ABPL30060 Urban Precinct Studio - Brunswick Transport Oriented Plan by tahanoman

BRUNSWICK TRANSPORT ORIENTED DESIGN

A move towards a healthier city

Acknowledgements ABPL30060 URBAN PRECINCT STUDIO Semester 1, 2019 Prepared By: Taha Noman | 898168 Course Coordinator: Sun Sheng Han Studio Leader: Ha Thai To the Studio Leader: Ha Thaiâ&#x20AC;&#x2122;s immense support, encouragement and hard work will be remembered. Brunswick Precinct Group Members: Catherine Li | 913846 Yihan Shi | 900783 A special thank you to my two very supportive group members who made this report a memorable learning experience. Special Mention: Derrick Lim, Associate Planner, Mesh Planning. A dear friend, for mentoring and guiding me along the way to think and act as a planner.

Brunswick Transit Oriented Design

Purpose The purpose of this report is to act as a strategic tool and guiding framework in the long term vision, design and implementation of Brunswick as a key activity suburb to sustain the future growth. This framework would facilitate in the planning process of Brunswick in terms of Housing, Accessibility, and Public realm to sustain the growth of tomorrow, while preserving the rich cultural heritance of the suburb. This would in time, create a society that is healthy, accessible, while nurturing a healthy economy. Currently, Brunswick has established itself as one of the most active suburbs of the city, yet it faces challenges in terms of detoriating urban character, lack of accessibility, rising unsafety and negligance of the heritage character of the precinct, with car induced traffic clogging the street which creates an unhealthy, unsustainable environment for the inhabitants. Thus, this structure plan will aim to build on the strengths of the suburb to undermine the challanges and facilitate Brunswick in becoming a more sustainable suburb through transport oriented design methods that will create a more liveable, healthier Brunswick.

Brunswick Transit Oriented Design

TA B L E O F C O N T E N T S

Brunswick Transit Oriented Design

06 08

Planning History Planning for the Future

Rezoning and Built Form Public Transport Bicycle

Social and Public Realm

Green Spaces Land Use and Active Frontage

Strategic Context

Design and Construction

Metropolitan and Local Context Study Area Housing and Developments Zones and Overlays Built form

Bus Connectivity Isodistance Mapping Bicycle and Vehicular Movement Pedestrian and streetscape analysis

Housing and Developments

Movements and Accessibility

Site Analysis

Movements and Accessibility

Strategic Directions

Characters of the Precinct Focus Area: Transport Oriented Development Focus Area: Play Focus Area: Live

Implementation

References

Social and Public Realm

Implementation Schedule Key Terms

Green Spaces Amenities and Religion

Issues and Oppurtunities Overview Movements and Accessibility Housing and Developments Social and Public Realm

Reference List

Brunswick Transit Oriented Design

History Brunswick is known for its rich history and heritage. According to 2019 City of Moreland planning scheme, the ordinance on heritage overlay indicates there are more than 300 listed significant heritage buildings in Brunswick (VHD, 2019), where the construction date of the oldest ones can be dated back to earlier than 1849. The coverage of those heritage places across a wide range including but not limited to residential buildings, manufacturing factories, buildings of commercial or religion purpose and common areas. These buildings have local historical, architectural, social, and aesthetic significance to the City of Moreland. The historical map of greater Melbourne shows brunswick with Historical significance emerging as a residential suburb to act as an escape from city living. Melbourne CBD. However, it was also largely dominated y industrial spaces provided for opprutunities to work, where the local business acted as a stepping stone for modern development. Building towards the future would require planners to act in accordance with the great historical and cultural significance the precinct has. to create a community that preserves the past while building for a future.

Brunswick Transit Oriented Design

PLANNING PROCESS

01 Site Analysis

02 Issues & Oppurtunities

03 Planning & Design

04 Implementation

Brunswick Transit Oriented Design

SITE ANALY SIS

Brunswick Transit Oriented Design

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Site Analysis 01 Context 1.1 Metropolitan Context 1.2 Local Context 1.3 Community Profile

02 Housing and Developments 2.1 Zones 2.2 Overlays 2.3 Built Form

03 Movements and Accessibility 3.1 Transport Context 3.2 Bus Connectivity 3.3 Isodistance Mapping 3.4 Bicycle Movement 3.5 Vehicular Movement 3.6 Pedestrian Street Quality

04 Social And Public Realm 4.1 Green Spaces 4.2 Amenities 4.3 Religions 4.4 Land Uses

Brunswick Transit Oriented Design

1.Strategic Context 1.1 Metropolitan Context The city of Moreland is located in the northern inner region of metropolitan Melbourne located 4 km from Central Melbourne and 19 km from Melbourne Airport.

Whittlesea

The city of Moreland houses over 160,000 people within 51Â˛ kilometers. With 30% of its residents born overseas (ABS 2016), Moreland is a cultural melting pot. The city has a median age of 34 which is younger than the overall Australian average of 38.

Hume Nilumbick Yarra Ranges Melton

City of Moreland

The study area is adjacent to the city of Melbourne and within a 4 km proximity of the Melbourne CBD making it a housing alternate to CBD living. City of Melbourne

Wyndham

Inner LGAs

Outer LGAs

Tullamarine Airport

Cardinia

City of Moreland

Mornington

City of Melbourne of Moreland InnerCity LGAS City of Melbourne

Outter LGAs

Outer LGAs Inner LGAs

Melbourne Airport

Map 1: Metropolitan Context

Brunswick Transit Oriented Design

12.5

100

1.2 Local Context

Brunswick Located 4 km away from CBD at the southern boundary of City of Moreland, the precinct is adjacent to the City of Melbourne, Brunswick east and Brunswick west. It has an extensive transport network that connects the precinct to the CBD while a weaker east to west connection to adjacent LGAs.

Coburg

City of Monee Valley

Brunswick West

Brunswick

Precinct boundary

Brunswick East

Carlton North

Parkville

4 km

Map 3: Precinct Map

Precinct Area

Brunswick South precinct is bounded by Albion Street to the north and Brunswick road to the south with a total area of 3.3 KmÂ˛

Melbourne CBD

Map 2: Local Context

Brunswick

Brunswick Transit Oriented Design

Barkly Square

Brunswick Transit Oriented Design

Study Area Brunswick Precinct

ALBION ST

The Brunswick Precinct provides a diverse range of land uses ranging from low intensity residential to commercial spaces as well as industrial spaces that are well served by public transport. Within the precinct, Sydney road act as a key corridor to north to south connection, while Dawson Street as the main road corridor connecting the precinct to the east and the west.

VICTORIA

Along Sydney road, various small-scale retail facilities and shopping outlets form a street-based retail space which serves as the center point of commercial activity within the precinct. This translates to high road traffic along Sydney road where trams, cars, on-street parking and cycles share the 15 meter wide road. The precinct acts as the epitome of a growing sustainable active and public transport user community that reflects the environmentally sustainable norms shared by the younger community profile of the precinct.

DAWSON

BRUNSW

SYDNEY RD

Barkly Square is the main activity center within the site attracts users of both active and public transport, as well as private car users. As the only dominant commercial activity hub inside precinct it acts as the center of loitering, meeting and assembly space for local and the wider communities. The strategic location is served by tram routes along Sydney Road, as well as the Upfield train line.

ICK RD

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Map 4: Study Area

Brunswick Transit Oriented Design

1.3 Communities Demographic Analysis

250,000

The population forecast suggests that Brunswickâ&#x20AC;&#x2122;s local population will grow from about 25,900 (2016) to approximately 37,400 in 2036 (id, 2016). Influenced by its ideal location for students and workers, people aged from 20 to 39 make up majority of the community profile. The median age of the precinct is 34 (profile, 2018), which is younger than the Australiansâ&#x20AC;&#x2122; 37 to 38 (ABS, 2016). The dominant resident profile of Brunswick consists of relatively younger residents with a higher literacy rate. The university-level education rate is slightly higher than the Australian average. The population density is comparably higher than Metropolitan Melbourne. Based on the age distribution chart, Brunswick shows an uneven age distribution concentrated towards the younger age groups. Where there was a strong push shown towards the ages of 20 to 35.

200,000

150,000

Moreland

100,000

50,000

2016

Population Forecast

2021

Brunswick 2026

2031

Population Growth (2019 - 2036) 28.3% Median Age 33 Household Size 2.2 Persons Lone Couples 51.4% 2011

2016

Age Structure Distribution Demographics

Brunswick Transit Oriented Design

2036

Socioeconomic Analysis Brunswick north shows an overall healthy economy status. It has a relatively higher property price compared to other suburbs, but the housing market sees a steady increase despite the housing market downturn in the Greater Melbourne area (Realestate, 2019). The unemployment rate is 5.9% lower than the Australian average of 6.9% (ABS, 2016). The dwelling type change linked to the population growth results in high density buildings established to fit local community needs for housing as more people are willing to live in high-density residential areas. In comparison to other suburbs, the local employment rate is lower due to the majority of the residents finding work in Melbourne CBD and other neighborhoods (City of Moreland, 2016). Based on ABS data, Brunswick also has a higher university enrollment rate which is related to its convenient location to RMIT campus within the precinct, and close proximity to Melbourne University and RMIT City. Based on the young vibrant community profile, economic growth fostered higher density uses, and served by an effective public and active transport infrastructure establishes itself as an achievable goal. Dwelling Structure

Unemployment Rate 5.9%

Median Housing Rent 580/pw

University Education 43.2%

Most Advantaged

Disadvantaged

Mid Tier Advantaged

Property Price Trend

SIEFA Map

Brunswick Transit Oriented Design

2. Housing And Developments

Brunswick precinct is made up largely by residential, industrial, and commercial use zones. It should also be highlighted that there is an absence of commercial 2 zone that allows for an intense commercial use with higher height limits. As the demographic profile changes, this will strongly affect the use pattern of activity centers in Brunswick. As raised by Melbourne 2030, localization and adoption of changes need to be addressed in individual suburbs especially as areas go through gentrification and caused by community demographic changes.

ALBION ST

HOPE ST

A ST

SYDNEY RD

VICTORI

DAWSON ST

Mixed Use Zone Commercial Zone 1 Parks and Recreation Public Use Zone Industrial Zone 1 BRUNSW

Industrial Zone 2

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Neighbourhood Residential Zone

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1km

Map 5: Zoning

Percentage of Area by Zoning Type

Residential

Commercial

Industrial

2.1 Zones

Brunswick Transit Oriented Design

14 Parks and Recreation

7 Mix-use

Currently the Neighborhood Residential zone remains the dominant zone type within the precinct. This is eflected in the fine grain character of the precinct. This is followed by commercial and industrial zones. The commercial zones is concentrated along Sydney road in a fine grain character of attached commercial spaces. Whereas the industrial zone along Dawson Street is through a coarse grain character.

2.2 Overlays ALBION ST

HOPE ST

VICTORIA

DAWSON ST

SYDNEY RD

Therefore, an overlay is a cost-effective way to incentivize private capital to build according to the councilâ&#x20AC;&#x2122;s needs. It sets the ground rules and provides vision and stability to the stakeholders to rely and act upon. (Desai, 2013) In Brunswick, the overlay not only protects the building but also encourages alterations and conservation of the existing mass and form while ensuring the new development will not overtake its importance and significance away. (City of Moreland, 2014)

SYDNEY RD

Brunswick has a unique neighborhood character that the City of Moreland would like to protect against the pressures of gentrification. Finding the balance between urban sprawl and maintenance of the heritage by providing more development opportunities within set guidelines. This is illustrated by having the heritage protection along Sydney road to ensure the cohesiveness of the street character and maintaining the Victorian facades. Burra Charter acts as a guiding principle for renovating and maintaining the heritage character of the built environment (ICOMOS, 2013). The design and development overlay maintains that there is a specific design treatment of the the neighborhood in a certain way.

Design and Development Overlay Heritage Overlay Parking Overlay

BRUNSW

ICK RD

0.5

Map 6: Overlays

Percentage of Area by Overlays

52 Design and Development

Heritage

Parking

Brunswick Transit Oriented Design

2.3 Built Form Existing Building Heights

Maximum Building Heights

SYDNEY RD

ALBION ST

HOPE ST

VICTORI

SYDNEY RD

A ST

SYDNEY RD

VICTORIA

DAWSON S

DAWSON ST

1-2 Levels

2 Levels

3-4 Levels

3 Levels

5-6 Levels BRUNSW

BRUNSW

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7+ Levels

0.5

Map 8: Maximum Heights

Residential

0.5

1km

Map 7: Existing Heights

5 Levels

ICK RD

7+ Levels

Attached Residential

Brunswick Transit Oriented Design

Industrial

Attached Commercial

1km

Gross Dwelling Density Current Building Heights

ALBION ST

HOPE ST

Maximum Building Heights

VICTORIA

As proposed by the council indicates that there are pockets of properties that have allow high intensity uses, even some higher than 7 stories high, they are developed to reflect that as seen in the current building heights. With a growing population, with lone household types are increasing and will replace couples with children as the most dominant household by 2036 (Id, 2016), increasing the high intensity land uses is a vital to encourage a walkable suburb.

Gross Dwelling Density

Gross Dwelling Density of an area implies the dwellings divided by the area. This shows the concentration of people living in a defined space. Data from AURIN (2017) was spatially represented using building footprints as the base. Research suggests that a walkable neighborhood that aids the streetscape and public realm to create a walkable neighborhood is higher than 26 dwellings per hectre (Arundel et.al 2017). However as the map suggests, a large area within the precinct does not meet this requirement.

SYDNEY RD

The current built form indicates that the precinct is dominated by low intensity residential semi-detached and detached fine grain built form. There is attached commercial buildings along Sydney road, however they can also be classified as medium intensity due to the low rise built form. Contrastingly, there is larger course grain built form along Dawson Street and predominantly in the mid-western part of the suburb engaged in industrial land uses.

DAWSON ST

> 26 dwellings/ha < 26 dwellings/ha

BRUNSW

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Map 9: Gross Dwelling Density

Brunswick Transit Oriented Design

3. Movements and Accessibility 3.1 Transport Context SYDNEY R D

The dynamics of the population compliment a use of higher sustainable active and public transport methods. The precinct is well-connected through a multi-modal network where adjacent LGAs and the Melbourne CBD is connected through an extensive train, bus, and tram network. . Data suggests although car usage remains the most dominant mode of transport, it sees a decreasing trend where it decreased from 38 percent to 32 percent from 2006 to 2016. Compared to a greater Melbourne approximate average of 60% (ABS, 2016), this showed that private car substitution for public transport is a growing phenomenon.

ALBION ST

HOPE ST

DAWSON

SYDNEY R D

VICTORIA

Bus Line Tram Line BRUNSW

Place of Work

Train Line ICK RD

0.5

1km

Map 10:Transport Context

Outside Moreland: 81% Source: ABS, 2016

Brunswick Transit Oriented Design

Within Moreland/other: 19%

3.2 Bus Connectivity

509

SYDNEY RD

ALBION ST

503

The bus frequencies map highlights that routes 503, 506 and 508 had a frequency of under 20 minutes, and connected the precinct from and to Essendon, Moonee Ponds, and Alphington respectively. A less frequent service from Moonee Ponds of route 504 ran every 30 minutes running along Brunswick road and terminating at Clifton Hill to connect to the Hurstbridge line to providing access north eastern suburbs. Barkly Square has been recognized as a major activity center in the precinct with facilities for shopping, recreation and open spaces, the 509 service runs infrequently with an interval of every 1 hour providing access to activity center. Observations revealed that the bus service is frequently late and overcrowded providing an opportunity for improvement.

HOPE ST

509

VICTORI

A ST

508

DAWSON

509

506

SYDNEY RD

An in-depth analysis of the bus network revealed that the bus connectivity is spread across the precinct. Providing access to residents across train stations and tram stops but also to adjacent suburbs. However, only 1.4% of the Brunswick residents use the bus service to travel to work (ABS, 2016), which is consistent and even lower than the average of City of Moreland.

506

Under 20 Minutes : 506 508 503 30 Minute : 509 BRUNSW

60 Minute : 504

ICK RD

504

0.5

509

1km

Bus Stop

504

Map 11:Bus connectivity

Brunswick Transit Oriented Design

3.3 Isodistance Mapping (Travel Time Map) Train ALBION ST

HOPE ST

Bus The bus network within the suburb is within the catchment of the entire precinct. Dominant catchment is of 200 m whereas only a small proportion is within the 400 m catchment distance as revealed by the map. This emphasizes that the existing network is sufficient to serve the needs of the inhabitants in terms of bus commute, however better infrastructure and facilities should be provided in the future to increase the bus commuters.

VICTORI

A ST

DAWSON

SYDNEY RD

In order to conduct the Isodistance mapping analysis, a comprehensive Geoprosessing remote sensing technique was used to analyze the streets leading up to bus, tram and train stops. The average walking distance speed as assumed at 1.4m (Transafety, 1997). In the industry an acceptable rule of thumb of public transport catchment is 800 m for trains and 400 meters for tram and bus stations (Saghapour, et al., 2016)

Tram The precinct has two major tram lines across the precinct (19 and 58). The catchment analysis revealed that predominantly north western part of the precinct is outside the tram catchment as well as the eastern edges.

200 m / 2 minute walk 400 m / 5 minute walk 600 m / 7.5 minute walk 800 m / 10 minute walk

BRUNSW

Train The precinct has 3 train stations which connect Brunswick from to the north as well as the city to the south. The stations are, Brunswick, Jewell, and Anstey. City of Moreland has level crossing removal projects however they are addressed in the precinct at the moment. The catchment revealed the north western areas being disadvantaged in terms of catchment.

Brunswick Transit Oriented Design

800 m + / Inaccessible

ICK RD

Route Stops

Map 11:Train Catchment

0.5

1km

Tram

Bus

ALBION ST

HOPE ST

DAWSON

SYDNEY RD

VICTORIA

SYDNEY RD

VICTORIA

DAWSON ST

200 m / 2 minute walk

BRUNSW

400 m / 5 minute walk

600 m / 7.5 minute walk

Route

600 m + / Inaccessible

Stops

Route ICK RD

Stops

0.5

Map 12:Tram Catchment

1km

200 m / 2 minute walk

400 m / 5 minute walk

BRUNSW

ICK RD

0.5

1km

Map 13:Bus Catchment

Brunswick Transit Oriented Design

3.4 Bicycle Movement SYDNEY R D

The precinct lies on a relatively flat region with the highest elevation of 50m. This provides perfect opportunities for biking. Data revealed a high 12.2% of the residents of Brunswick used bicycle to get work. However on the contrary Since 2006, out of the 5000 road crashes in Moreland, 1 in 5 involved a cyclist (City of Moreland, 2019). The bike accident locations has been spatially represented using data from VicRoads. The bicycle map spatially analyses the bike network within the precinct. Most of the precinct is well served by a principal network with designated road markings and off-road paths. A few roads with no adequate cycling lane have been marked that force the cyclist to disembark or share the road with car traffic or pedestrians.

ALBION ST

HOPE ST

VICTORIA

DAWSON

SYDNEY R

Method of travel to work : Bicycle

Designated Bike Lane No Bike Lane Bike Crash Intensity 50m 40m

BRUNSW

Moreland: 7%

Greater Melbourne 1%

ICK RD

0.5

Map 14:Bicycle Map

Brunswick: 12%

Elevation

Brunswick Transit Oriented Design

1km Sydney Road: Discontinued Bike Lane

3.5 Vehicular Movement

SYDNEY R D

ALBION ST

HOPE ST

VICTORIA

DAWSON

SYDNEY R D

Car traffic and accidents are known to have a positive relationship (Wong, 2007). The map highlights the key roads that face the most car traffic using the traffic volume data from Department of Transport. Sydney road, Dawson Street and Brunswic Road have been recognized as a high intensity road with more than 5000 vehicles passing from it each day. However, the lack of road infrastructure has been greatly associated as a contributing factor to both pedestrian and cyclist safety on the road (Teschke et al., 2012). As highlighted on the map most of the accidents within the 5 years occurred on Sydney road making up approximately 60 percent of all bicycle accidents and 70 percent of all pedestrian accidents within the precinct (Department of Transport, 2019) making it a high-risk zone for road users despite being being a 40/Km an hour zone

Vehicular Intensity

Car Crash Intensity BRUNSW

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Map 14:Vehicular Movement Car Congestion on Sydney Road

0 to 3000 Vehicles

3000 to 5000 Vehicles

5000 + Vehicles Brunswick Transit Oriented Design

3.6 Pedestrian Street Quality SYDNEY R D

Arterial Roads of Sydney Road, Dawson Street and Brunswick Street see heavy car flow and increased bicylists using narrow footpaths putting people on foot at high risk. The most traffic accidents have occured near Barky square which is a major activity node within the precinct. The padestrian accidents data used to spatially analyze the pedestrian accident points is from VicRoads (Department of Transport, 2019). Increasingly, Jaywalking puts pedestrians more at risk from collisions which is a prevalent activity in Brunswick.

ALBION ST

HOPE ST

As a result, there is an increased need for streetscape renewal to encourage walking and help create a safer public realm.

DAWSON

SYDNEY R D

VICTORIA

ST Poor Quality Street High Risk Zone Pedestrian Accident

BRUNSW

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Map 15:Pedestrian Street Quality Map

Brunswick Transit Oriented Design

Active Frontage Active frontage has been applied to the primary street network in commercial areas that have been categorized as having a clear focus for commercial and retail activity. These areas attract more pedestrians due and activities due to high level of glazing, weather protection and sight. For the peripheries of the centre, where there is a lesser focus for street level activity there is passive frontage showing a lack of activity and sight on the street.

ALBION ST

HOPE ST

However, due to decreased commercial activity within the precinct, most of the active frontages lie within close proxiity to Sydney Road, most of the precinct is dominated with inactive frontages.

DAWSON

SYDNEY R

VICTORIA

Active Frontage Passive Frontage Inactive frontage

BRUNSW

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Map 16:Frontages Map

Brunswick Transit Oriented Design

4. Social And Public Realm 4.1 Green Spaces ALBION ST

A geoprocessing software, combined with QGIS and ArcMap was used to perform a detailed analysis of the catchment using an Isodistance map. The results showed areas of the precinct without the green space catchment. The footprints can be used to access the houses that are outside the 200 m walking catchment of a green open space.

HOPE ST

VICTORI

Further, green space continuity with connecting tree rows is an important element of an urban design to contribute to the aesthetics of the built environment (Wang, 2004). Brunswick, is disconnected from green spaces with anadequate tree rows.

A ST

DAWSON

SYDNEY R

Green Space Catchment Parks Tree Row

4 BRUNSW

ICK RD

Map 17:Green Spaces Map

Brunswick Transit Oriented Design

Gilpin Park

Temple Park

Area of Green Space 202152 m

1 Clifton Park 2

2 Gilpin Park

Brunswick Cricket Club

Temple Park

Barkly

5 Playground

Brunswick Transit Oriented Design

4.2 Amenities Brusnwick has a diverse mix of amenitites catered to its communtiy profile. The fundamental principles of a walkable suburb laid down by giving the people the ability to meet most of their needs within a 20 minute walk from home (State Government of Victoria, 2016), Brunswick puts this well into effect.

ALBION ST

HOPE ST

However there is no hospital with an emergency facility within the precinct, although the population has a density. Further, 9.1% of the population consists of primary school going children (id, 2019) there is only one primary school on the outskirts of the precinct.

Brunswick Crick

et Club VICTORIA

Clifton Park

DAWSON

SYDNEY R D

ark Gilpin P

RMIT Universit

y Healthcare Religion Education

Barkly Square BRUNSW

ICK RD

0.5

Map 18: Public Realm and Amenities

Brunswick Transit Oriented Design

1km

Parks

4.3 Religion SYDNEY R D

ALBION ST

HOPE ST

VICTORI

A ST

DAWSON

I migrated from Iraq, 10 years ago. I am a proud owner of a renowned barber shop

SYDNEY R

With one in three residents born overseas (Moreland City Council, 2019). The diverse beliefs, values, languages and ideas have been embedded into the community of the precinct. The planning of the precinct reflects that integration into the Australian society is done while preserving the cultural and religious identities of each individual as part of the plan Melbourne inclusive communities vision. The map highlights the places of worship spread throughout the precinct, that not only act as religious centres but also a social spaces for the inhabitants of the precinct.

in Brunswick. - Nazar (Moreland Resident)

Mosque Buddhist Temple Church Cultural Centre Refugee Support Centre BRUNSW

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Map 19:Religions Map

Brunswick Transit Oriented Design

4.4 Land Use A comprehensive analysis on the Land uses, using property data from landchecker was used to conduct an analysis on building functions of each footprint. Using Kim Dovey’s framework of a functional mix (Dovey, 2017) each building footprint was categorised into 6 parts. The analysis revealed that most of the buildings in Brunswick are residential places with little mixed use activity. Further, there is an absense of ‘Visit’ places throughout the suburb, with a concentration on Sydney Road, which creates inactive environment for residential areas. Further, along Dawson street, there is increased ‘Work’ places. However, further in-depth analysis revealed that poor conditioned industrial buildings, with low uses such as storage, warehousing and car mechanics are concentrated within these areas providing low active frontage and recreational spaces, putting the public realm at a disadvantage. The lack of vibrant workplaces is not in line with the city of Moreland’s vision.

Detached Residential House in Brunswick

Live

Victoria Hotel (Bar and Hotel)

Retail Strip, Sydney Road

Live/Visit

Visit

Brunswick Transit Oriented Design

Brunswick Secondary School

Visit/Work

Car Repairs and Servicing

Work

Integrated housing and retail

Live/Work

SYDNEY

ALBION

VICTORI

A ST

DAWSON

Lorem Visitipsum

Lorem Live ipsum Lorem Work BRUNSW

0.5

ICK RD

1km

Map 20: Land Use Map

Brunswick Transit Oriented Design

ISSUES AND OPPURTUNITIES

Brunswick Transit Oriented Design

Issues And Oppurtunities Themes Movements and Accessibility

Housing and Developments

Social and Public Realm

Brunswick Transit Oriented Design

Overview As part of the analysis on the major Issues and Oppurtunities facing brunswick (Map 1) consolidates these into one spatial representation. Traffic induced by train crossings is an issue within the suburb, and although train crossing removal project is underway in the city of Moreland, Brunswick remains highly unaddrassed with 3 train crossings that act as traffic congestion points on arterial routes. Further, Sydney road remains a high risk road for car users, bicyclists and car users. And an analysis revealed that north west of the precinct relies heavily on bus network as the area is dominated with houses outside the train and tram catchment. The major issue is the infrequency of the bus network with buses having a frequency of 60 minutes. This can be linked to high car reliance within the precinct where majority of the households own a car.

ALBION ST

HOPE ST

DAWSON

SYDNEY RD

VICTORIA

Train Crossing (Issue) High Risk Road (Issue) Infrequnt Bus Connectivity (Issue) Primary Activity Centre (Oppurtunity)

L Secondary Activity Centre (Oppurtunity) Linear Park (Oppurtunity) BRUNSW

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Map : Issues and Oppurtunities Overview

Brunswick Transit Oriented Design

ore

This poses an oppurtunity to create a more walkable suburb by intensifying the land uses along the train network to aid a transit oriented design. A secondry activity centre can be established in areas further away from the train line. This intensied land use could be made possible by elevating the train line, which would not only take the congestion off Dawson street and Victoria but also create an oppurtunity to create passive recreational spaces under the elevated train line that would contribute to the sense of public realm within the precinct.

Flat terrian, optimal for active transport Increasing car substituion Culturally rich with a large heritage overlay Multicultural demographics Close proximity to activity centres

Low dwelling density Narrow street sections Lack of heritage preservation (detoriation)

S W

Promote Transit Oriented Developments Maintain heritage Large Scale Projects Facilitate public transport Reclaim open spaces

O T

Gentrification Increased Accidents Congestion Car reliance

Brunswick Transit Oriented Design

1. Movements and Accessibility Issue 1.0 509

SYDNEY R D

Issue 1.1

ALBION ST

Major Train Crossing

Car congestion, induced by major train crossings is an increased issue that needs to be addressed within the suburb. This would create a free flowing traffic and increased safety for the residents of Brunswick.

HOPE ST

509

Issue 1.2

VICTORI

A ST

Car congestion, and high pedestrian and cyclist activity creates an environment that is unsafe for users along Sydney road and Dawson street. This acts as a threat to the well-being of the inhabitants.

509

DAWSON

SYDNEY R D

Road Accident Intensity

Issue 1.3 Infrequent Bus Line Car Sharing Pods

The analysis concluded the north western part of the precinct is deprived from train and tram catchment. Further there is a lack of car sharing facilities which makes it an area that relies heavily on private car use or the bus network. A major issue is the lack of bus frequency in this area putting the people at a higher disadvantage and ncouraging car use.

Brunswick Transit Oriented Design

BRUNSW

ICK RD

504

0 Map 2 : Transport Issues Map

0.5

509

1km

504

Oppurtunity 1.0 SYDNEY R D

Oppurtunity 1.1

ALBION ST

Train Crossing Traffic Diversion

The removal of train crossing can be an oppurtunity to divert both car and cyclist traffic towards Victoria street and Dawson street to increase free flowing traffic and facilitating east-west connections.

HOPE ST

Oppurtunity 1.2

VICTORIA

Bicycle Use Intensity (high to low)

High Bicycle usage dominates Sydney Road. Bicyclists can be encouraged to use Dawson Street and Victoria Street, aswell as the upfield bike path to limit the amount of bicyclists on Sydney Road.

DAWSON

SYDNEY R D

Low intensity Bicycle Roads

Oppurtunity 1.3 Secondary Active Transport Hub Primary Active Transport Hub Frequent Bus Oppurtunity Reclaimed Public Space

Through transit oriented policy implementation, areas along the train network can transition into transport hubs with bicycle facilities, and effective public transport catchment oppurtunities. Disadvantaged people with low access to other public transport modes should be provided frequent bus oppurtunities. Further the open space along the train line can act as an active transport facility centre with secure bike parking and paths.

BRUNSW

ICK RD

0.5

1km

Map 3 : Transport Oppurtunites Map

Brunswick Transit Oriented Design

2. Housing and Developments Issue 2.0 ALBION ST

Issue 2.1 Low Economic Use (Industrial Buildings) Underutilized Open Space HOPE ST

Issue 2.2 High Dwelling Density Areas High Intensity Building

VICTORIA

The lack of high dwelling density areas (residential growth zones) and only one high intensity building that is higher than 7 stories in Brunswick exhibits the lack of dense mix uses within the precinct.

DAWSON

SYDNEY R

Areas and buildings are not being used as per their strategic potential. Low economic use industrial buildings such as warehouses and underutilized open space through the train line and adjacent area poses as an issue

Issue 2.1 Commercial Area Heritage Overlay

Commercial Activity is concentrated on Sydney Road, while connected roads with a wider road width have little to low commercial activity. Further, the heritage overlay, although does protect buildings from gentrification, does act as an issue to redevelop buildings to use them for other uses.

BRUNSW

ICK RD

0 Map 4 : Housing Issues

Brunswick Transit Oriented Design

0.5

1km

SYDNEY R D

Oppurtunities 2.0 ALBION ST

Oppurtunity 2.1 Transit Oriented Development Potential Large Scale Developments

HOPE ST

Transit Oriented Devlopment within a 600 m buffer of the train stations and a smaller buffer around smaller activity nodes becomes a viable option to increase density to create a more walkable 20 minute neighborhood. Further potential large scale developments, some with heritage overlay can be constructed using Bura Charterâ&#x20AC;&#x2122;s guidelines such as facade preservation, based on each individual building

VICTORIA

Oppurtunity 2.2 Recreational Land Use Oppurtunity

DAWSON

SYDNEY R

Land can be reclaimed ot build passive and aggresive recreational public spaces to facilitate community and well-being. Brunswick is seen as a vibrant community, known for art, culture and bustling cafes. This can be reflected in the recreational land reclaimed spaces.

BRUNSW

ICK RD

0.5

1km

Map 5 : Housing Oppurtunities

A: Collision Centre

B: Warehouse

B: Carpark

Brunswick Transit Oriented Design

3. Social and Public Realm Issue 3.0 Issue 3.1

ALBION ST

Low Dwelling Density

In order to create a walkable neighborhood, the dwelling density encouraged should be greater than 26 dwellings per hectre (Arundel et al. 2017). As highlighted by the map, large areas do not meet this requirement.

HOPE ST

VICTORI

A ST

Issue 3.2

Considerable amount of areas lie outside the 200 m green space catchment. Further, there is a lack of continutity of the green spaces contributing to the loss of aesthetic appeal in the precinct. The underutilized space could be use for community well being purposes.

DAWSON

SYDNEY R

Green Space Green Space Catchement Tree Row Underutilized space ST

Un BRUNSW

ICK RD

Map 6 : Public Realm Issues

Brunswick Transit Oriented Design

Tre

Oppurtunities 3.0 Oppurtunity 3.1

ALBION ST

Low Dwelling Density

Areas with low dwelling density should be rezoned to allow for more dense commercial and residential land uses to promote a walkable neighborhood.

HOPE ST

Oppurtunity 3.2

VICTORIA

Recreational Corridor Oppurtunity

In order to increase the community social well-being, green spaces within areas outside the 200 m green space catchment becomes an oppurtunity. Further, a recreational corridor can be created to facilitate community well-being.

DAWSON

SYDNEY R

Areas Outside Green Space Catchment

D BRUNSW

ICK RD

Map 6 : Public Realm Oppurtunities

Brunswick Transit Oriented Design

STRATEGIC DIRECTIONS

Brunswick Transit Oriented Design

Strategic Directions Movements & Accessibility

VISION â&#x20AC;&#x153;Transitioning Brunswick towards a transit oriented model city, to create a healthier and a safer environment, while preserving the rich cultural heritage of the built fabric.â&#x20AC;?

Public & Active Transport

Housing & Developments

High Density Land Use

Social & Public Realm

Open & Recreational Spaces

Transit Oriented Design

Brunswick Transit Oriented Design

01 MOVEMENTS AND ACCESSIBILITY

Brunswick Transit Oriented Design

Actions 1.0 Objectives OBJ 1.1 Facilitate public transport in disadvantaged areas Obj 1.2 Facilitate dawson street as a major activity road with free flowing traffic A1.1 Elevate the upfield train line

A1.2 Support Increasing Frequency of the Bus Services

A1.3 Propose a Tram Line on Dawston street

Obj 1.3 Make active transport a healthier and a safer experience. Obj 1.4 Promote car substitution.

A1.4 Extensive bicycle network with end of trip facilities

A1.5 Protected bicycle lanes along high accident roads

A1.6 Promote Car-share facilities Brunswick Transit Oriented Design

SYDNEY R D

Proposed Public Transport

ALBION ST

The proposed elevated train line will take the car induced congestion off Dawson street. The decreased congestion will enable a new tram route. This would mean 3 transport modes of bus, train and tram line would be in close proximity. Consequently, this would mean that the intersection of Dawson street and Sydney Road would emerge as a major activity node. This would decrease the burden on the southern part of Sydney road as the new activity nodeâ&#x20AC;&#x2122;s activity would extend towards dawson street. As a result the movement heat would become more unified in the precint, with an increasing intensity towards the east-west corridors.

HOPE ST

Further the frequent running bus would be proposed in the north-west of the suburb linking the users to the old and the new activity nodes.

DAWSON

SYDNEY R

VICTORIA

Activity Node Movement Heat Intensity Existing tram route Existing Bus route BRUNSW

Proposed Tram route

ICK RD

Proposed Bus route (Frequent) Proposed Elevated Train line

0.5

Map 1 : Proposed Public Transport

Brunswick Transit Oriented Design

1km

Proposed Activty Node

ALBION ST

HOPE ST

VICTORIA

DAWSON

SYDNEY R D

The bicycle network would enable a safer environment for bicycle users. The protected lane has been proposed on sydney road where it would protect the cyclists from on dooring collisions. As Sydney road is a major cyclist accident hotspot between vehicles and bicycles, all on street parkings would be removed from the Sydney road in order to provide a designated protected biking lane. Removal of on street parking, and paid parking along the street (with permits issued to residents) will act as deterrence to car use to engage in commercial activity. Further, new bike cages would be established in residential growth areas, new commercial spaces and the major activity nodes.

SYDNEY R D

Proposed Bicycle Network

ST Designated Bicycle Lane Protected Bicyle Lane Bike Rack Secure Bike Cages Activity Node

BRUNSW

ICK RD

0.5

1km

Map 2 : Proposed Bicycle Network

Brunswick Transit Oriented Design

02 HOUSING AND DEVELOPMENT

Brunswick Transit Oriented Design

Actions 2.0 Objectives OBJ 2.1

Promote a transit oriented development model OBJ 2.2

A2.1 Promote High Intensity

Commercial Development

A2.2 Facilitate Mixed Land Use

A2.3 Maintain the unique heritage

character through preservation

Promote higher and denser developments while providing for open spaces OBJ 2.3 Maintain the heritage overlay of buildings

A2.4 Approval of Higher building heights

A2.5 Facilitate and Encourage Residential growth areas

A2.6 Redevelop Public land for higher recreational use

Brunswick Transit Oriented Design

Rezoning The restructuring of the public transport network and encouragement of bicycling in the precinct would enable a transit oriented development. The principles that would be applied is from the development scale dapted for transport oriented design practitioners in Queensland (Queensland Government, 2010) The core would be buildings 200 m within the proximity of the train station. In the precincts case, through gradual change, these would be commercial 2 spaces that allow for dense commercial spaces, that will also have a mix of other uses. Further moving away from the train station to primary walking catchment and secondary catchment, the zoning would change to a less intense commercial 1 zone and finally to residential growth zone that would have a higher mix of residential dwellings.

ALBION ST

HOPE ST

DAWSON

SYDNEY R D

VICTORIA

Mixed Use Zone Commercial Zone 1 Commercial Zone 2 Public Use Zone Industrial Zone 1 BRUNSW

Industrial Zone 2 Neighborhood Residential Zone

ICK RD

Residential Growth Zone Public Parks and Recreation Zone Proposed Rezoning

0.5

1km

Map 3 : Rezoning

Residential

Brunswick Transit Oriented Design

Residential Growth Zone

Neighborhood Residential Zone Retail

Office

Commercial Zone 1

Commercial Zone 2

ALBION ST

HOPE ST

VICTORIA

SYDNEY R D

The fine grain character of the many buildings near the train station would be transformed to more coarse grain. Planning would play a vital role the smooth transition of the built environment. The high density of building heights would be encouraged, however as many buildings have heritage overlays, special restrictions to the exteriors or interiors will be applied. However, heritage overlay only rarely acts as a detterance to densifying the land use as long as the heritage character is maintained through the set guidelines laid down in the Bura Charter. A case study to look at is the Herald Sun building in the CBD, which through facade preservation came to be known as a major commercial building became the epitome of reconstructing new developments while preserving the character of the past.

SYDNEY R D

Building Heights

DAWSON

1-2 Levels 3-4 Levels

Herald Sun Building

5-6 Levels BRUNSW

7+ Levels

ICK RD

Proposed change

0.5

1km

Map 4: Proposed Building Heights

Fine grain

Coarse grain

Brunswick Transit Oriented Design

03 SOCIAL AND PUBLIC REALM

Brunswick Transit Oriented Design

Actions 3.0 Objectives OBJ 2.1 Make streets greener OBJ 2.2 Provide assive and aggressive recreation A1.1 Green Space Continuity

A1.2 Promote Active Areas

A1.3 Enable a diverse land use mix

OBJ 2.3 Green spaces accessible for all OBJ 2.4 Facilitate a dense and a diverse land use mix

A1.4 Develop new green spaces for community well-being

A1.5 Recreational spaces to reflect the vibrant community

Brunswick Transit Oriented Design

Proposed Green Space

ALBION ST

In order to ensure the aesthetic, social and percieved well-being of the precinct, continious tree rows are proposed on major arterial roads, leading upto a major park. Further, a linear park along the reclaimed train line has been proposed, creating oppurtunities for both passive and aggressive recreational activities.

SYDNEY R D

HOPE ST

VICTORIA

For the areas with low green space catchment, wasted spaces such as car parks in residential streets, and Barkly square car park, green space areas have been proposed.

DAWSON

Public Green Space Tree Row Green Space Continuity

BRUNSW

ICK RD

0.5

Map 5 : Green Spaces Proposed

Brunswick Transit Oriented Design

1km

Land Functions and Street Quality

SYDNEY RD

ALBION ST

VICTORIA

DAWSON ST

Active Frontage Passive Frontage

Lorem Visitipsum

BRUNSW

Inactive Frontage

Lorem Live ipsum Lorem Work ICK RD

0.5

Map 4 : Proposed Land Use

1km

0.5

1km

Map 5: Proposed Active Frontage

The new housing and developments will reshape the public realm and the building functions throughout the precint. The building uses will focus more on mixed uses, where the principal active frontages would extent towards Dawson street as well as victoria street. This would make these roads high pedestrian and cyclist activity zones. Further, the active frontages would aid to the streetscape character at night, making it a safer, vibrant community.

Brunswick Transit Oriented Design

04. DESIGN & CONSTRUCTION

Brunswick Transit Oriented Design

Characters: The Colours of Brunswick

ALBION ST

HOPE ST

VICTORI

A ST

DAWSON

SYDNEY RD

Successful implementation of actions would lead to Brunswick exhiting unique characters each based on its attributes. Subsequently, there will be low intensity housing with detached and semi detached housing, in contrast to intense housing where the dwelling density will be much higher. Further mixed use zones will provide oppurtunities for land uses to integrate completely, without associating a predominant use. Sydney Road, would still act as the main retail strip (preserving its heritage) as a major retail centre in Brunswick. However, more intense land uses, that will include retail buildings, and offices (as predominant use) will be transform the economics of Brunswick.

Low Intensity Housing Intense Housing

Play (recreational and public areas) will provide a transition from the daily activity life to more relaxed suburban lifestyle.

Mixed Use Shopping Strip Play Transit Oriented Developments BRUNSW

The characters of Brunswick are aimed to be diverse, catering to each individual community profile. The diversity in the land uses is aimed to reflect the diversity of ideas, cultures, religions that people are adherent of within this suburb.

ICK RD

0.5

1km

Brunswick Transit Oriented Design

Character in Focus : Transit Oriented Design

Brunswick Transit Oriented Design

Buildings within the 200 m walking radius of the Brunswick Train Station as â&#x20AC;&#x2DC;Coreâ&#x20AC;&#x2122; with mixed uses but plot ratio dominated by offices and workplaces These buildings will be more than 6 stories.

Buildings within the primary walking catchment exhbiting based on predominantly commercial uses. These places would have higher increased pedestrian activity due to residential buildings being closer

Fine grain detached houses more than 600 m away from the train station. Concentration of families with children.

Elevated Upfield Line, bypassing the street network, enabling Dawson street and Victoria Street a smooth traffic flow.

Linear Park creation on reclaimed space, with predominant uses of passive and active recreational spaces with active transport facilities.

Alexanderplatz, Berlin, Germany: Precedent TOD design help Alexanderplatz shape itse;f as the an alternate to central Berlin and a major activity centre with a diverse mix of uses.

Brunswick Transit Oriented Design

Character in Focus : Play (Linear Park)

1 4

Brunswick Transit Oriented Design

Art infused wall creating a sense of community and active open spaces.

Bike racks to allow for end of trip biking facilities

Recreational spaces for all community groups. Dog Pools to address the high pet ownership within the city of moreland, playground facilities for children and basketball court for young adults,

Zebra Crossings and speed breaking mechanisms to ensure a safer walking experience.

High intensity building uses. Linear Park acts as a transition between ‘work’ and ‘play’ creating a diverse set of activities within close proximity.

Koog Aan De Zaan, The Neatherlands: Precedent

Architects in the neatherlands came together to activate the wasted space under bridges, elevated train lines and highways. This turned out to e a successful project attracting many users. 4m

Street Section : Intersection between Play and TOD

Brunswick Transit Oriented Design

Character in Focus : Residential (Low Intensity)

3 4

1 2

Brunswick Transit Oriented Design

4 m wide footpaths creating a safer environment for young adults and children who make up majority of the resident profile within this focus area.

Coppelstone infused roads, ensuring a longer life span of roads. Further the nature of such roads lets pedestrian hear of approaching vehicles

Access to green space to ensure health and mental well-being.

A mix of detached and semi detached housing

Street Section : Low intensity Residential Street

1m 1m

Brunswick Transit Oriented Design

Implementation Schedule Actions

Stakeholders

Time

Movements and Accessibility A1.1 Elevate the upfield train line

Department of Transport, Public Transport Victoria

A1.2 Support Increasing Frequency of the Bus Services

Public Transport Victoria

A1.3 Propose a Tram Line on Dawston street

Moreland City Council, Public Transport Victoria

A1.4 Extensive bicycle network with end of trip facilities

Moreland City Council

A1.5 Protected bicycle lanes along high accident roads

Moreland City Council

Actions

Stakeholders

Time

Housing and Development M

A2.1 Promote High Intensity Commercial Development

Moreland City Council, Developers

A2.2 Facilitate Mixed Land Use

Moreland City Council, Developers

A2.3 Maintain the unique heritage character through preservation

Moreland City Council, Developers, Heritage Victoria

A2.4

Approval of Higher building heights

Moreland City Council, Developers

A2.5

Facilitate and Encourage Residential growth areas

Moreland City Council, Developers

A2.6

Redevelop Public land for higher recreational use

Moreland City Council

Brunswick Transit Oriented Design

Actions

Time

Stakeholders

Social and Public Realm A3.1

Green Space Continuity

Moreland City Council

A3.2

Promote Active Areas

Moreland City Council

A3.3

Enable a diverse land use mix

Moreland City Council, Developers

A3.4

Recreational spaces to reflect the vibrant community

Moreland City Council

A3.5

Develop new green spaces for community well-being

Moreland City Council

S S

Time Frames For Implementation S

Short Term (0-5 Years)

M Medium Term (5-15 Years) L

Long Term (Up to 25 Years)

O Ongoing (Across and Beyong Time Frames)

Brunswick Transit Oriented Design

SUMMARY Brunswick will face significant changes over the years, this structure plan will guide the framework to ensure that the precinct builds on its strengths and work on its weaknesses to ensure a healthy, safe and economically viable future for its residents. The implementation of this structure plan will act as a stepping from preserving the past to building the future of tomorrow.

Brunswick Transit Oriented Design

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(2016) Socio-Economic Indexes for Areas. Retrieved from https://www.abs.gov.au/websitedbs/censushome.nsf/home/seifa Cassells, R., Toohey, M., Keegan, M., & Mohanty, I. (2013). Publications | NATSEM. Retrieved 2 September 2019, from https://natsem.canberra.edu.au/publications/?publication=modern-family-the-changing-shape-of-australian-families City of Melbourne. (2019). Urban Dynamics in the Melbourne Metropolitan Area Affecting The Network of Centres. Retrieved 2 September 2019, from https://www.planning.vic.gov.au/__data/assets/pdf_file/0017/100664/Activity-Centres-Review,-June-2001-Part-C.pdf Department of Environment, Land, Water & Planning. (2019) Planning scheme overlay - Vicmap Planning. Retrieved fromhttps://discover.data.vic.gov.au/dataset/planning-scheme-overlay-vicmap-planning Department of Environment, Land, Water & Planning. (2019) Vicmap Planning. Retrieved fromhttps://discover.data.vic.gov.au/dataset/vicmap-planning Department of Transport Open Data. (2019). 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Retrieved 1 September 2019, from https://vhd.heritagecouncil.vic.gov.au/search?kw=brunswick&aut_off=1&collapse=true&spage=1&tab=places&view=detailed&rpp=25&type=place id.Community. (2019). About the profile areas | Brunswick. Retrieved 23 August 2019, fromhttps://profile.id.com.au/moreland/about?WebID=100 idcommunity. (2019). City of Moreland | Community profile. Retrieved 2 September 2019, from https://profile.id.com.au/moreland/dwellings?WebID=100 Moreland City Council (2010). Brunswick Structure Plan Strategic Framework Volume 1. Retrieved fromhttps://www.moreland.vic.gov.au/globalassets/areas/strategic-planning/brunswick-structure-plan-volume-1-part-1.pdf Moreland City Council (2010). Brunswick Structure Plan Strategic Framework Volume 2. Retrieved fromhttps://www.moreland.vic.gov.au/globalassets/areas/strategic-planning/brunswick-structure-plan-volume-1-part-2.pdf Moreland City Council. (2019). Moreland Intergraded Transport Strategy 2019. Retrieved fromhttps://www.moreland.vic.gov.au/globalassets/key-docs/policy-strategy-plan/mits-2019.pdf Moreland Council. (2017). Retrieved 2 September 2019, from https://moreland.vic.gov.au/globalassets/key-docs/policy-strategy-plan/urban-forest-strategy-2017.pdfMoreland Council. (2017). Council Plan. Retrieved 2 September 2019, from https://www.moreland.vic.gov.au/about-us/news-and-publications/council-plan/?fbclid=IwAR3Udv9sBXBIcgE18fTaxcj43iMvjrjyuaC8FIG9sEtm19ksYsEXJATam1k Pucher, J., Buehler, R., Bassett, D. R., & Dannenberg, A. L. (2010). Walking and cycling to health: a comparative analysis of city, state, and international data. American journal of public health, 100(10), 1986-1992. Realestate.com. (2019). Brunswick Property Market, House Prices, Suburb Profile & Investment Data. Retrieved 23 August 2019, fromhttps://www.realestate.com.au/neighbourhoods/brunswick-3056-vic Scott, C. (2015). Retrieved 2 September 2019, from https://leaf.leeds.ac.uk/wp-content/uploads/2015/10/LEAF_benefits_of_urban_green_space_2015_upd.pdfhttps://www.moreland.vic.gov.au/globalassets/areas/strategic-planning/brunswick-structure-plan-volume-1-part-1.pdf Teschke, K., Harris, M. A., Reynolds, C. C., Winters, M., Babul, S., Chipman, M., ... & Monro, M. (2012). Route infrastructure and the risk of injuries to bicyclists: a case-crossover study. American journal of public health, 102(12), 2336-2343. Thomas, D. (2001). The Importance of Development Plans/Land Use Policy for DevelopmentControl. Retrieved 2 September 2019, from http://www.oas.org/pgdm/document/BITC/papers/dthomas.htm Tonkin.L. (2019). Bike Infrastructure Moreland[dataset]. Tonkin.L. (2019). School[dataset]. Victoria State Government. (2016). Plan Melbourne - 20 minute neighbourhoods. Retrieved 2 September 2019, from https://www.planmelbourne.vic.gov.au/current-projects/20-minute-neighbourhoods Victoria State Government. (2019). Planning scheme online - Moreland planning scheme. Retrieved 2 September 2019, from http://planning-schemes.delwp.vic.gov.au/schemes/moreland Wong, S. C., Sze, N. N., & Li, Y. C. (2007). Contributory factors to traffic crashes at signalized intersections in Hong Kong. Accident Analysis & Prevention, 39(6), 1107-1113. World Health Organization. (2019). Urban green spaces. Retrieved 2 September 2019, from https://www.who.int/sustainable-development/cities/health-risks/urban-green-space/en/ Wang, T., WANG, X., GUO, Q., & SUN, L. (2004). Continuity and integrity of urban greenbelt landscape pattern and process. Chinese Journal of Applied and Environmental Biology, 10(4), 402-407. Dovey, K., & Pafka, E. (2017). What is functional mix? An assemblage approach. Planning Theory & Practice, 18(2), 249-267. Queensland Government. (2010). Transit Oriented Development Guide: Guide for Practitioners in Queensland. Buxton, M., & Goodman, R. (2014). The impact of planning ‘reform’on the Victorian land use planning system. Australian Planner, 51(2), 132-140.

Brunswick Transit Oriented Design