and uses. Underpinning the design process are six objectives: (1) Acknowledging the historical importance and colonial trauma for Indigenous people, with Country as a foundational principle, (2) Caring for Country through precinct design that puts the health and wellbeing of the river at the forefront, (3) Repositioning the Parramatta River Corridor, integrating it as a regional parkland, cultural landscape and green infrastructure corridor, (4) Stitching the river into the surrounding urban morphology, (5) Making places for people to connect to the river corridor across all aspects of city life and (6) Creating a climate resilient corridor.

Chloe Page Gianluca Dragone Janhavi Dongre Suhas Chaudhari

Tutor Alice Vialard

Reconnecting to Our River Heart Our project envisions the transformation of the Camellia-Rosehill precinct into a dynamic, inclusive, and connected community that embraces the Parramatta River at its core. Focused on locating density with amenity, and both environmental and economic resilience, the site takes advantage of its river location as a space for recreation and living. The plan addresses a key challenge to retain industrial employment lands while redefining the site into a vibrant, community-oriented precinct which comprises a new town centre, mixed-use industrial park, enhanced university links, and a biodiversity-centred residential uplift. Prioritising Connecting with Country principles, cultural narratives have been interwoven throughout the urban landscape, forging a sustainable and thriving local hub that will support residents, businesses and visitors of Key Site 1.1 -now Interventions Camellia-Rosehill and in the future.

Key Site 1 - Section

Scale 1:1000 @A3 ARCH 9001 Urban Precinct | Design Strategies and Principles

Scale 1:10,000 @A3

Proposed Masterplan

illage, Canada

1. PROPOSED ZOOMED IN SITE

Key Site 2 - Proposed Masterplan Precedence: Strathcona Village, Canada

1. PROPOSED ZOOMED IN SITE

Key Site 3 - Town Centre Scale 1:10,000 @A3

ARCH 9001 Urban Precinct | Design Strategies and Principles

tegies and Principles

HIGH STREET RETAIL HIGH STREET RETAIL

HIGH STREET RETAIL

SUPERMARKET

END OF TRIP RETAIL (MINIMART, CAFES)

6 3 5 YOUTH ACTIVITY SPACE

COMMUNITY CENTRE

LIBRARY

FIRST NATIONS COMMUNITY BUILDING + GARDENS

‘EAT STREET’

GALLERY+ VISITORS CENTRE

‘EAT STREET’

1 VILLAGE GREEN + MARKET SPACE

Scale 1:10,000 @A3

Yuwen Cheng Ethan Hu Xiaobing Lyu Jingbo Zhang

Tutor Deena Ridenour

Parramatta River Corridor Master Plan Our vision for the Parramatta River project is to create a vibrant and sustainable urban hub by putting our river first. We achieved this by investigating Parramatta River’s flooding plan and the importance of mangroves to Country. Then building on the river’s condition and land ownership we generated our green grid which sets the guidelines for our masterplan. Furthermore, to promote a liveable neighbourhood that is unique from Parramatta CBD, we implemented a vertical mix of use where accessibility thrives and expanded WSU into existing buildings for practical education for uses requiring larger spaces. 1

PROPOSED PLAN

SECTION A P

2m 1m

18m

1 9

SECTION B

5 1.5m 9m

1.5m

1.5m 4m

3.5m

11m

6 1. Front Gate Green Space

2. Practice Square

3. Main Campus Road

4. Outdoor Sports Area 5. Park Stage 6. Waterfront Cycle Track 7. Riverfront Apartments

8 L

8. TOD Light Rail Station 9. Car park Building

BIRD VIEW

1 2

TOD

Pedestrianfriendly path

New St

Parramatta River

Uni & community activity space

Proposed site plan - 1:1000 equivalent detail

10m

Mangrove Tree barrier

13m

10m

Tree barrier

Residential

Community service

Office

Mix of uses

Industrial artwork center

Site boundary

Shopping mall

Track service & warehouse

15m

18m

3D view

3D massing diagram

Shopping mall Youth education children care

Civic center

Industrial artwork center

Library

Track service & warehouse

Residential

Community service

Office

Mix of uses

Industrial artwork center

Site boundary

Shopping mall

Track service & warehouse

Bicycle route

New St

Parramatta River

MASTERPLAN AND RIVER SECTION Boundary Buildings Residential Area

Light rail route Green Space

Residential Area

South St

reet

Open Space Cycle path

Antoine

Walking path

Loading dock Paking space

Parramatta River

Industrial Area Concrete Recycling

Proposed Plan

4m 3m

Wetland

Apartment

Cycle path Parramatta river

Grassland

River section

Open Walking space path

Antoine St

15m

Xiao Qian Carolina Mardones Ahmad Hazmi Kahlie Rae

Tutor Tanya Vincent

Healthy Country, Healthy City: Restoring Relationships on Dharug Country By 2050, Rydalmere/Camellia will be a river-centric precinct which cares for and is connected, both tangibly and intangibly, to Dharug Country. Our proposal unlocks the river’s forgotten edges, creating opportunities to engage with water Country and historic mangrove systems through continuous open spaces and built form orientated towards the water. Bolstered by light rail, bus services and an integrated active transport network, our masterplan seeks to retain critical employment floorspace whilst delivering strategically located housing. Our key moves include flood resilient design which creates more room for the river and re-introducing natural water cycles through sustainable approaches.

Master Plan Proposal

Precinct 1

Precinct 2

Precinct 3

Precinct 4

Design Principles

Walkability • •

Design ign Design Principles Principles Principles

Walkability Walkability Walkability • •

BefriendBefriend With Befriend Water WithWith Water Water

Active• link Active • divides Active linkblock divides link divides for block improved block for improved for permeability. improved permeability. permeability. • Recognise • Recognise • dynamic Recognise dynamic formdynamic of river formby form ofproviding river of river by providing by providing • Establish • Establish •human Establish circulation human human circulation around circulation the around river. around the river. the river. more rooms more for more rooms therooms river for the for river the river • Re-introduce • Re-introduce • Re-introduce a more natural a more a more water natural natural cycle water inwater cyclecycle in in urban areas urban urban areas areas •

Active link divides block for improved permeability. Mastercirculation Plan Establish human around the river.

Befriend With Water • •

Recognise dynamic form of river by providing more rooms for the river Re-introduce a more natural water cycle in urban areas

Green Space Green Green For Space All Space For For All All Uses Green• open Green • spaces Green openopen as spaces places spaces as forplaces as practicing places for practicing for practicing • Create a sustainable relationship between culture, respecting culture, culture, respecting heritage, respecting heritage, connecting heritage, connecting peoconnecting peo-peouses. ple, and accommodating ple, ple, and and accommodating accommodating wildlife. wildlife. wildlife. Orientate • Orientate •open Orientate space open towards open space space the towards river towards to the river the river to to enhance enhance human-nature enhance human-nature human-nature interaction interaction interaction

• •

G cu pl O en

Harmonious Form •

Ensure building height and or allows views towards the rive solar access, and respond to public domain activation.

Proposed Masterplan Legend 2m contours Cadastre 30m VRZ (Vegetated Riparian Zone) required for 3rd order stream

Pike Stree

Native mangrove vegetation River Foreshore Open space Open space

Public domain area Cycleway Shared path Footpath

Retention Pond

Existing buildings - retained Mixed residential and commercial building Mixed residential and community building Medium Density Residential

Trees Street trees

Proposed bus stop

Gran d Av enue

Active frontages

Grassed light rail line On-street parking Public streets / roads Loading and servicing areas

River Section Pedestrian access to buildings Vehicle access to property

Grand

Viewing Deck 1. Riverbank naturalisation to provide more rooms for the river.

Precedent image from Yanweizhou Park in Jinhua City (Landezine 2015)

Avenu e

2. Provide dedicated spaces for traditional performances, dancing circles, and knowledge sharing. 3. Viewing deck is located in area where there is no existing native vegetations, giving the opportunity to engage with water Country. 4. Create open space surroinding the heritage item 5. Create bioswal that is connected to biorentetion pond to mitigate pluvial flooding

Proposed Masterplan

A’

A’’

0.5m 1% AEP flood level + 0.5m freeboard = 1m FPL

Communal open space with recreational facilities, such as playground

Green track Light rail RESIDENTIAL

RESIDENTIAL

Proposed elevated pedestrian bridge connecting Camellia and Rydalmare

30m VRZ

COMMERCIAL PARKING

Street Setback

Cycleway Street Landscape Footpath

River Foreshore Open Space

Shared Path

Riparian Zone

40m

18m

31m

6m 4.3m 8.3m 3.5m 4.3m

25m

19m

Proposed elevated pedestrian bridge connecting Camellia and Rydalmare

30m VRZ

Carriageway

Residential

Footpath Street Landscape On-Street Parking

Communal Open Space

3.5m 11.4m 3.5m3.5m

Mixed Use Residential & Commercial

Footpath

Carriageway

Light Rail Reserve

Green Buffer

Existing Service Industry

FPL Flood Level

Communal open space with recreational facilities such as playground

Bioretentio pond, integrated with bioswale and stormwater management system. RESIDENTIAL

1:700

Shared Path

Bioretention Pond Reserve

Open Space

Mixed Use Residential & Communtity Facilities

A’

COMMUNITY FACILITIES

River Foreshore Open Space & Rpiarian Zone

Parramatta River

FPL Flood Level

70.5m

46m

16.3m

40m

Gabriel Law Mohan Chen Yuchao Dong

Tutor Deena Ridenour

River-Centered Precinct: Corridor for Country Our precinct design is a bold strategic corridor that appropriately cares for a healthy river through Country practice and connectedness with people while maintaining economic functionality for growth. It starts with a phased retreating of the former industrial infrastructure and transforming the waterfront into a floodable parkland, shifting its development pattern in a terracing and volumetric manner that respects the landscape and concentrating community needs with design references to Country. Overall, gradually allowing visitors to embrace the river with new activity nodes and acknowledging Parramatta River is the centric connection and element to Country.

Miao Yu Tao Liao Tiantian Tang Ziyao Guan

Tutor Tanya Vincent

River Corridor Master Plan Our vision is to enhance the Parramatta district by improving connectivity, liveability and sustainability over the next two decades. Our group devised the “Recognition, Regeneration, Restoration, and Re-connection” strategies. Precinct 1 preserves industrial conditions, upgrading work environments for sustained local businesses. Introducing a mixed-use community to the southbound enhances connectivity with new connections, light rail and water views. Precinct 2 prioritises safety and flood resilience, aiming for a vibrant riverbank open space. Exploring innovative economic models is underway to boost regional value. Precinct 3, comprising of apartments, waterfront and wetland parks, prioritising accessibility, biodiversity, functionality and sustainability, creating a comfortable living environment by analysing flood and polluted areas. Precinct 4 strives for a harmonious, inclusive community, meeting diverse resident needs and enhancing life experiences. Collective participation and community prosperity are promoted, offering opportunities to appreciate the natural landscape.

Integrated Urbanism Studio

Strategic Plan for the City of Liverpool Alice Vialard Lecturers: Halvard Dalheim Catherine Gilbert Tutors: Alice Vialard Ian Woodcock Studio critics and contributors: Jan McCredie, City of Parramatta Nancy-Leigh Norris, Liverpool City Council Rod Simpson, Simpson + Wilson Architecture + Urbanism Stephanie Barker, Greater Cities Commission Ed Steane, Transport for NSW Nick Gowing, Greater Cities Commission Luke Oste, Liverpool City Council Rishi Gujarathi, Aurecon Aditi Karande, Otium

Liverpool has long been proposed as Sydney’s third CBD, due to its strategic location in the west on three passenger rail lines, with regionally significant health infrastructure, commercial activity, diverse employment opportunities, heritage precincts and the Georges River. Liverpool is also the closest metropolitan centre to the new Western Sydney International Airport and future Bradfield City Centre. Despite the existence of numerous plans for its different sections and from sectoral perspectives (environmental, health, transport etc.), there is not a clear and comprehensive strategic plan for the area. As the capstone unit for the Masters of Urbanism degree, the studio is focused on ‘real world’ urban issues and the need for urbanists to formulate a compelling strategic solution to convince the public, stakeholders, politicians and investors of the benefits of a particular approach or scheme. The studio emulates practice by working with, or being exposed to community groups, developers and local governments to develop an appreciation of the economic, social and environmental context in which strategic urban design and planning occurs. The specific intention is to recognise and overcome the limitations, and give regard to and reconcile the multitude of perspectives that are characteristic of the urban condition. Throughout the unit, students have been working to develop professional skills (investigation, analysis and interpretation, design development, and presentation) to enable them to prepare strategies, frameworks, concepts and master plans in a strategic and visionary manner for the City of Liverpool.

Image source: Liverpool Innovation Precinct

Amruta Namjoshi Fayez Habib Robin Wu Somya Jolly Vinay Kaushal

Tutor Ian Woodcock

Liverpool Central Eco – District (CED) 2050 The Comprehensive Strategic Plan for Liverpool CED 2050 is a framework that guides the development and growth of Liverpool city centre to transform it into the first Central Eco-District of the Greater Sydney Region. This plan provides a methodical approach to bring the environment and ecology to the forefront by envisioning the future of Liverpool as a central eco-district that is resilient, well-connected and equitable. The plan is underpinned by in-depth analysis of Liverpool's past and present to determine where we want to be and how we can get there. It is also supported by feasibility analysis, a phasing and implementation plan, and key actions. Key upgrades to the energy, waste and water systems, as well as interventions along Georges River and the public domain of the city centre, improve the quality of life for the community while minimising the impact on the environment. It will transform Liverpool into a model city that can adapt to unforeseen extreme weather conditions in the near future, provide key ecosystem services to Liverpool and surrounding areas, become a well-connected key employment site, offer sufficient and affordable housing options for the community, and preserve the ecological and cultural assets of Liverpool.

Ian Zhao Daniele Dai Jocelyn Qian Winnie Sun Mino Wang

Tutor Ian Woodcock

30-Minute Greater LiverpoolCabramatta (2023-2053) Centred on the Liverpool CBD, with accessibility as the backbone, the design extends to most of Western Parkland City, encompassing numerous urban clusters and centres. As a result of the poor implementation of the 30-minute city strategy set out in the Greater Sydney Regional Strategic Plan in the Liverpool region, nearly 300,000 people are unable to reach the city within 30 minutes by public transport. Our project will provide an option to deconstruct the concept of “the 30-min city” into 10-min minor centres and 20-min major centres, and give some details to answer how to structure the 30-min Greater Liverpool-Cabramatta by integrating public transport systems and land use. Metro, LRT and community buses provide a diverse range of passenger capacity and on-time commuter schedules, with development densities corresponding to the different levels of transportation hubs. Transportation corridors allow for medium density development instead of urban sprawl. Design concepts such as mixed-use and pedestrian-friendly neighbourhoods are implemented.

Diksha Kholsa Bernie Balatbat Ivanne Cheng Clare Banzon

Tutor Ian Woodcock

Liverpool, Your Biosensitive Strategic Centre: Towards a Greener Future The proposal for Liverpool to become a Biosensitive Strategic Centre is focused around the desire to breakaway from the business-as-usual approach and embrace the nature-sensitive practices that can effectively respond to the existing urban heat and consequences of human urbanisation evident within the suburb. To achieve this, the proposal prioritises the place-specific blue and green assets that are unique to Liverpool such as the Georges River, also known as the Tucoerah River by the Traditional Custodians, and its creeklines. The proposal additionally outlines five principles with respective objectives and actions that frame the biosensitive outcome including preserve, construct, connect, interact and innovate. It is the intention for this proposal to become an exemplar precedent framework for Sydney’s future development, proving that a city can leverage its blue-green assets to provide a wide range of ecosystem services, enrich the public realm and support innovation-led multidisciplinary partnerships.

Liverpool Biosensitive Strategic Centre Structure Plan

41 Theme 1: Preserve

Theme 2: Construct

Theme 3: Connect

Theme 4: Interact

Liverpool West Commercial Core

Urban Form and Design

Urbanised Country from another point of view Ian Woodcock Lecturers: Ian Woodcock Elle Davidson Tutors: Ian Woodcock Marco Marin Denver Alcantara Vera Xia Zeng Wu Studio critics and contributors: Michael Mossman, ADP Pranita Shrestha, ADP Alice Vialard, ADP Colin Finn – ADP/Ethos Urban Tomas van der Meer Michael Kahn, Design Inc Liz Lester, City of Parramatta

Understanding urban history through detailed examination of the ways the form and design of cities (‘morphology’ and ‘typology’) change through time through interactions between their topographic and environmental contexts and developments in mobility, economics, culture, technology, politics, social and regulatory frameworks is a core area of knowledge for urban design and planning. Being able to recognise, document and analyse how place experience is related to built form using a variety of graphic techniques are fundamental professional skills. Australian urbanism as a product of British colonisation requires practitioners to have an appreciation for Aboriginal and Torres Straits Islander cultural values. Students work is focused on understanding the development of Sydney’s urban form and design through the lens of Country, opening innovative potentials for more sustainable and healthy cities. Students traced the way colonisation and urbanisation have profoundly changed various waterways in the oldest parts of Sydney.

Carolina Pantoja Mardones Shivam Vageshwar Rosalin Kapa Fariz Hazmi Aleena Thomas

Tutor Ian Woodcock

From Sheas Creek to Alexandra Canal: Unveiling the Urbanisation Story and its Impact on Natural Spaces The Alexandra Canal was a thriving Aboriginal site known as Bulanaming. It has undergone significant transformations over the centuries that tell a tale of industrialisation and the reshaping of the natural landscape. This project aims to unravel the complex interplay of natural processes, human interventions and urban development that have shaped the canal into what it is today. The canal, once a creek, underwent significant alterations, turning it into an engineered waterway in a bustling industrial zone from a swampy natural landscape area. This drastically altered the health of the canal’s soil landscape and ecosystem, leading to the decline of native biodiversity and mangrove habitats. This project sheds light on the need for a delicate balance between development and preservation. As we move forward, it is crucial to acknowledge the past, respect the land's original custodians and find sustainable ways to coexist with nature while embracing urban progress.

Country Map

45 *picture 3

Urbanization of Sheas Creek: A Historical Perspective *picture 1

*picture 2

Map 4

Map 5

*picture 4

George Raper,1790, Natives ﬁshing in their canoe, Port Jackson, and native Lebovic, Josef. (n.d.). A View Of Botany Bay. Josef Lebovic Gallery. Retrieved from https://www.joseﬂebovicgallery.com/pages/books/CL169-2/after-robert-cleveley-british/a-view-ofimplements of war, The Trustees of the Natural History botany-bay Museum, London, Raper Drawing No. 18].

Map 2

Map 3

Lacy, G. (1860). 'Oh! my goodness gracious, I'll be oﬀ.' 'Hold on Poll my girl, all right'. [Painting]. National Library of Australia [nla.pic-an3103267]. Dictionary of Sydney. Available at: https://dictionaryofsydney.org/media/1596

*picture 5

Pre Colonization

First Land Divisions

1820 - 1840 First River Alterations

Early Aboriginal tracks

Colonization

Tempe Dam construction disrupted natural river processes, causing sanitation problems and ﬂoods

1850-1877 Creek Extended Use for Industrial Purposes Relocation of industries due to 1849 Slaughter House Act, leading to steam power and iron ships era

Clarke, James. [183-?], [Tempe on the Cooks River, New South Wales] , viewed 8 November 2023 http://nla.gov.au/nla.obj-135201297

Map 6

Map 7

*picture 6

Map 8

Museums Victoria. (n.d.). Journeys to Australia. Immigration Museum. Retrieved from https://museumsvictoria.com.au/immigrationmuseum/resources/journeys-to-australia/

*picture 7

1880- 1890 River Navigation Changes

1903 Canal End of Construction

1943 - 2023 - Airport Area and major River change

Railway expansion, Illawarra Bridge construction, and land reclamation for navigational use

Originally intended for industrial transportation, the canal transformed into a sewage system due to low water levels

1943 - River mouth modiﬁcation for airport land Present: Airport's location transformed the area into a transportation hub primarily for private cars

City of Sydney, 1943, Alexandria, the Birmingham of Australia: 75 years of progress, 1868-1943

Figure Ground Map 9

Map 10

Map 11

Axonometric evolution over the years

Axo 1

1943

2000

2023

1943 Demolished wharves due to decline in navigational use of the canal

2000 River Modiﬁcation due to airport land

2023 - Present day River

Warehouses and Factories along the river edge in a linear form or either fragmented. The 1943 area consisted of the industrial character of the site with industries consecutively used for brick, wool, unloading and loading.

With the evolution of years the form changed with the emergence of medium density residential towards the eastern part of the canal. With the construction of the airport the urban form becomes coarse grained towards the southern side of the canal.

The building form changed as the area became denser. Introduction of high-rise mixed density apartments pose a contrast to industrial sites present today and low rise residential towards tempe region.

Building Height Map 12

Map 13

Map 14

The 1943 depicts the relationship that underpins the importance to Aboriginals and their connection to this place.The 2000 timeline encompasses the time when this area was heavily industrialized. With the opening of Sydney Airport coupled with the decline of in-town heavy industry this area was transformed into a logistics hub.

*picture 7

1943 Low density industries for war supplies

2000 Skyline variation with the emergence of airport

2023 Completely engulfed engagement with the canal

Low rise industry, loading and unloading cargo at wharves warehouses developed along the canal road.

Major changes in the skyline demonstrates along the southern end of the map where low-rise buildings are now replaced with high rise mixed use residential inﬂuenced by the airport

The build form today is consistent with the scale of existing buildings within the area and the industrial nature of the precinct.

Open Space

Soil Landscape

Biodiversity

Map 15

Map 17

Map 19

(Gateway, n.d.)

*picture 8

'Skull of Dugong discovered in Shea's Creek 1896. Journal Royal Society of NSW Vol XXX. Dictionary of Sydney. Available at: 'Skull of Dugong discovered in Shea's Creek 1896. Journal Royal Society of NSW Vol XXX. Dictionary of Sydney. Available at: https://dictionaryofsydney.org/media/1596

*picture 79

'Skull of Dugong discovered in Shea's Creek 1896. Journal Royal Society of NSW Vol XXX. Dictionary of Sydney. Available at: https://dictionaryofsydney.org/media/1596

*picture 10

1943 Underutilized open spaces

1860 - 1894

1860 - Pre-European Settlement

Sydney Park being a main landmark of the site has undergone evolution from brickmaking site to a rubbish dump and now a successful wetland

Natural landscape of swap, mid, and ﬂats surrounding the river providing more rooms for the dynamic form of the river.

Before European settlement, the waterway was a tidal creek. The presence of native vegetation, especially mangroves, was vital in preserving the ecological balance of the Alexandra Canal ecosystem during this time.

Map 16

Map 18

Map 20

Cheyenne Mistry Chloe Page Sahana Sarvesh Murthy Rutuja Lokhande Zhen (Jen) Li

Tutor Vera Xia

People belonging to the River - A story of the Cooks River Located on Wangal, Darug and Cadigal Wangal Country, the Cooks River was an intrinsic songline and meeting place for First Nations Peoples, nurturing a sense of belonging to the water. Its morphological evolution has been pervaded by expedient colonial urbanisation, changing its role to a system of function – an exploitable resource siloed from urban life. It was subjected to finegrain residential development following wetland reclamation along the edge, alteration of the river alignment and concrete channelling for more ‘convenience’ to development. Despite its continuous public edge, urban characteristics including inactive back interfaces and poor public domain conditions have changed the river’s character from a gathering place to a transit corridor at the back end of public life.

Jonas Ling Yuchao Dong Hermione Hao Ziying Wen King Hei Gabriel Law

Tutor Denver Alcantara

The Artificial Canal and the Forgotten Creek Located in Southern Sydney, this heritage-listed artificial waterway once existed as Sheas Creek. How did this part of the city have industrial pushed in, and Country out of this location? Sheas Creek was once 1/10th of the length of what it is now: it is a dividing edge between the clans’ Country and was surrounded by saltmarsh and mangroves. The waterway acts as a gathering and hunting ground housing 3 different language groups of the Gadigal, Dharawal and Darug. Through years of human-centered industrial development, the waterway had lost its former beauty, becoming one of Sydney’s most polluted and hazardous canals. There were plans to attempt its restoration, but all had been cancelled due to being claimed to be “too dangerous to disturb” its bed of sediments. Now what remains is an industrial barrier that isolates people from connecting to this part of the waterway catchment.

Jiajing Li Zhonggang Lu Joe Mao Zhenhao Bai

Tutor Zeng Wu

Whites Creek’s Converting Urbanisation Process to a Greener Future Whites Creek is an artificial waterway located in Annandale in Sydney's Inner West, which was once a natural waterway but was later concreted to improve sanitation conditions. Like many other waterways in Sydney, Whites Creek has become discontinuous and atomised, channelised and hidden during urbanisation, losing its historical connection as an integral part of the country. The project aims to start from the framework of connection with Country, and explore Creek's pre-colonial history as it relates to Country. It will research how the changes to Whites Creek after colonisation have influenced the surrounding urban form and structure. The research will also identify the aspects of the creek and its surrounding environment that have re-established a connection with Country in the contemporary urban development process.

Janhavi Dongre Daniela Lam Emma Williamson Sherly Irene R P Jianyi Liu

Tutor Marco Marin

Uncovering Johnstons Creek Johnstons Creek is a place of deep meaning to the Gadigal and Wangal people of the Eora Nation. Historically an abundant creek to meet and fish, Johnstons Creek has undergone several significant phases of evolution since colonial settlement in the 18th century. The ridgelines of Glebe and Annandale were carved to make way for the industrialisation of the foreshore area, which became a hive of economic activity and saw the natural creek replaced with concrete. The heritage terraces and workers cottages still present in the surrounding area are reminders of this time. In 1995, the industrial foreshore became public parkland, making way for Johnston Creeks next phase of evolution as a recreational place for the local community. Within the last 10 years the area has undergone another pivotal shift with the revitalisation of the old race track into the Harold Park high density mixed use development. This redevelopment introduced additional parklands, adaptive reuse of the Tramsheds and a light rail station to service the needs of the areas growing population. The creek itself has also been revitalised, signifying a return to Country with native planting, sandstone, tidal rock pools and planted stormwater catchment systems.

Urban Reports, Planning Reports

Urban Report Yoshimi Hasegawa Tutors: Alessia Cibin Louise McKenzie Maddie Shahi Miguel Borja Vibha Bhattari Yuting Zhang

The Urban Report is a substantial project involving research conducted over one semester. It takes the form of a written and illustrated report (between 5,000 and 10,000 words) that is produced in response to a consultancy research brief. The aim of the unit is to build students’ skills and knowledge in conducting research within an urban research consultancy context. Depending on the research brief, the report may be: 1) Practically focused, such as the preparation of an urban design or urban development project; 2) Theoretically focused, such as a review of a conceptual viewpoint; or it may 3) Occupy the middle ground, such as an exploration of a contemporary issue or review/ testing of a theoretical method. The Urban Report is an opportunity to build skills and knowledge in a particular area of urbanism within a professional setting. The aim of the Urban Report is to enhance the student’s skills and knowledge in relation to the professional practice of urbanism.

Planning Report Jennifer Kent Tutors: Jennifer Kent Dallas Rogers Catherine Gilbert

The Planning Report is a substantial piece of research conducted over one semester. It takes the form of report (between 10,000 and 12,000 words) on a topical urban and regional planning subject of choice. In some cases, the report is based on a priority thematic topic agreed with a local Council in the Sydney metropolitan area. The Planning Report provides an opportunity to think critically about a planning problem and to develop an appropriate research methodology or analytical approach to address it. It advances knowledge in a real-world planning situation.

Superkilen, Copenhagen (Archdaily n.d.). Women in Urban Public Spaces by Janhavi Sanjiv Dongre

Cheyenne Mistry Australia’s Financialised Housing Market: What are the impacts of short-term rental markets like Airbnb on housing affordability?

Supervisor Zuting Zhang

57 Housing affordability is a topical urban issue that continues to characterise Sydney’s property history. Typically, housing is deemed “unaffordable” when it is challenging to obtain due to supply-demand economics, and if the percentage of household income for rent exceeds 30 per cent (Karamujic, 2015). As a complex challenge in urban planning, it remains an important social right, yet the volatile, privatised and asset-driven markets that pervade Sydney’s rental scene are one component limiting equitable affordability. Characterised by an investment culture, the economic expedience afforded by short-term rental markets (STR) like Airbnb has increased activity within local neighbourhoods, as residents can lease properties for shorter tenures at higher rates. Recent statistics indicate that in the last 12 months, rental prices for houses and units in Sydney have increased by 10-25 per cent, with the median rental price at $650 per week (Shields, 2023). As such, Sydney’s rental scene now comprises both long and short-term markets, with many residents simply competing for the right to housing. Implicating market stability, academic discourse recognises that STRs potentially impact affordability by generating significant competition for a consistent, long-term housing supply (Hoffman & Heisler, 2021). Whilst current research has analysed the implications of the STR market at the broader city scale, there is limited understanding of the neighbourhood impacts and the extent to which these are tangible at the local scale. Therefore, this report sought to determine the implications of STR market activity on housing affordability in the City of Sydney LGA. The City of Sydney has the largest cluster of STRs, holding 22% of Greater Sydney’s Airbnb’s (Inside Airbnb, 2023). With CBD proximity, accommodation of tourist and residential markets, and existing affordability challenges, it presented a compelling case study to analyse these issues. Literary discourse has sought to expand typical affordability measures from the standardised income-to-expenditure ratio of 30 per cent household income, and instead, capture more qualitative components. As such, the theoretical framework developed for analysis in this project synthesised key theories into three critical principles required for evidence of affordable housing. These included: a consistent, reliable supply; equitable and inclusive rental prices; and diverse housing options.

Analysis conducted in the City of Sydney revealed that supply, inclusive prices and housing diversity were all challenged by the significant STR activity occurring. Results found that the spatial distribution of STR activity coincided with several popular residential suburbs such as Surry Hills, Darlinghurst, Redfern and Pyrmont. Additionally, the analysis revealed that properties in these highly concentrated suburbs were listed for most of the year (between 10-12 months), indicating there was significant availability. However, these properties failed to have full occupancy, with most only occupied for 5-6 months. As such, seemingly adequate housing stock is evidently being stripped from the longterm market, reducing rental supply, and creating further competition for housing. This argument was backed by clear reductions in long-term availability (6.5% decrease), higher median rental prices (20-30% increase), and an oversupply of apartments (70%) in the STR market. There were also clear correlations between areas with high concentrations of Airbnb listings and increased populations paying greater than 30 percent of household income on rent. Overall, the report emphasised that the key affordability principles do not materialise in the City of Sydney. Its concentrated STR market activity has reduced the affordances of reliable supply, inclusive rental prices and housing diversity, with the ongoing socio-economic pressures creating an unpredictable longterm rental scene. The project reinforced that the economic expedience of privatised rental platforms is reducing the accessibility of all demographics to rent in desirable neighbourhoods because of inadvertent gentrification, increasing social inequity. Whilst planning seeks to relieve housing affordability by increasing supply, the nature of privatised sharing economy platforms such as Airbnb potentially undermines this, by prompting greater uptake in property investments on the STR market. Future planning efforts should consider ways to mitigate asset-driven housing attitudes to reduce the negative impacts that currently materialise. This would support the public interest and provide housing affordability in the form of consistent supply, equitable prices, and diversity on the market.

Jiahui (Daniele) Dai Equity Study of Public Transport Accessibility in Greater Sydney

Supervisor Miguel Loyola Borja

61 This report examines the distribution of public transport (PT) services in the Greater Sydney Region, with a focus on addressing social equity concerns. It starts by highlighting the significance of PT in metropolises like Greater Sydney, where it serves as a key mode of travel due to its convenience, speed and affordability. In 2018, the Greater Sydney Commission published the Greater Sydney Region Plan: A Metropolis of Three Cities. One of the goals is to deliver a 30-minute city structured by a public transport system. This aims to satisfy residents’ daily life demands in metropolitan centres or clusters within 30 minutes (Greater Cities Commission, 2018). However, the report notes disparities in PT accessibility, particularly in the Western City District, suggesting inequitable distribution of PT services. The central research problem revolves around the equitable distribution of PT services across Greater Sydney. This report hypothesises that PT services are unevenly distributed, which may be affected by residents’ income and their needs. It aims to analyse this issue by defining PT accessibility and equity, evaluating current services, and identifying disadvantaged regions. This analysis seeks to propose recommendations for enhancing PT network fairness and efficiency. To better understand the meaning of accessibility and equity, a literature review has been conducted. It has been discovered that there is no standard to define and evaluate accessibility (Lei and Church, 2010). It is generally seen as an ease of reaching destinations, encompassing spatial, temporal, social and economic aspects (Hawas et al., 2016; Shi et al., 2022). Common indicators to evaluate PT accessibility include spatial coverage, temporal coverage, trip coverage, service frequency, waiting time and route diversity. In addition, similarly, it is difficult to give a standard definition for equity in the field of transport (Martens et al., as cited in Stępniak and Goliszek, 2017). There are two types of equity, including horizontal and vertical equity. The former is constructed based on theories of social justice (Stępniak and Goliszek, 2017). This means that PT services should be equally distributed regardless of residents’ socio-economic status or other differences (Deboosere and El-Geneidy, 2018; Lee and Miller, as cited in Mohri et al., 2021). The latter means that those with more demands for PT should have higher accessibility.

Based on the literature review, this report introduces a new evaluation framework for PT accessibility comprising four indicators: proximity, convenience, centrality and temporal cost indices. This framework considers both spatial and temporal dimensions of accessibility. It also examines the relationship between urban residence differentiation, residents’ PT needs, and PT accessibility to assess horizontal and vertical equity. These analyses are conducted in ArcGIS and Depthmap. The results show that the Eastern City District has better PT accessibility than other districts. In addition to the City of Sydney and Inner West, there are some clusters with higher PT accessibility, such as Parramatta, North Sydney, Chatswood, Macquarie Park, Blacktown and Bondi Junction. In terms of horizontal equity, Ingleburn in the southwest region has high PT demand but low PT supply. In addition, suburbs to the west and northwest of Blacktown, suburbs close to North Parramatta, and suburbs from Auburn, Lidcombe to Flemington have a similar situation. When it comes to vertical equity, suburbs in the outer southwest, southwest and inner southwest regions are suffering from severe vertical inequity. Apart from that, some SA2s in the Central Coast Council and suburbs close to Auburn and Lidcombe have a similar situation. To realise the goal of delivering a 30-minute city in the strategic planning and address the issues identified in this report, 6 recommendations are proposed for consideration by policymakers and transport and planning authorities, such as constructing a multi-level and multimodal public transport system, improving employment hubs into comprehensive centres with interchanges, encouraging mixed-use in strategic centres that can be efficiently served by PT to provide more public services and jobs to reduce the need for commuting to CBD, and increasing the frequency of certain PT services in SA2s with more PT users and operate express services at peak times.

Pete Davis High Speed Rail: A case for urban-centre stations in Australian regional cities

Supervisor Maddie Shahi

63 High-Speed Rail (HSR) has become a common feature of the global transport landscape over the past 50 years, though has yet to be realised in Australia despite many proposals and feasibility studies since the 1980s. HSR planning has again come into focus with the Commonwealth Government’s recent formation of the High Speed Rail Authority (HSRA), “tasked with advising on, planning, developing and overseeing the construction and operation of a transformational network along Australia’s eastern seaboard.” Though HSR is often proposed as an alternative to air travel over distances of up to 1,000km, there is also increasing recognition of regional development benefits as intermediate stations facilitate population and economic growth in smaller cities. Academic studies of existing networks in Europe and Asia demonstrate that intermediate HSR stations can promote regional development outcomes. However this effect is sensitive to the station’s location and local public transport connectivity. Centrally located and well connected stations can encourage businesses to relocate from major cities, attract short-term business travel for meetings and conferences, and encourage population growth by creating viable commuter journeys to major cities. However, there is also strong evidence that peripheral locations with limited public transport connectivity such as those proposed by the 2013 HSR Study fail to attract significant population growth or economic activity. This study considers the regional cities of Newcastle and Wagga Wagga as case studies. The Newcastle Interchange and the existing Wagga Wagga Station are used as urban-centre HSR station options as they are both located near their city’s main commercial centre and wellconnected to local and regional public transport. The 2013 HSR Study’s proposed regional stations are adopted as the peripheral option for each city, located between 5 and 20km from the commercial centre with little to no existing access by public transport.

The study’s theoretical framework and methodology evaluate the regional development potential of proposed HSR stations across two dimensions: 1. Economic growth – encouraging businesses to relocate to regional centres and attracting other business activities such as meetings, conferences and conventions by improving access to and from major cities; and 2. Population growth – supporting more sustainable settlement patterns by creating viable commuting and long-distance journeys from regional centres to major cities. As the focal point of the public transport network, Newcastle’s urban-centre station serves a wider population catchment than the peripheral station with a wider difference in the number of workers and dwellings due to differences in average age and household size across the city. Newcastle’s inner city is also more suited to accommodating population growth as urban renewal creates opportunities for high density residential development, while delivering new housing may be more difficult on the urban fringe due to environmental constraints. International evidence also suggests that peripheral HSR stations attract lower-density residential development, limiting the number of dwellings that can be added to the effective commuter catchment. Although the population difference between their commuter catchments is less pronounced in the Wagga Wagga case study, urban-centre and peripheral stations would likely result in different development effects. It is unclear to what degree an urban-centre HSR station would encourage higher-density urban infill. However a peripheral station would almost certainly encourage further low-density residential development in the farmland surrounding Wagga Wagga’s southern suburbs (see Table 1 and 2 on next page).

65 Spatial analysis of potential station locations in Newcastle and Wagga Wagga demonstrates that urban-centre HSR stations would effectively serve existing economic centres and population catchments, while peripheral HSR stations would be reliant on new development to realise economic benefits and accommodate population growth. While it was expected that urban-centre stations would serve larger population catchments due to their public transport connectivity, a demographic trend was observed in the Newcastle case study in which inner city suburbs also contained a disproportionately larger working population and number of dwellings compared to suburban areas, further supporting economic and population growth.

The findings of this study have important implications for HSR planning in Australia. While the need for centrally-located and well-connected stations in capital cities is well understood, previous feasibility studies have not applied these same principles to regional stations. Delivering HSR would require a generational investment and the project’s regional development objectives are clear. However planners should consider the implications of station location and connectivity in order to maximise benefits for regional areas.

Table 1: Number of jobs in urban-centre and peripheral station catchments for the Newcastle and Wagga Wagga case studies. Primary development zone 10-minute walking catchment

Secondary development zone 15-minute public transport catchment

Jobs

Newcastle Interchange

6,654

33,631

Newcastle HSR Local & regional routes

54 0.8%

734 2.2%

Wagga Wagga Station

1,140

5,851

Wagga Wagga HSR Local & regional routes

0 0%

332 5.7%

Table 2: Number of workers, people, and dwellings in urban-centre and peripheral station catchments for the Newcastle and Wagga Wagga case studies. Viable commuter journeys 30-minute public transport catchment Workers

People

Dwellings

Newcastle Interchange

48,362

99,339

Newcastle HSR Local & regional routes

19,636 40.6%

49,705 50%

Wagga Wagga Station

9,988

Wagga Wagga HSR Local & regional routes

8,154 81.6%

Viable long-distance journeys Single-seat public transport catchment Workers

People

Dwellings

48,568

91,275

222,674

96,516

16,574 34.1%

65,024 71.2%

155,711 69.9%

62,131 64.4%

32,101

11,146

15,228

53,517

16,186

23,902 74.5%

8,622 77.4%

15,750 103.4%

52,714 98.5%

16,594 102.5%

Jenny Leung

Supervisor Yuting Zhang

An Age-friendliness Indicator for Greater Sydney

Hornsby Ku-ring-gai

Northern Beaches

Parramatta Ryde

Willoughby Lane Cove Hunters Hill

North Sydney

Mosman

Canada Bay

Strathfield

Inner West

Central Coast (NSW)

Woollahra

Burwood

Sydney

Hawkesbury

Waverley

Randwick

Canterbury-Bankstown 3 6

Bayside (NSW)

The Hills Shire

Hornsby

Northern Beaches

Blue Mountains

Indicator

Blacktown Penrith

-4.72 - -3.21

Parramatta Cumberland

-3.20 - -1.81

Fairfield Liverpool

Canterbury -Bankstown Georges River

Camden

Wollondilly

0 10 20

Age Friendliness Indicator

-1.80 - 0.47 0.48 - 2.42 2.43 - 11.66

Campbelltown (NSW)

Sutherland Shire

Local Government Area Greater Sydney Boundary New South Wales Boundary Source: Australian Bureau of Statistics

67 Age-friendly communities refer to places with inclusive environment that allow people to grow old in their neighborhoods. Two demographic changes, an ageing population and urbanisation, raised attention on the need of developing agefriendly communities. This is important because older adults require supportive living environments that respond to decreasing physical, social and mental capacity. Another reason is because of the desirability to ‘age in place’, where an older adult could continue living in their own home for as long as possible without the need to move to a long-term care facility, allowing continuous access to existing social networks and familiar local environments. Urban planning plays a crucial role in creating supportive built environment for age-friendly communities. To support the planning of agefriendly communities in Greater Sydney, it is important to understanding its current status of age-friendliness. As a result, this report aims to develop an age-friendliness indicator based on measurement of the built environment for Local Government Areas (LGAs) in Greater Sydney. Literature Review Various literatures discussed the urban structure and the accessibility to services that the built environment should provide in an age-friendly community to meet the needs of older adults. Five major built environment elements for agefriendly communities were identified. They are (1) accessibility of green space, (2) accessibility of community space, (3) accessibility of healthcare services, (4) accessibility of public transportation and (5) walkability. These elements are important to support the different needs of older adults, including self-autonomy and independence, health and well-being, social connectedness and resilience against climate change. Moreover, age-friendliness indicator has been developed by quantitatively measuring the built environment in other contexts, such as Victoria, Australia. However, no existing research has created an age-friendliness indicator using built environment elements for Greater Sydney. Given this theoretical context and research gap, an age-friendliness indicator for Greater Sydney was developed in this report by quantitatively measuring the five major built environment elements identified.

Methodology To obtain the age-friendliness indicator for Greater Sydney, two steps were taken. Step 1 was to compute an index for each element by LGA. Using secondary data, the two-steps floating catchment area (2SFCA) method was used to compute indexes for accessibility of green space, community space, healthcare services and public transportation. The walkability index was computed using net residential density. Step 2 converted the indexes into standard scores (z) and summed up to create an age-friendliness indicator for LGAs in Greater Sydney. A LGA with higher value in the indicator means that the LGA is more age friendly, and vice versa. The indexes and final indicator are visualised in maps using the data classification method of quantiles. Results and Discussion There are significant variations in performance of each built environment element and agefriendliness across LGAs in Greater Sydney. The relatively more age unfriendly LGAs with indicator values falling in the bottom two quantiles are scattered in different rings of Greater Sydney. These LGAs generally have poorest performance in the five elements compared to other LGAs, which raised the need for improvements on all the five elements. For relatively more age-friendly LGAs with indicator values falling in top two quantiles, the relative contributions of the five elements on the LGA’s age-friendliness depend on its geographical location. Age-friendliness of inner ring LGAs are mainly contributed by accessible train station and high residential density. In contrast, age-friendliness of outer ring LGAs are mainly contributed by accessible green space and community space. This shows that LGAs at different geographical location will perform better in different built environment elements that contribute to their age-friendliness, but weaker in other elements which may hinder their age-friendliness. The results may suggest that each LGA needs to target the elements they perform more weakly in to improve their overall age-friendliness. In conclusion, the indicator provides useful information for regional and local planning. It is recommended that region and local plans could use the indicator to identify weaknesses in built environment for each LGA and implement relevant measures and strategies for improvement in order to create age-friendly communities across Greater Sydney.

Hornsby Ku-ring-gai

Northern Beaches

Parramatta Ryde

Willoughby Lane Cove Hunters Hill

North Sydney

Mosman

Canada Bay

Inner West

Central Coast (NSW)

Woollahra

Strathfield Burwood

Sydney

Hawkesbury

Waverley

Randwick

Canterbury-Bankstown 3 6

Bayside (NSW)

Georges River

The Hills Shire

Hornsby

Northern Beaches

Blue Mountains Blacktown Penrith

Standard Score (z)

Parramatta Cumberland

-1.06 - -0.84

Fairfield

-0.83 - -0.47

Canterbury -Bankstown

Liverpool

-0.46 - -0.06

Georges River

Camden

-0.05 - 0.62 Sutherland Shire

Campbelltown (NSW)

Wollondilly

Accessibility of Community Space Index

0.63 - 2.99 Local Government Area Greater Sydney Boundary

0 10 20

New South Wales Boundary

Source: Australian Bureau of Statistics, NSW Point of Interest Web Service

Hornsby Ku-ring-gai

Northern Beaches

Parramatta Ryde

Willoughby Lane Cove Hunters Hill

North Sydney

Mosman

Canada Bay Strathfield

Inner West

Central Coast (NSW)

Woollahra

Burwood

Sydney

Hawkesbury

Waverley

Randwick

Canterbury-Bankstown 3 6

Bayside (NSW)

Georges River

The Hills Shire

Hornsby

Northern Beaches

Blue Mountains Blacktown

Standard Score (z)

Penrith Parramatta

-0.93 - -0.75

Cumberland Fairfield Liverpool

-0.74 - -0.56 CanterburyBankstown Georges River

-0.55 - -0.19 -0.18 - 0.64

Camden

Wollondilly

Accessibility of Green Space Index

Campbelltown (NSW)

Sutherland Shire

0.65 - 3.00 Local Government Area Greater Sydney Boundary

0 10 20

New South Wales Boundary Source: Australian Bureau of Statistics, OpenStreetMap

Hornsby Ku-ring-gai

Northern Beaches

Parramatta Ryde

Willoughby Lane Cove Hunters Hill

North Sydney

Mosman

Canada Bay

Inner West

Central Coast (NSW)

Woollahra

Strathfield Burwood

Sydney

Hawkesbury

Waverley

Randwick

Canterbury-Bankstown 3 6

Bayside (NSW)

Georges River

The Hills Shire

Hornsby

Northern Beaches

Blue Mountains Blacktown Penrith

Standard Score (z)

Parramatta

Cumberland

-1.28 - -0.88

Fairfield

-0.87 - -0.51

Canterbury -Bankstown

Liverpool

-0.50 - 0.23

Georges River

Camden

0.24 - 0.79 Sutherland Shire

Campbelltown (NSW)

Wollondilly

Accessibility of Healthcare Services Index

0.80 - 3.69 Local Government Area Greater Sydney Boundary

0 10 20

New South Wales Boundary

Source: Australian Bureau of Statistics, NSW Point of Interest Web Service

Hornsby Ku-ring-gai

Northern Beaches

Parramatta Ryde

Willoughby Lane Cove Hunters Hill

North Sydney

Mosman

Canada Bay Strathfield

Inner West

Central Coast (NSW)

Woollahra

Burwood

Sydney

Hawkesbury

Waverley

Randwick

Canterbury-Bankstown 3 6

Bayside (NSW)

The Hills Shire

Hornsby

Northern Beaches

Blue Mountains

Standard Score (z)

Blacktown Penrith Parramatta

-0.70 - -0.65

Cumberland

-0.64 - -0.41

Fairfield Liverpool

-0.40 - -0.13

Canterbury -Bankstown Georges River

Camden

Wollondilly

Campbelltown (NSW)

Accessibility of Public Transportation Index

Sutherland Shire

-0.12 - 0.40 0.41 - 4.63 Local Government Area Greater Sydney Boundary

0 10 20

New South Wales Boundary Source: Australian Bureau of Statistics, NSW Point of Interest Web Service

Amruta Namjoshi Understanding the Impact of High-Density Urban Forms on Urban Heat Island Effect: A study of Marsden Park, Zetland Avenue, and Parramatta Square in Sydney.

Supervisor Vibha Bhattarai Upadhyay

71 The population of urban areas is growing at a rapid rate all over the world. Increasing urban population is exerting pressure on housing, employment, energy generation and infrastructure. These pressures drive the spatial and physical changes in urban fabric leading to either urban sprawl or high-density built forms. The built environment hinders the natural heating and cooling cycles by trapping the heat during the day and releasing it back to the atmosphere at night. This creates islands of heat that are significantly warmer than the surroundings, known as Urban Heat Island Effect1. The primary source of UHIE is the physical built form and materials that obstruct the natural cooling processes. The secondary source is the heat generated by human processes such as industrial activities and emission from cars2. Thus, cities are both the cause and hotspots of UHIE. This report delves into repercussions of the evergrowing cities and their impact on Urban Heat Island Effect. The key impact of UHIE is on the health and wellbeing of the community. Heat related risk exacerbates vulnerability of elders, young children and others with existing health conditions. Extreme weather events worsen UHIE, making extreme heat the primary cause of climate-related deaths in NSW3. Even in less severe conditions, UHIE affects the physical and mental wellbeing of the community by limiting outdoor activities4. The severe impact of UHIE necessitates ‘heat resilience’ to be considered at all stages of urban planning, design and development. Addressing UHIE is particularly important in the context of Greater Sydney region. Future population growth is anticipated to occur in Western Sydney which is a natural heat sink, and experiences increasing number of hot days each year3. This will worsen the impact of UHIE. In the context of compact and high-density developments and concerns around extreme heat, the research aims to: Understand the impact of recently developed high-density urban forms on Urban Heat Island Effect using three sites in Sydney as case studies. The selected sites are Marsden Park, Zetland Avenue and Parramatta Square which represent low-rise, mid-rise and high-rise developments in high density settings, respectively. The primary research aim will be informed by the following research objectives: • What is the relationship between the spatial and physical characteristics of urban form and UHIE? • Which planning strategies have been instrumental in shaping these urban forms and how do they impact UHIE?

While the first objective corresponds to ‘highdensity urban forms’, the second objective corresponds to understanding the planning approach adopted in the ‘recent developments’ and identifying if and how it affects UHIE. The intent of this study was not to compare the sites with each other but to assess each site individually. A theoretical framework was developed through literature review that was used as an assessment framework for the study areas. The built form, planning and development was studied for all three sites. The assessment revealed that the built form in Marsden Park intensified UHIE significantly, whereas the built form in Zetland Avenue implemented several elements that helped mitigate UHIE. The results and findings were mostly consistent with the broader research in the field of urban planning and UHIE. • • • • •

•

Vegetation and tree canopy cover is the most effective cooling strategy. Lighter colours, high albedo surfaces and permeability of materials can help mitigate UHIE. High-rise built forms could not be clearly linked with exacerbation of UHIE. Land use and zoning play a decisive role in provision of green infrastructure. Our current planning approach is not consistent or efficient in heat resilience planning and the outcomes rely on the development processes. With implementation of appropriate and efficient cooling strategies, high density urban forms can mitigate UHIE.

Cooler and well-developed areas such as Zetland Avenue must not turn into enclaves for the privileged section of the society. As Sydney becomes increasingly hot and dense, it is vital to adopt UHIE mitigation strategies throughout the metropolitan area. Embedding heat resilience planning in the overall system, collaborative and shared vision between all stakeholders, and implementing sustainability measures in early stages of planning are the most effective and equitable strategies for mitigating UHIE. 1 IPCC, 2023: Climate Change 2023: Synthesis Report. Contribution of Working Groups I, II and III to the Sixth Assessment Report of the Intergovernmental Panel on Climate Change [Core Writing Team, H. Lee and J. Romero (eds.)]. IPCC, Geneva, Switzerland, pp. 35-115, doi: 10.59327/IPCC/AR6-9789291691647 2 Akbari, H., & Kolokotsa, D. (2016). Three decades of urban heat islands and mitigation technologies research. Energy and Buildings, 133, 834–842. https://doi.org/10.1016/j.enbuild.2016.09.067 3 NSW Government. (2022). Urban heat. AdaptNSW. https://www. climatechange.environment.nsw.gov.au/urban-heat 4 Climate Council. (2021, January 27). Untouchable playgrounds: Urban heat and the future of Western Sydney. Climate Council. https://www.climatecouncil.org.au/urban-heat-island-effectwestern-sydney/

Janhavi Sanjiv Dongre Women in Urban Public Spaces

Supervisor Alessia Cibin

73 Public spaces are an integral part of an urban city. They have the potential to highly increase or decrease the living standards of the locality they are in, and hence are important elements to be considered while planning and designing any city. Good public spaces facilitate positive interactions between the residents of the city. They encourage human-nature relationships and help the citizens of the city and the biodiversity co-exist, flourish and thrive together (Figure 1).

• •

design and physical attributes of public spaces affect women’s presence. To study the existing design interventions in place for women’s safety in public spaces in different localities. To develop design recommendations that can be implemented to ensure women safety in urban public spaces.

The report examined the various aspects that make women feel safe or unsafe in an urban space through the study of existing literature. It provided a background on how women and men perceive safety in public spaces differently, while shedding light on the difference on their lived experiences of public spaces. The study showed that women’s perception of safety is largely built on the physical attributes of a public. Once they perceive a public space to be safe, they form place attachments, thus revisiting those places as they make them feel safe and welcome (Figure 2).

Fig.1: What makes a good public space? (Author 2023) Hence creating public spaces that ensure that all residents of the community, irrespective of their gender, age and ethnicity get equal access to the public spaces is vital. However, women and their preferences in public spaces have often been overlooked during urban policy making since historical times. Addressing that men and women experience public spaces differently and that women are more sensitive towards the built environment can largely increase their perceived safety, allowing more women to access public spaces at all times. The research paper aims to contribute to increasing the use of public spaces by women through an elaborate understanding of the relationship between the physical attributes of urban public spaces and their related perceived safety. The consideration of how these physical attributes affect women’s perception of safer public spaces will streamline the urban planning and designing of these spaces. The primary research question of the report is: “Can designing public spaces a certain way affect women’s safety within the spaces?” The following research objectives have been established in order to answer the research question: • To investigate how urban public spaces affect the presence of women and their safety within the space. • To examine the extent to which the quality,

Fig.2: Relationship between Public Spaces & User Emotions (Author 2023) The report investigated three main theories to understand the deeper layers of women, public spaces, perception of safety and crime (Figure 3).

Fig.3: Overview of the Theories (Source: Author 2023) Through the study of literature and the abovementioned theories, the report provided an analytical criterion (Figure 4) to evaluate the chosen case studies located in Copenhagen (Figure 5) and Umea (Figure 6).

Fig.4: Analytical criteria to investigate the case studies (Source: Author 2023) The evaluation of the case studies against the key factors mentioned in the analytical criteria uncovered important inferences. These were used as a basis to formulate design interventions that can be used for future urban planning and design. The findings of the report successfully addressed the overarching research question: “Can designing public spaces a certain way affect women’s safety within the spaces?” They suggested that women are more sensitive towards the physical attributes of a public space, and various design interventions can increase their perceived safety within the space. Factors like improved lighting, well-defined spaces with no dark corners and seating spaces in the public space can largely encourage them to visit those places time and again. Governments and policy makers must take into consideration all these factors, while also actively consulting with women residing in the community and prioritising their requests and preferences while designing public spaces.

While the report achieved the research objectives, it has its limitations. Perceptions of safety are highly subjective, and may vary largely from one individual to another. Hence, this is a highly debated subject matter, with complex layers that need deep understanding, and further research and attention. Additionally, these perceptions may also differ depending on the location of public spaces. The chosen case studies are two successful precedents; however, they represent only a small sample of urban public spaces worldwide which can differ greatly across regions due to factors such as local culture, social norms, urban planning strategies, law enforcement practices, safety measures, design elements, users and many more. Opposite page, top. Fig.5: Superkilen, Copenhagen (Archdaily n.d.) Opposite page, bottom. Fig.6: Frizon in Umea, Sweden (Source: Make Space for Girls n.d.) Cover image source: Make Space for Girls n.d.

Land Use and Infrastructure Planning

Land Use and Infrastructure Futures at Bays West Sophia Maalsen Lecturer Catherine Gilbert Tutors: Sophia Maalsen Catherine Gilbert Andrew MacKenzie Unit critics and contributors: Gunika Singh, Inner West Council Gill Dawson, Inner West Council Di Griffiths, Studio GL Estelle Grech, Committee for Sydney Rebecca Clements, ADP Simon Marvin, ADP Ed Blakely, Hoyne Tom Payne, Hoyne Laura Goh, ADP Andrew MacKenzie, ADP Jess Herder, ADP Andrew Makin Jessica Noyes, Movement and Place NSW

This unit is concerned with land use and infrastructure and where that intersection occurs and how it influences the shifting urban form through planning processes. The unit emphasises conceptual knowledge, with examples and case studies to demonstrate the application of land use concepts and infrastructure planning in best practice. Students are encouraged to think independently, creatively and critically in developing an understanding of, and practical knowledge about all different types of infrastructure operating at different scales: national/ state/metropolitan/district/local/site.

Image source: Bays West Place Strategy

Dylan McCracken Innovation Precincts and the Bays West White Bay Power Station Sub Precinct

Supervisor Catherine Gilbert

Sub-precincts within the Bays West Precinct

Introduction and History of Innovation Precincts Emerging in the late 1990s, Innovation Precincts foster collaboration among worldclass institutions, facilitating re-urbanisation of companies and institutions, leading to clusters relocating to urban centers with enhanced amenities and services (NSW Innovation and Productivity Council, 2018). Initially akin to Silicon Valley, these precincts primarily housed technology and computing companies, gradually gaining prominence and evolving over the past 25 years, often attracted by industrial areas with improving amenities or governmental support (Katz and Wagner, 2014). Fuelled by economic factors and a robust innovation economy, these precincts have continued to drive effective collaboration and corporate development, capitalizing on the rise of knowledge-based urban development and the shift from traditional industrial to abstract commodity production (Yigitcanlar, 2018). Scholarly Discussion of Innovation Precincts Various types of innovation districts exist within economically successful cities, as outlined in the Brookings Institution’s report by Katz & Wagner (2014). These include Anchor Plus, Reimagined Urban Areas and Urbanised Science Parks, each fostering a culture of risk-taking through economic, physical, and networking assets. To ensure the success of these districts, factors such as culture, infrastructure and amenity must

be carefully considered and integrated (NSW Innovation and Productivity Council, 2018). While global case studies provide valuable insights, Blakely & Hu (2019) emphasise the need for Australian innovation districts to adapt to local environments, with particular focus on regional centres like Canberra-Queanbeyan, known for their concentration of knowledge producers (Blakely & Hu, 2019). Effective governance, as supported by the Department of Industry, Science and Resources’ Statement of Principles for Innovation Precincts (2019), is crucial for creating a vibrant ecosystem and ensuring liveable spaces with affordable housing (NSW Innovation and Productivity Council, 2022). The incorporation of diverse and affordable housing is key to maintaining a balanced ecosystem with high amenity and fostering a sense of community within innovation precincts (Blakely & Hu, 2019; Katz & Wagner, 2014; Bajada et al., 2022). Case Study: Inner West Council’s Bays West Precinct The Bays West Precinct in Sydney’s Inner West is an earmarked development area divided into 10 sub-precincts, including the White Bay Power Station and Metro sub-precinct. The first to be developed in Stage 1, it boasts significant infrastructure opportunities such as heritage buildings and a proposed Metro station. Guided by the Metropolis of Three Cities plan and the Our Place Inner West Plan, the strategic plan focuses on rezoning for job creation and affordable

housing, utilising the heritage power station as a cultural hub, and emphasising 4.16ha of public open space. Additionally, the planned Bays Metro station aims to enhance accessibility to the region, fostering connections to other transport networks. Rooted in the Bays West Connecting to Country framework, the site acknowledges its Indigenous maritime history, integrating the water Songline narrative into its design. Despite the potential and easy and effective implementation into the area and master planning, the White Bay Power Station subprecinct is not earmarked as a possible area for another Innovation District within Sydney. Prior to the current plans, Google considered basing their Sydney offices on the site. However, Google withdrew their proposal due to lack of commitment to transport infrastructure (Visentin, 2017). Additionally, it was revealed Infrastructure NSW rejected 13 development proposals from the private sector containing too many residential dwellings (Kenbrey, 2016), an identified key success factor to successful innovation precincts. The implementation of an Innovation District in the White Bay Power Station Sub-Precinct could create many possibilities for the area. Taking advantage of the area could bring new collaborative opportunities and economic support to small businesses that operate within the Inner West Council area. The lack of an institution in the area that Innovation Districts are traditionally ‘anchored’ to could create a unique and varied district with businesses that are not typically able to take advantage of innovation districts. The included adaptive reuse of the White Bay Power Station would be categorised as a ‘Reimagined Urban Area’ (Katz & Wagner, 2014), and would have as much opportunity for success as one with an anchor institution through effective governance. The application of an Innovation Precinct within this context would also be defined by the local government’s support towards small businesses and start-ups that would need to occupy the space to create a vibrant and collaborative ecosystem within. If an innovation precinct was to be implemented, local council support would need to exist to create the necessary mix of businesses. Developing an Innovation Precinct in the White Bay Power Station Sub-Precinct would not be without its barriers. As with all development, there are associated risks. Innovation precincts can become more desirable places to live, with their surrounding areas experiencing rising

costs of housing, something that may not be solved through the provision of affordable housing - governance needs to be in place to help prevent this occurring. There may also be a lack of public transport connections, with current plans neglecting the development of a ferry link in one of Sydney Harbour’s few deep bays. Connections also lack to other Innovation Districts around Sydney. The largest barrier to the site development as an innovation precinct is the lack of interest by developers in the site. Possibly influenced by Google removing its interest in the site, this lack of interest proves that other development outcomes could have more substance to both the site and its surrounding areas. Informed Opinion There is a solid argument for the White Bay Power Station Sub-Precinct to become a thriving Innovation District located in Sydney’s Inner West. Creating a new innovation district would provide an area that is not connected to established institutions or professions - therefore possibly more inviting to a range of different businesses. Combined with a commitment to affordable housing and efficient public transport, this could create a thriving district within the heart of Sydney. However, there is a possibility this may not be successful, with other uses increasing the quality of the area. Although a Metro Station has been proposed, the NSW Government’s lack of previous commitment to effective and accessible public transport, combined with the rejection of previous proposals due to their inclusion of housing, could indicate that the initial plan for the area could have been commercial based. However the area would have still been unsuitable for this due to the lack of transport. Conclusion Innovation Precincts, essential for fostering collaboration, have gained significance in global cities over the past two decades. These precincts require tailored governance to mitigate negative aspects. The White Bay Power Station Sub-Precinct holds potential for Innovation Precinct status, with a robust anchor institution and proposed Metro Station, but inadequate government support hinders success. Governance remains the cornerstone of Innovation Precinct viability.

Kuo Cui Yihan Zhou Lizhu Pan Kenny Fu Jiaqi Li

Supervisor Catherine Gilbert

Implementing Smart Mobility at Bays West

Bays West is strategically located 5km to Sydney Central Business District. Such a prime location has piqued the interest of companies such as Google, into a constructive discussion with the New South Wales (NSW) Government which shares the vision of transforming the Bays West into a hub for technology and innovation in regard to the establishment of its new headquarters in this prime Sydney Bay area. However, in 2017, Google withdrew from the project due to the absence of a public transportation upgrade plan and poor connectivity with the broader Metropolitan. The Bays West Place Strategy published in 2021 has revealed the NSW Government’s commitment to shape Bays West as a central anchor at the northern end of Tech Central and the southern end of the Innovation Corridor. This Strategic Plan is committed to create new 25,000 innovationbased job opportunities, with a range of guiding policies designed to attract globally competitive

81 professionals into Bays West and meanwhile continue to attract and support the growth of start-ups, scale-ups and innovation technology enterprises. The implementation of a robust smart mobility infrastructure emerges as a compelling solution in enhancing the allure of Bays West for potential collaborators like Google and other tech giants, while actively supporting Bays West’s technological and innovative progress in the upcoming AI-era. In accommodating the technological and innovative precinct’s development orientation and the AI-trend, we drew on the smart infrastructure concept to identify potential infrastructure options for Bays West. We are dedicated to transforming the site into a sustainable and top-tier technology innovation centre with great accessibility. We emphasise Smart Mobility as it integrates the three core principles of sustainability, innovation and liveability from the Bays West Place Strategy and serves as the key to connecting and activating surrounding areas. The opportunities and benefits of smart mobility development are summarised in the figure on the left. Building upon the model of Smart Mobility and the Infrastructure Assessment Framework, we have identified autonomous vehicles and smart roads as the two options that best suit the interests and needs, illustrated in the Bays West Strategic Plan. The two smart mobility infrastructure options will centre around the White Bay Power Station, extending northward to the White Bay International Cruise Terminal, eastward to the headland, and westward to the Rozelle light rail station. Both infrastructure options are designed to achieve various objectives, including the creation of safe environments for both pedestrians and vehicles, facilitating efficient traffic flow, improving accessibility to prominent landmarks, and to promote smart and eco-friendly transportation solutions. Autonomous Vehicles: How: The autonomous vehicle initiative involves installation of smart sensors and establishing stations for autonomous public transport. Effect: Autonomous vehicles will integrate with the road infrastructures in enabling a 24/7 operation which enhance public transport flexibility, mobility and accessibility. Smart Road: How: The smart roads initiative will radically upgrade existing road infrastructure by installing smart sensors in monitoring traffic conditions.

Effect: This transformation will lead to more efficient traffic management, providing up-to-theminute data for optimised routing and ultimately deliver a risk-free environment for pedestrians and vehicles. The combination of the two projects will develop Bays West as a leading demonstration area for a highly integrated smart transportation system. The implementation of autonomous vehicles and smart roads will serve to demonstrate the NSW Government’s effort in strengthening Bays West’s regional connectivity. This endeavour will ultimately aim at attracting technology enterprises and professionals in boosting the economic vitality of Bays West. The feasibility of the two projects has been thoroughly assessed, with phased implementation expected from 2023 and beyond 2040. Project management will involve five key plans: time management, risk management, stakeholder registry, change management and strategic planning to ensure smooth progress and adaptability to changes. In terms of financing, we have considered three main schemes: state government budget allocation, government investment grants and public-private partnerships (PPP). The public sector, led by the state government, will be responsible for building the infrastructure for data collection and strategic planning, while the private sector will provide technical support and data analysis to support the infrastructure. To address potential risks such as private sector withdrawal, construction delays and budget overruns, we are proposing a PPP collaboration acquire through a thorough public tenders, phased development, and strict cost management according to the plan. Additionally, potential income and revenue sources for the project could encompass service fees, infrastructure fines, future development contributions and cost subsidies from tax revenues of large technology enterprises. Through this approach, we are expecting to complete the construction of smart roads from the cruise terminal to the north of the Metro station by 2030. In the long run, an integrated smart road traffic management and autonomous vehicle will be employed in Bays West which will potentially becoming a new hallmark for both Bays West and the wider Sydney region.

Planning Principles, Systems and Practice

Comparative review of planning systems and lessons for NSW Catherine Gilbert

This unit introduces the principles for contemporary planning practice; the systems for land use planning and environmental management in Australia; and the practice of statutory planning and development assessment in NSW. It covers the key legal and institutional processes for environmental planning and builds familiarity with the various state and local planning instruments in NSW and their application to planning proposals. In preparing for professional practice, the unit also develops student’s understanding of the principles, techniques and requirements for public participation in environmental planning and assessment, and the ethical responsibilities of planners, including respect for diversity and the importance of social equity, in guiding decision-making processes and assessing proposals. Assignment one is a comparative review wherein students are asked to examine the wider planning system and local plan for a local government area in NSW and a jurisdiction elsewhere in Australia or internationally. After comparing the roles different levels of government play in planning, the source of legal power for the planning system, and comparing local planning instruments and approaches to development control, students are asked to focus their comparison on a chosen theme. Themes included, for example, the extent of vertical integration between higher level and local plans; the accessibility of the system to non-planners; and the management of specific issues such as flooding, or landscape and biodiversity protection. In conclusion, students are asked to identify learnings and make recommendations for the planning system in NSW. Extracts from student’s thematic analyses follow.

Inner West Local Environmental Plan 2022 Land Zoning Map - Sheet LZN_005 Zone Neighbourhood Centre Local Centre Mixed Use Business Development Enterprise Corridor Business Park General Industrial Light Industrial General Residential Low Density Residential Medium Density Residential High Density Residential Public Recreation Private Recreation Special Activities Infrastructure Natural Waterways Recreational Waterways Deferred Matter Callan Park State Environmental Planning Policy (Precincts – Eastern Harbour City) 2021 Cadastre Cadastre 14/04/2022 © Spatial Services

N Metres Projection GDA 1994 MGA Zone 56

Map identification number:

Scale: 1:10,000 @ A3

4170_COM_LZN_005_010_20220414

Image source: Inner West Local Environmental Plan

Emma Washington

Comparing landscape provisions in Sutherland Shire NSW and Redland City QLD

This comparative study analysed the state planning systems and detailed provisions for development control between Sutherland Shire Council in NSW and Redlands City Council in Queensland, focusing on landscape conservation and management. The review demonstrates the similarities in development pressures and issues facing both coastal areas, and that despite the differences in structure and detail of their respective planning instruments, the requirements for development control are comparable. Comparative analysis (extract) The overarching planning Acts for both states speak to similar themes (economic, social, environmental). However, the QLD Planning Act (Planning Act) uses language that is far more descriptive, targeted and specific. Interestingly, although the objects of the Environmental Planning and Assessment Act 1979 (EPA Act) (NSW) refer to ecologically sustainable development, the purpose of the Planning Act specifically refers to the ‘potential adverse impacts of development on climate change’ (s 3(2) (c)(iv)), as well as using the word ‘resilient’ (s 3(2) (c)(i)). Although many similar topics are covered by both suites of planning instruments, the structure, language and detail of landscape controls varies between the two areas. The performance criteria of the Redlands City Plan (RCP) enables flexibility of interpretation, affording developers the freedom to achieve required outcomes in an individually appropriate way. However, these individual approaches could make applications harder to assess. The provisions for Sutherland, particularly in the Sutherland Shire Development Control Plan (SSDCP), are specific in intent and detail, affording less room for interpretation. This could simplify development assessment, but may frustrate landowners seeking a more individual approach to achieving the objectives. This may be counterbalanced by the EPA Act s 4.15(3A) (b) that requires the provisions of a DCP to be applied flexibly. While the aspects of landscape covered in both sets of development controls are similar, there is one noticeable difference: the RCP does not require tree retention beyond trees for koala habitat, and moves straight to detailed provisions

for tree planting/replacement, whereas tree retention is required as a first principle in SSDCP Ch 39 s 4. Overall, both sets of instruments thoroughly detail the landscape of their respective LGAs, in terms of what exists, what is valued, and how landscape must be conserved, enhanced and incorporated into proposed developments. However, the level of detail and enforceability contrasts between the performance criteria of the RCP and the detailed controls of the SSDCP, and the noteworthy lack of tree retention controls in the RCP. Conclusions It is apparent that both planning systems could benefit from considering aspects of the other. The following recommendations for local planning in NSW result from the comparisons in this report: 1.

Review the standard planning instruments to update the language and include provisions that speak directly to climate change, and the need to urgently arrest loss of canopy, deep soil and biodiversity. Introduce the words ‘climate change’ where relevant, as well as current concepts such as environmental resilience. Review both LEPs and DCPs to ensure that environmental aspirations are set to ‘maintain and improve’ rather than mitigate, reduce, offset and so on. Ensure tree retention, canopy cover and landscape area controls are strengthened, prioritising them as principal development standards within the standard LEP and placing them on equal footing with controls for built form.

In conclusion, this comparative analysis demonstrates that local government areas facing similar planning challenges could benefit from establishing a dialogue to facilitate interstate knowledge sharing, particularly as the environmental and development pressures increase on coastal areas along the eastern seaboard of Australia.

Kate Tomlinson

Comparison of ESD focus within local planning frameworks of NSW and California

Introduction Commitment to sustainability can be realised through planning systems which prioritise and seek to integrate Environmentally Sustainable Development/Design (ESD) within the overarching legislation and controls. This report focused on two local government areas: Penrith City within the Australian context, and The City of Orinda, California in order to evaluate the degree to which sustainability measures are effectively incorporated into their respective planning frameworks.

Orinda General Plan to mitigate the impact of built environment on ecological systems.

Similarities and differences in the integration of ESD:

While The City of Orinda does not currently have a specific strategic plan focusing on reduction of greenhouse gas emissions or ESD development controls, it is subject to the Orinda Municipal Code which adopts the California Green Building Standards Code.

Penrith City The Penrith Local Environmental Plan 2010 Part 7.4 Sustainable development gives legislative weight to the inclusion of sustainability principles within the local planning framework. Specific considerations under Part 7.4 are “conserving energy and reducing carbon dioxide emissions, water conservation and reuse, reduction of vehicle dependence” (PLEP2010 part 7.4 (a)(g) (i)). The priority given to considering ESD within the PLEP2010 is supported by Part B1.1.2 of the Penrith DCP, “Council is able to encourage the inclusion of sustainable design principles and land management practices in future development.” The following additional DCP requirements support the incorporation of ESD: • •

Specific objectives and controls for waste management, including a waste management plan for all new developments. The submission of a Statement of Environmental Effects to outline the development’s ability to meet sustainability targets and protect the environment.

In addition to this, biodiversity is protected under the SEPP (Biodiversity and Conservation) which is supported at a local strategic level by The Penrith Green Grid Strategy and The Penrith Local Strategic Planning Statement which are vertically integrated with the Sydney Green Grid Strategy. Local planning priorities to support biodiversity include ‘planning priority 16: Protect and Enhance Our High Value Environment Lands’ (PLSPS). City of Orinda The City of Orinda planning system primarily uses land use classifications adopted under The

Further to this, resources and biodiversity are protected via land use guiding policies that limit the density of land serving as a buffer between open space adjoining sensitive wetlands, and the developed areas of the City (Orinda General Plan p4). These strategies are supported in development assessment via the Residential Development Guide.

It also comes under The California Environmental Quality Act (CEQA) which contains guidelines specific to greenhouse gas emissions. Under the act, a development’s overall climate change impact must be considered both qualitatively and quantitatively, rather than simply measuring the quantity of emissions compared to state or global standards (opr.ca.gov). Recommendations for NSW In the case of Penrith City Council, the greatest challenge to sustainable development is the prevailing urban form which leads to an intensely car dependent community. A reliable, integrated, and affordable public transport network therefore should be considered as an infrastructure priority. In conjunction with localised active transport networks and higher density transport-oriented development this could reduce car dependency and result in positive sustainability outcomes. Across NSW, local governments should update specific development controls which quantify ESD targets to decrease required parking rates and promote higher density urban form, in order to shift prevailing car dependency habits. Strategic plans should address long and short term how important biodiversity land will be retained, while also meeting high growth demands for housing. A shift in the urban form from Greenfield development to Infill development in established areas should be considered.

Public Program

Lectures and Events 17 February Student Architecture Exhibition Australian Institute of Architects

19 April CIRCA Lecture Series: Camps, Cottages and Homes Timothy O’Rourke

15 March Human-Centered Co-Creative AI: From Inspirational to Responsible AI Mary Lou Maher

26 April CIRCA Lecture Series: Ecologically Camping, Eating, Drinking Wine Lee Stickells

16 March Architecture Amplified 04: Where to next? Kate Goodwin, Olivia Hyde, Qianyi Lim

26 April A Huge House II Lecture Series: Zero Lingual Studio Taewon Park

22 March CIRCA Lecture Series: Italian Imprints on Twentieth Century Architecture Andrew Leach, Denise Constanzo 4 April Your Mind on Design John Gero 4 April Raising the Bar: Feel, hear and smell architecture before it’s built Anastasia Globa 4 April Raising the Bar: Making buildings that are good for the earth Arianna Brambilla 4 April CIRCA Lecture Series: The Architecture of Social Reform Isabel Rousset

27 April Housing System Change: An International Perspective Mark Stephens 27 April Tapestry: Exhibition launch Justine Anderson, Tara Sydney and Caitlin Condon (Adjacency Studio), Hobart Women’s Shelter 2 May CIRCA Lecture Series: Financialised Space Maren Koehler, Jasper Ludewig 10 May CIRCA Lecture Series: Architecture after Deleuze and Guattari Chris L Smith 15 May A Huge House II Lecture Series: Carmody Groarke Kevin Carmody

18 April Forever Printing Julia Koerner

16 May On the frontier of partystate capitalism: Hong Kong, Guangdong & the making of the Greater Bay Area Jamie Peck

18 April A Huge House II Lecture Series: BAUKUNST Adrien Verschuere

24 May CIRCA Lecture Series: Values in Cities James Lesh

19 April A Huge House II Lecture Series: H Arquitectes Roger Tudó Galí

25 May Big Urban Data and Remote Sensing Applications Arnab Jana, Eswar Rajasekaran

24 July Bulmba Build Uncle Bumi Hyde (Yidinji), Steven Kynuna (Yidinji, Wunumara), Michael Mossman 24 July Unfolding Inventory Marcelo Faiden 26 July Rothwell Chair Public Lecture: Free Space Anne Lacaton, Jean Philippe Vassal 28 July Rothwell Research Seminar: How we research architecture Hannes Frykholm, Michael Zanardo, Callantha Brigham 28 July In Conversation: Is Architectural Photography an Art? Philippe Ruault 25 August Outdoor Comfort as a Commodity: Enhancing our Adaptive Capacity and Thermal Resilience in the Urban Environment Marialena Nikolopoulou 29 August Future Storage: Architectures to Host the Metaverse Marina Otero Verzier 8 September Metaverse and the Future of Virtuality Affective Interactions Lab 12 September Festival of Urbanism (Hobart): Contested Megaprojects – Who gets to decide? A Case Study of Macquarie Point, Hobart Helen Burnet, Debra Berkhout, Mike Harris, Jason Byrne, Peter Phibbs

13 September Festival of Urbanism (Melbourne): Re-City: Knowing and Reimagining Melbourne from the Ground Up Louise Wright, Catherine Murphy, Thomas Heath 13 September CIRCA Lecture Series II: The Colour of Innovation: German Architecture in the 1920s Deborah Barnstone 14 September Festival of Urbanism (Melbourne): Retrofit Strategies: Rethinking 20th Century Homes for 21st Century Living Nigel Bertram, Maryam Gusheh, Olivia Hyde, Tom Morgan, Catherine Murphy 14 September Festival of Urbanism (Perth): The Devil in the Retail: The Contest Between CBD, Shopping Centre and Online Retail Spaces Michelle Reynolds, Paula Rogers, Kim Macdonald, Damian Stone, Louise Grimmer 14 September Accidential Institutions: Doing just enough at the Cutaway, Barangaroo Andrew Burges 18-20 September Responsible Design Thinking Symposium 18 September Festival of Urbanism: Wicked Assumptions: How Planning Premises from the Past Shape the Cities of Tomorrow Rob Stokes 19 September Festival of Urbanism: Contested Platforms: From Airbnb to the Autonomous City Simon Marvin, Luke Hespanhol, Cecille Weldon, Sophia Maalsen

19 September Festival of Urbanism: Contested Environments: Biodiversity Conservation or License to Destroy? Rachel Walmsley, Rowena Welsh-Jarrett, Ed Couzens, Rosemary Lyster 20 September Festival of Urbanism: Contested Streets: Roads, Footpaths and Curbs Tegan Mitchell, Rebecca Clements, Benjamin Carr, Jennifer Kent 20 September Festival of Urbanism: Contested Housing: The Great YIMBY vs NIMBY Debate Eamon Waterford, Luke Cass, Max Holleran, Melissa Neighbour, Nicole Gurran 21 September Festival of Urbanism: Contested Country: From the Frontier Wars to Contemporary Heritage Conservation, Protest and Settler Memorials Bronwyn Carlson, Stephen Gapps, Seth Dias, Michael Mossman 21 September Festival of Urbanism: Saving Sydney – Skyscraper/ Fryscraper Elizabeth Farrelly, Fiona Foo, Cathy Sherry, Tim Sneesby, Michael Chapman 21 September Cityness Louise Wright 25 September Festival of Urbanism (Lismore): Contested Futures: Lessons from New Orleans in Disaster Recovery and Planning for Future Climate Resilience Elizabeth Mossop, Dan Etheridge, Ben Roche, Nicole Gurran

Public Program

28 September Festival of Urbanism: From Social Housing to the Missing Middle: How do we Unlock Affordable Supply in NSW? Rose Jackson MLC, Katie Stevenson, Mark Degotardi, Catherine Gilbert, Emma Greenhalgh 4 October Festival of Urbanism (Canberra): Contested Climate: Water Security, Urban Resilience, and Planning for the National Capital and beyond Barbara Norman, Danielle Francis, Jason Alexandra, Danswell Starrs, Maxime Cooper 4 October CIRCA Lecture Series II: The Battle for the City, or Tafuri before Venice Andrew Leach 12 October Constructing Abstraction Pedro Pitarch 19 October Retain, Repair, Reinvest. A strategy for evaluating the refurbishment potential of existing public housing Simon Robinson 20 October The Global Studio: Exhibition launch Institut Teknologi Bandung 3 November Toward A Scientific Framework for Creativity that Resonates with Creators Liane Gabora 7 December Sails, Octopuses, and Telescopic Cranes: Building the Sydney Opera House Paolo Stracchi

Public Program

Tin Sheds Gallery Advisory Committee Jennifer Ferng Kate Goodwin Luke Hespanhol Lian Loke Lee Stickells Michael Tawa Gallery Manager Iakovos Amperidis Installers Julien Bowman Dylan Batty Alex Latham Paul Greedy

Tin Sheds Gallery is a contemporary exhibition space located within the Sydney School of Architecture, Design and Planning at the University of Sydney that has been a site for radical experimentation for over 50 years. It provides a public platform for projects that inspire the imagination and ignite critical dialogue - addressing the diverse forces that shape the built environment locally and internationally. The Tin Sheds officially opened in 1969 as an autonomous art space on City Road within the university grounds, facilitated by artists, academics and students. It spurred a pivotal historical movement in Australian art, nurturing cross-disciplinary experimentation and politically orientated practices for several decades. In 1989 it officially joined the School delivering art workshop classes. In 2004, it relocated to a purpose-built gallery onsite and became operationality integrated with the school. The gallery’s mission is to foster and advance debate about the role of architecture, art, design and urbanism in contemporary society through the production of innovative exhibitions, publications and related activities.

Public Program

Workshop 2023 23 February – 18 March 2023 Exhibition by Caleb Niethe, Sarah Anstee, Kevin Hwang, Carmelo Nastasi

The Tin Sheds sat quiet on City Road in those post-war years, until the Artists came. The Sheds had been used for military experiments during the war, but records of what was found behind their bolted doors are hazy. Over the decades rumours began to spread, rumours, never verified, of some kind of apparatus that could draw… These rumours had long faded to myth, until Students returned to Tin Sheds this year to find in the space… a Drawing Machine. In the wake of this discovery, Workshop 2023 is a return of the gallery to drawing and to process. For a month the Tin Sheds will be a facility for students and the community to work on ideas, to spend time in a space of iteration and experiment.

Image credit: Maja Baska

Public Program

Analogue Images: Recent Works by Rory Gardiner and Maxime Delvaux 30 March – 6 May 2023 Curated by Guillermo FernándezAbascal, Urtzi Grau, Janelle Woo, Benjamin Chadbond and Amanda Williams

Image credit: Hamish McIntosh

An exhibition of images, side-by-side, exploring the reciprocal relationship between architecture and photography today. Analogue Images presents for the first time photographs from Rory Gardiner and Maxime Delvaux side-by-side. Far from innocent, these adjacencies disclose certain nuances in the nature of collaborations and the forms of authorship they produce, the contexts and processes they present, and how they capture everyday life. Each coupling explores the reciprocal relationship between photography and architecture to establish a dialogue on how contemporary images build space.

Public Program

Fossil Fables 18 May – 8 July 2023 Exhibition by the Global Extraction Observatory (GEO) – Eduardo Kairuz and Sam Spurr in collaboration with D'Arcy Newberry-Dupe and Bud Rizk Curated by Kate Goodwin

Fossil Fables is a collection of stories that explore Australia's complex relationship with extraction and coal mining. These stories are told through a series of installations that use the tools of architecture to analyse and communicate the influence of energy production and resource extraction in our society. The exhibition brings the vast energy landscapes of the Hunter Valley into the interior of the urban gallery, making visible the unearthly places that the Anthropocene has terraformed at scales unimaginable to the general populace. Each work in the exhibition situates an aspect of this complex problem in a spatial and affective way, telling stories of scale, violence, and materiality.

Image credit: Maja Baska

Public Program

Lacaton & Vassal: Living in the City 27 July – 23 September 2023 Curated by Anne Lacaton & JeanPhilippe Vassal, Hannes Frykholm & Catherine Lassen Collaborators: Matthew Asimakis, Liat Busqila, Mackenzie Nix, Caitlin Roseby This exhibition was sponsored by the Embassy of France in Australia

Image credit: Philippe Ruault

This exhibition presents three years of teaching and research framed by the inaugural Garry and Susan Rothwell Chair in Architectural Design Leadership co-chairs Anne Lacaton & Jean-Philippe Vassal. Connecting Lacaton & Vassal’s architectural projects, documentary films, research, and studio investigations focused on the Sirius Building and the Waterloo Housing Estate, Lacaton & Vassal: Living in the City illuminates a method based on close attention, transformation rather than demolition, and provision of the highest quality of living space. It foregrounds a critical priority for the Pritzker Prize-winning French architects: Urbanism begins inside each apartment, with quality housing for everyone.

Public Program

Amplify: Story, Resistance, Radio 5 October – 18 November 2023 Curated by Clare Cooper, Dallas Rogers, Rully Zakaria, Preston Peachy, Michael Mossman

Amplify: Story, Resistance, Radio is staging a gallery takeover that is part live ‘Pirate Radio’ performance, part futuring workshop, and part sound exhibition about the importance of amplification and listening in urban politics. Amplify is a living, breathing example of how stories occupy urban space and generate solidarity. It responds to longstanding calls to protect music and creative spaces in our cities, to create more diverse media landscapes and to champion First Nations music and journalism. This takeover invites people to share stories about sound and activism in the city through live radio broadcasts from the gallery and visual conversations covering key moments of amplification of the past, present and future. Show up. Listen up. Get involved.

Image credit: Maja Baska

Sponsors The Sydney School of Architecture, Design and Planning would like to thank the following sponsors for their generosity in making our ADP Graduate Show 2023 possible.

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CONGRATULATIONS to the graduates of the University of Sydney! We look forward to seeing you in the near future as you continue your journey toward registration.

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Published on the occasion of ADP Graduate Show 2023, presented at the Sydney School of Architecture, Design and Planning. ISBN: 978-0-6459939-2-9 Editor Adrian Thai Design Adrian Thai Proofreaders Erin O'Dwyer Penny Hayes This book, ADP Graduate Show 2023, and all works depicted in it are © contributors. All rights reserved. We endeavour to ensure all information contained in this publication is accurate at the time of printing. ADP Graduate Show 2023 would have not been possible without: External Engagement team Adrian Thai Steven Burns Jason Okey Linda Wang Tin Sheds install team Iakovos Amperidis Tye McBride Aidan Goundar Chintan Mistry Sarah Anstee Maddison Johnston Mac Mansfield Benita Laylim Design Modelling and Fabrication (DMaF) team Zoe Skinner Dylan Wozniak-O'Connor Chris Carroll Lee Tang Gracie Guan Sam Choy Prachi Patel Jason Christopher Andy Pinnock Mitch Thomas Luke O’Connor Julian Puentes Farisa Adi Julia Major Lynn Masuda Technical Services Operations team Leslie George Evander-Liam Makani Exhibition infrastructure designed by Sibling Architecture Printed in Sydney, Australia.

Master of Urban Design Master of Urbanism Master of Urban and Regional Planning