Community Safety Assessment Woden Town Centre Plan review and Mawson Group Centre Master Plan by Woden Valley Community Council

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Community Safety Assess I lent Woden Town Cei Ire Master POan Review and Mawson Gro Ce r t r e . a s t e r Plan Final Report June 2013

Prepared for the Environment and Sustainable Development Directorate by Wendy Bell Bell Planning Associates 46 MacKinnon Parade North Adelaide SA 5006 phone:

618 82675818

email: wendy@bellplanning.com

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Contents 1.

Introduction

1.1

Study Objectives

1.2

Study Methodology

Literature/Data Review and Analysis

2.1.

Introduction

2.2.

Review of Woden Town Centre Safety Audit

2.3.

Demographic data analysis

2.3.1

Existing Situation

2.3.2

Dwellings

2.3.3

Household Types

2.3.4

Employment

2.3.5

Offices

2.3.6

Retail

2.3.7

Mawson

2.3.8

Forecast Change

2.3.9

Office Demand

2.3.10

Retail

2.3.11

Residential

2.4.

Crime data analysis

2.4.1

Woden Town Centre Crime Levels

2.4.2

Mawson Group Centre Crime Levels

Key Issues

3.1 Introduction

3.2 Centres' Safety

3.3 Crime and Perceptions of Safety

3.4 Quality of the Public Realm

3.5 Edge Effects

3.6 Pedestrian Access and Connectivity

3.7 Car Park Safety

3.8 Public Transport Settings

3.9

Land use mix

i t bell planning 0 0 0 a s s ociates 3.10 Public/private ownership

3.11 Management and Maintenance

3.12 Future Vulnerable Uses

Stakeholder Consultation

4.1.

Introduction

4.2.

Findings

Safety Assessment â&#x20AC;&#x201D;Woden Town Centre

5.1.

Introduction

5.2.

Key Issues

5.3.

Safety Assessment Findings

5.3.1

Introduction

5.3.2

Safety in Open Spaces and Community Spaces

5.3.3

Open Spaces Surround Buildings and the Design of Buildings

5.3.4

Safety for Pedestrians and Cyclists

5.3.5

Safety in Public Transport Settings

5.3.6

Safety of Utilities and Facilities

5.3.7

Other Issues

Woden TC Problem Areas, Risks and Actions

6.1.

Introduction

6.2.

Problem Areas and Actions

Safety Assessment â&#x20AC;&#x201D; Mawson Group Centre

7.1.

Introduction

7.2.

Findings of Stakeholder Consultations

7.3.

Key Issues

7.4.

Safety Assessment Findings

7.4.1

Introduction

7.4.2

Edge Effects

7.4.3

Safety in Open Spaces and Community Spaces

7.4.4

Unsafe Pedestrian Access and Connectivity

7.4.5

Unsafe Public Transport Settings

7.4.6

Poor Maintenance and Management of Public Realm

Mawson Group Centre Problem Areas, Risks and Actions

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8.1.

Introduction

8.2.

Problem Areas and Actions

Appendix 1

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Appendix 2

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Appendix 3

107

Appendix 4

109

Appendix 5

112

Appendix 6

118

Appendix 7

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Figure 1: Woden Town Centre

Figure 2: Mawson Group Centre Figure 3: Canberra's Population by District 1963-2011

Figure 4: Age Structure Woden Weston Creek and the ACT 2011 (%)

Figure 5: Age Structure Phillip 2011 (%)

Figure 6: Dwellings in Woden and Weston Creek 2006 and 2011

Figure 7: Household Composition Woden-Weston Creek and the ACT (%)

Figure 8: Household Composition Phillip (2011) %

Figure 9: Employment by Industry 2011 Phillip and the ACT (%)

Figure 10: Office Space (NSA m2) Phillip 2001-2013

Figure 11: Phillip Share of ACT office space 1991-2012 (%)

Figure 12: Commercial Space at Phillip (excluding major offices) m2 GFA

Figure 13: Proposed Redevelopment sites

Figure 14: Legal and illegal art in 'Snake Pit' close to the bus interchange

Figure 15: Recesses on frontages of vacant office building creates entrapment spots

Figure 16: Back of Police Station facing the linear park drainage reserve

Figure 17: Desire lines through Town Square have worn the grass and give poor image

Figure 18: Restricted access to Cemetery after dark when gates are locked

Figure 19: Restricted access to Canberra College viewed from Hindmarsh Drive

Figure 20: Restricted access to Melrose High School viewed from Athllon Drive

Figure 21: Restricted access to Swimming Centre viewed from Melrose Drive

Figure 22: Poor sightlines into Eddison Park from Launceston Street

Figure 23: Poor natural surveillance of key pedestrian routes connecting the centre through Eddison Park to adjoining suburbs

Figure 24: Poor natural surveillance of Arabanoo Park from car park on Easty Street

Figure 25: Eddison Park shared path providing a key link to the centre but with no lighting

Figure 26: Poor natural surveillance of Cemetery from adjoining pedestrian routes

Figure 27: Poor natural surveillance of drainage channel linear park viewed from rear of Youth Centre

Figure 28: Good natural surveillance of Park in Service Trades Area

Figure 29: Taxi ranks provide surveillance of unsafe area near bus interchange viewed from opposite the bus interchange

Figure 30: Restricted access to Phillip Oval with some surveillance from surrounding car parks

Figure 31: Uneven lighting of public car park west of the entrance Coles viewed from Corinna Street entrance to car park

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Figure 32: No lighting of informal pedestrian route along Corinna Street and poor lighting of car park beyond

Figure 33: Very large car park north of the bus interchange does not facilitate good natural surveillance from adjoining uses

Figure 34: Poor natural surveillance of temporary car park adjoining Easty Street

Figure 35: Poorly maintained planting obstructs sightlines into car park serving office buildings on Furzer Street

Figure 36: Surveillance provided by mobile food van and patrons on Corinna Street after dark

Figure 37: Good lighting of footpath on northern exterior of Westfield, but dark beyond in public car parks and this paths leads nowhere nor is it signposted

Figure 38: Good pedestrian lighting along walkway adjoining new office buildings on Furzer Street but wall of darkness in car parks on left 52

and no natural surveillance after dark

Figure 39: Good surveillance from adjoining buildings of car parks in Service Trades Area

Figure 40: Good natural surveillance of footpaths, and bike racks from ground level tenancies

Figure 41: Poor surveillance of entrance to and front door of Community Centre off Corinna Street

Figure 42: Potential entrapment place along pedestrian path to Community Centre

Figure 43: Entrance to Youth Centre on Callam Street set well back from the street with no direct sightlines

Figure 44: Poor natural surveillance of Town Park on Callam Street

Figure 45: Reasonable natural surveillance of Skate Park from path but set back too far from Launceston Street

Figure 46: Poor natural surveillance of 'Snake Pit

Figure 47: Dark edges and hiding places around Youth Centre on Callam Street

Figure 48: Dark entrance to north south spine when viewed after dark from Town Square

Figure 49: Good lighting of Town Square viewed from the entrance to the Plaza but dark beyond in all directions

Figure 50: No functioning lights in underpass at Melrose Drive

Figure 51: Uneven lighting along the colonnade around Town Square reduces safety for those using ATMs and the Square after dark

Figure 52: Sign at entrance to Cemetery alerting motorist of crime issues

Figure 53: Restored sign in Service Trades Area welcomes visitors

Figure 54: Good signs along north south shared path but unlit at night

Figure 55: Poorly maintained sign at entrance to ramp down to bus interchange from Town Square

Figure 56: No natural surveillance from inactive frontages of footpath from the eastern blank walls of Plaza

Figure 57: Edge of shopping centre west of bus interchange with colonnades and vacant shops providing poor natural surveillance and little lighting

Figure 58: Potential entrapment spot and movement predictor on main pedestrian route from bus interchange to Town Square

Figure 59: Change in levels and raised planter bed block potential views from potential active frontage of office building east of north south spine

Figure 60: Potential entrapment spots around the Youth Centre

Figure 61: Clear sightlines to main entrance of new office building from north south spine

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e bell planning 0 0 0 a s s o c i a t es Figure 62: Good building design providing clear sightlines to front doors and surveillance of footpaths on Cavanough Street, but no lighting 60 or directional signage along this route used by the hospital staff accessing the Centre Figure 63: Good sightlines to building entrances from street and footpaths in new LDA development

Figure 64: Buildings adjoining bus interchange provide no natural surveillance at ground level

Figure 65: Colonnaded frontage to lower level of Plaza near bus interchange create entrapment spots after dark

Figure 66: New Police Station does not provide surveillance of footpath

Figure 67: Good lighting between new offices fronting Worgan and Furzer Streets but a 'dead-end link to dark Atlantic Street

Figure 68: Wall of darkness in planting on edge of east west link in vicinity of Library

Figure 69: Moderate lighting of footpath on western side of Callam Street but no fighting between there and car park building showing hiding spots

Figure 70: Moderate lighting on Bradley Street restaurant strip but wall of darkness in car parks

Figure 71: Narrow underpass at Melrose Drive is a potential entrapment spot due to lack o f mirrors at each end and hiding places in middle

Figure 72: Potential entrapment places along ramp from bus interchange to Town Square

Figure 73: Poor maintenance of planting beside pathway on eastern side of Yamba Drive close to Kitchener Street creates potential hiding 64

places

Figure 74: No pedestrian/cycle link into Bootle Place from hospital

Figure 75: No footpath/cycle path on western side of Ainsworth Street

Figure 76: North south spine has good sightlines north and south but poor east west sightlines and natural surveillance

Figure 77: Poor maintenance of landscaping on pedestrian linkage to bus stop on Athllon Drive from Services Trades area

Figure 78: Unlit pedestrian paths on Melrose drive edge of centre

Figure 79: Main east west pedestrian access between the Town Square and bus interchange has no surveillance or signage and inadequate 66 lighting and sightlines and maintenance Figure 80: North south linear shared path has poor natural surveillance, poor maintenance of buildings adjoining it and no lighting as viewed from pedestrian bridge east of the Woden Town Park

Figure 81: Desire lines from Melrose Drive through car park along unsafe route and from preferred Melrose Drive crossing point

Figure 82: Desire line to Woden Seniors' Centre is unformed

Figure 83: Unsafe pedestrian route with poor lighting and entrapment spots between Atlantic Street and Worgan Street

Figure 84: Pedestrian route along the eastern edge of Melrose Drive passes poorly maintained sites, and ends with a right hand turn into unsafe route into centre 67 Figure 85: Typical new large car park on Furzer Street with no identified pedestrian routes connecting it with the desire lines across Melrose Drive

Figure 86: Pedestrian route on the eastern side of Melrose Drive is poorly lit, has no signage or good connections into the centre

Figure 87: Pedestrian link from Service Trades area to Melrose is a good connection by poorly maintained and signposted

Figure 88: Good connection from Hindmarsh Drive to Service Trades area but poorly maintained

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Figure 89: Pedestrian route connecting from Bootle Place to Easty has no natural surveillance during construction of adjoining housing and 68 is of insufficient width for a shared path Figure 90: Shared path and legal art narrows under Launceston Streets and other streets, is unlit and has poor natural surveillance

Figure 91: The only mid block pedestrian crossing of Melrose Street is narrow and unlit with entrapment spots at each end

Figure 92: East west shared path connecting to Canberra College is unlit and unsafe after dark

Figure 93: Pedestrian path connecting the centre across Melrose Drive to housing on the east, has entrapment spots and is unlit with little 69

natural surveillance of entrances

Figure 94: Poor natural surveillance of footpaths leading to car parking and shopping centre entrance from bus interchange

Figure 95: Poorly lit connection from new office along Atlantic Street to car park

Figure 96: Uneven lighting of path connecting north south spine to new car parking, hiding places beside path

Figure 97: Uneven lighting on north south pedestrian spine when viewed from the Town Square

Figure 98: Dead-end laneway creates entrapment place near vacant buildings on Furzer Street

Figure 99: Poor sightlines along east west connection from Corinna Street to bus interchange frequented by older people using the Seniors' Centre

Figure 100: Dark pedestrian ramp linking north south spine to Atlantic Street

Figure 101: Poorly maintained periphery of bus interchange with poor pedestrian connections to surrounding uses when viewed from Bradley Street

Figure 102: Bus interchange is well maintained at the bus stops but poorly maintained beyond with poor connections to the centre as a whole

Figure 103: New bus stop on western side of Melrose Drive is well located with natural surveillance from adjoining housing

Figure 104:: Poor and uneven lighting in Colonnaded area west of bus interchange on Bowes Street

Figure 105: Potential entrapment place in recess of disused public toilets close to bus interchange

Figure 106:Potential entrapment spots at ATMs in colonnaded ground level around Town Square after dark

Figure 107: Edge Effects

Figure 108: Public Spaces

Figure 109: Active frontages and mix of uses

Figure 110: Pedestrian and Cyclist Accessibility

Figure 111: Well worn informal pedestrian desire line linking the centre to the suburb of Torrens on the western side of Athlion Drive

Figure 112: Public laneway connecting Torrens to the north south shared path and to informal crossings of the Athllon Drive to unsafe routes to the centre

Figure 113: Informal pedestrian route on eastern side of Athllon Drive connected housing to bus stops

Figure 114: High embankment prevents direct pedestrian movement to the centre from housing on east

Figure 115: Rear of commercial properties are poorly maintained and provide no natural surveillance of public land in Athllon Drive road reserve

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Figure 116: Southern car park in the centre has no natural surveillance from adjoining uses and is poorly connected to the centre across the drainage channel

Figure 117: Poor surveillance of the main public car park from high level club buildings on eastern side o f centre

Figure 118: Good natural surveillance of footpath and road from shopfronts in Mawson Place

Figure 119: Poor natural surveillance of footpath on southern side of Mawson Drive from street or buildings adjoining it

Figure 120: Poor natural surveillance of public pathways within shopping centre

Figure 121: Blanked out windows obstruct natural surveillance of network of public pathways within centre

Figure 122: Poor maintenance of planting and no lighting on pedestrian link between Mawson Place and the public pathways within Centre

Figure 123: Barbed wire and fencing prevents movement from housing to centre on foot

Figure 124: No natural surveillance of public footpath on southern side of Mawson Drive within centre

Figure 125: No lighting of pedestrian link between Mawson Place and pedestrian network in centre

Figure 126: The only public pedestrian pathway linking the centre to the housing in Mawson to the east via the rear car park of the Mawson Club

Figure 127: Large numbers of school children walking from the Melrose High School and Marist College on western side of Athllon Drive to 93

the centre on narrow footpath with no lighting

Figure 128: Poor pedestrian connections to the centre through housing in Mawson on east

Figure 129: Unsafe pedestrian routes to centre from housing in Mawson to east

Figure 130: Poor natural surveillance of Park and Ride from backs of properties in Centre

Figure 131: Informal pedestrian link through drainage channel to Park and Ride on Athllon has poor natural surveillance

Figure 132: Road Reserve between the centre and Athllon Drive is poorly maintained

Figure 133: Poorly maintained public infrastructure including rubbish bins and paving in public spaces in centre

Figure 134: Unsafe pedestrian connection from upper level of centre to Mawson Drive past vacant and poorly maintained and barricaded 96 properties Figure 135: Graffiti on wall of abandoned property facing public footpath on Mawson Drive

Figure 136: Mawson Centre edge effects

Figure 137: Mawson Centre open space

Figure 138: Mawson Centre active edges (existing in blue and proposed in purple)

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Figure 139: Mawson Centre existing pedestrian movement

101

Figure 140: Mawson Group Centre

102

Figure 141: Woden Town Centre Commercial

103

Figure 142: Woden Town Centre East

104

Figure 143: Woden Town Centre Industrial (Phillip)

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bell planning SOOassociates Table 1: WTC Safety Audit Review

Table 2: Number of offences reported in Woden Town Centre 1July 2003 to 2 June 2013

Table 3: Number of selected offences Mawson Centre

Table 4: Findings of Key Stakeholder Consultations on Woden Town Centre

Table 5: General Site Information for Woden Town Centre

Table 6: Woden Town Centre Problem areas and actions

Table 7: Findings of Consultations with Key Stakeholders on Mawson Centre

Table 8: General Site Information for Mawson Centre: General Site Information for Mawson Group Centre

Table 9: Mawson Problem Areas and Actions

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bell planninc ciateL.; SOSass t es ss o cia 1. Introduction Bell Planning Associates has been engaged by the Environment and Sustainable Development Directorate (ESDD) (Territory) to undertake a Community Safety Assessment as part of a Review of the Woden Town Centre Master Plan and Mawson Group Centre (Southlands) Master Plan. This assessment will inform the development of Territory Plan Precinct Codes, guiding land use and providing development controls over these areas. It forms a Background Report to the Master Plan work on both centres and may be used during community consultations undertaken as part of the process. The Study areas are shown on the following Figure 1 and Figure 2, but also include land adjoining Athllon Drive on its east. Appendix 1 provides more detailed maps of each centre. This report comprises: •

this introduction;

•

Section 2 covering the Literature Review and Data Analysis;

•

Section 3 describing Key Issues relating to the safety of the two centres;

•

Section 4 describing the Stakeholder Consultations;

•

Section 5 containing the Safety Assessment of the Woden Town Centre;

•

Section 6 Woden Town Centre Problem Areas, Risks and Actions;

•

Section 7 the Safety Assessment of the Mawson Group Centre; and

•

Section 8 the Mawson Group Centre Problem Areas, Risks and Actions.

e bell planning SOOassociates 1.1 Study Objectives The key objectives of this project as provided in the brief are to: •

undertake a comprehensive assessment of all public space in the centres including car parks, public toilets, bus stops, parks, open space surrounding buildings, pedestrian and cycle paths to determine any factors that affect personal safety;

•

assess the design of buildings within the centre as they also affect feelings of safety;

•

assess the safety of routes to and from the centres connecting to key activities and the source of centre users, such as the Canberra Hospital and medium density housing;

•

review the 2001 Safety Audit of Woden Town Centre, hereinafter referred to as the WTC Safety Audit, to ascertain whether its recommendations have been addressed since then;

•

identify problem areas; and

•

recommend methods to improve or rectify the issues identified, and suggest priorities for any further work.

The brief requires this study to focus on, but not be limited to; lighting, mix of uses, surveillance and access. The safety of movement routes to and within the centres will be assessed against the more detailed provisions of the ACT Crime Prevention and Urban Design Resource Manual, hereinafter referred to as the 'Manual' and the CPTED General Code, hereinafter referred as the 'Code'. Existing hotspots such as transport infrastructure and late night venues, and likely future hotspots arising from new development will be assessed against all the above provisions but in particular the compatible mix of land uses and appropriate management arrangements. Considerable consultation has already occurred in relation to the two centres and consequently this project has not included a significant community consultation. The scope of works is clearly defined in the brief. However, an important part of the early scoping stages of this project involved the identification of key issues affecting community safety in the centres covered in Section 3.

1.2 Study Methodology The study has combined a desk top exercise with selected structured interviews with key stakeholders (Appendix 2), a random sample of user representatives, traders and others serving the centres; and site assessments of each part of the study area. The key stages in the study process are: 1.

Inception and Issues Clarification and Review

Community Safety Assessment process using exemplar community safety guidelines as criteria and including selected interviews with the community

Reporting.

The Structured Interview Questions are included in Appendix 3 and provided a guide to these consultations. Key issues were identified at the outset of the project and were outlined in an Issues Paper (Bell Planning Associates, April 2013). These issues were drawn in part from an initial assessment of the study area using aerial photography. Also informing the issues identification were reviews of previous reports and studies which

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had identified community safety issues in the Woden Town Centre and were considered to be likely to apply to Mawson Group Centre in view of international, national and ACT research. In order to verify whether these issues still apply, consultations with key stakeholders, and a crime risk assessment using anecdotal and actual incidents crime data provided by the Australian Federal Police (AFP) and site assessments were undertaken in April 2013. The refined set of issues which were considered to still apply to the study area and underpinned the full community safety assessment, have informed this Draft Background Report.

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2. Literature/Data Review and Analysis 2.1. Introduction The sources of information for review and analysis associated with the safety of the Woden Town Centre and Mawson Group Centre are summarised below: •

a review of international and national literature relating to safety in centres in general;

•

a review of relevant ACT Government documents (refer Appendix 2);

•

a review of the safety assessments of centres in the ACT including Civic and Woden;

•

The Woden Town Centre Stakeholder and Community Brief (2001) hereinafter referred to as the WTC Safety Audit;

•

other reports such as the Safe Routes Study (Bell Planning Associates 2001) and Garema Place — City Walk Interim Safety Assessment (Bell Planning Associates 2001);

•

the CPTED General Code and the ACT Crime Prevention and Urban Design Resource Manual (Sarkissian Associates Planners and ACT Planning and Land Management 2000);

•

ACT Planning Strategy;

•

an initial analysis of the study area using the available aerial photographs in Figure 1: Woden Town Centre and Figure 2below;

•

the proposed redevelopment areas for Woden Town Centre shown on Figure 13 below;

•

structured interviews undertaken with a range of stakeholders (Appendix 2: References);

•

crime data analysis and demographic analysis; and

•

site assessments of the two centres undertaken in April 2013.

2.2. Review of Woden Town Centre Safety Audit The WTC Safety Audit highlighted the following safety related issues: •

condition of bus interchange;

•

safety in car parks;

•

threats to personal safety at the bus interchange, town square, around the youth centre, Bradley street, pedestrian underpasses north-south pedestrian spine, western end near Burnie Court;

•

poor pedestrian access between housing and centre, hospital and centre;

•

under-utilisation of open spaces; and 4

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atmosphere and image of the Town Centre.

Only a draft version of the above report was available at time of writing and there are no specific recommendations for change. However, the safety related issues and suggested actions have been repeated in the table below with a response about progress. It illustrates that there have been some changes directly or directly resulting from the findings of the WTC Safety Audit as follows: •

reduced levels of crime and increased perceptions of safety;

•

addition facilities for young people in the upgrade of Eddison Park and inclusion of a Skate Park;

•

improvement of the image of the Phillip Service Trades Area when viewed from Melrose Drive;

•

new car park areas have good levels of lighting;

•

planned upgrade of the Interchange; and

•

some potential to increase in mix of uses by the proposed introduction of residential development (refer Figure 13).

However, the continuing poor maintenance, poor and uneven levels of lighting, poorly maintained landscaping together with the generally poor image, lack of clear pathways linking all parts of the centre, lack of activities and mix of uses in the Town Square continue and will not enhance the future safety of the Centre.

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Table 1: WTC Safety Audit Review WTC SAFETY AUDIT Comments, suggested improvements

Progress in addressing issues or suggestions

and issues to be addressed Upgrade or relocate the bus interchange

The planning for this is in progress but issues which will need addressing include: improved connection to other parts of the centre â&#x20AC;˘ â&#x20AC;˘ â&#x20AC;˘

better maintenance and more even lighting, and somewhere to go to get help.

Enhanced development of the Town Square including more visible ATMs, inclusion of cultural and arts facilities, more activities in general

There has little change to the Town Square in the intervening period, with no changes in visibility of ATMs after hours, poor maintenance and lack of activities.

Areas around the Youth Centre

There has been no improvement in areas around the Youth Centre, although consultations with Police indicate that there are no specific crime concerns. However, a lack of visibility of, and activities in, and around, the adjoining, Town Square have the potential to reduce feelings of safety.

Bradley St (near McDonalds);

There have been no changes in this location, although the highly lit car park building opposite has generally raised the level of lighting. However, the lighting levels generally are uneven and therefore create potentially unsafe conditions.

Pedestrian underpasses, including Melrose Drive

These are unlit and have poor visibility on approaching.

Building of an overpass bridge, with wheelchair access, across the major intersections i.e. Yamba, Melrose and Hindmarsh Drives

overpasses are more appropriate than underpasses but would be difficult to justify unless pedestrian flows were expected to dramatically increase in any of these locations.

Car parks (during both the day and night), especially those used by office workers

New car parks seem to have better levels of lighting, although it is unknown whether these comply with the lighting standards included in the CPTED Code. Existing car parks are poorly lit and have poor maintenance or renewal of landscaping.

The north-south pedestrian spine

This spine appears to have had new pedestrian lighting installed; however the vacant sites adjoining it, poor

or bell planning 001110 associates WTC SAFETY AUDIT Comments, suggested improvements

Progress in addressing issues or suggestions

and issues to be addressed maintenance of adjoining areas and lack of active and visible frontages reduces perceptions of safety. Western end of the Centre near Burnie Court.

The medium density housing in Burnie Court has been removed and consultations with the AFP reveal that crime levels have dropped in this area as a result of this and increased police presence.

It was also suggested that there was a need for an overall 'safety plan' for the centre, showing safe routes through the

This has not occurred but is supported by this report.

centre Developing a clearly defined image for the Town Centre

The recent new and proposed development in and around the Centre will serve to improve the image. However the image of the central part of the Centre requires improvement if perceptions of safety and levels of activity are to improve.

Increasing the connectivity and better linking the disparate parts of the Centre

This is unchanged and pedestrian links during the day and after hours are unclear, poorly signposted, badly lit and illegible

Reducing the focus on the Plaza as the focal point of the centre and hence reducing the commercial focus given to

There has been no change in Plaza forming the focal point during the day and after hours. However, the likely future high density housing within the Centre will facilitate future development of afterhour's uses throughout the

the role of the centre and balancing this with the community role (in its widest sense), possibly by:

centre if opportunities exist.

â&#x20AC;˘

Identifying opportunities to increase the liveliness of the centre at all times, possibly including the introduction of residential development.

Improving public safety (and perceptions of safety) for users of the centre through: â&#x20AC;˘

maximising opportunities for mixed use developments including opportunities for residential development within the Centre.

There seems to have been a general improvement in public safety and perceptions of safety. There has been some housing introduced into the Centre in the intervening period, but uses are still concentrated in effectively single use 'zones' perpetuating the lack of a mix of uses throughout the Centre where new offices have been development. This may change with the introduction of proposed residential development in these locations.

• b ell planninc M• O O associate‘—ds WTC SAFETY AUDIT Comments, suggested improvements

Progress in addressing issues or suggestions

and issues to be addressed Minimising areas that hidden from view and considering the interface between buildings and movement systems

There has been no change and the increasing number of vacant buildings has increase the potential hiding places, as areas surrounding the boarded buildings are poorly maintained and lit.

Addressing maintenance issues, including lighting, vandalism and littering

Poor maintenance, poor lighting and graffiti continue to reduce levels and perceptions of safety in the external spaces in the Centre.

Changes to Eddison Park and other open spaces to improve their accessibility

Recent upgrade of Eddison Park and the development of the Skate Park have improved the range of users and image of these areas. However, accessibility for pedestrians and cyclists is poor within, through and around the Park during the day and after hours due to the lack of paths providing direct links to housing beyond, lack of signage and long distances between destinations.

Provision of facilities for young people and consideration of the needs of older people and people with disabilities; and

These have improved with the introduction of the Skate Park and upgrading of Eddison Park, although the addition of public toilets throughout the centre and convenient access to public transport will better meet the needs of older people.

Improve Phillip Traders area by: •

upgrading the public places, which in turn would facilitate more activity

•

upgrading of infrastructure in public places (paving and courtyards),

•

introduction of landscaping into the area and more signage, including that announcing the area

There has been some apparent improvement in the image of the Service Trades Area including renovated signage elements in the squares and improved image along Melrose Drive. There have been some upgrades of infrastructure including signage, cycle racks and additional seating in the Squares and Courts. The service and car parking areas at the rear of commercial properties are generally poorly maintained and there has been little apparent renewal of landscaping. The pedestrian links between this area and the Woden Town Centre to the north and to Melrose Drive are poorly signposted and maintained.

e bell planning 011010 associates 2.3. Demographic data analysis The Urban Research Team of the Environment and Sustainable Development section of the ACT Government provided a summary of demographic trends of relevance to the Woden Town Centre and the Mawson Centre. These have been interpreted from a CPTED perspective and implications for the future of the centres identified in the following section. For the purposes of interpretation it is assumed that the Woden-Weston Creek population comprises the core of the catchment population of the centres. Undoubtedly the Woden Town Centre serves a much wider catchment population travelling from elsewhere in Canberra, particularly the southern suburbs. The Phillip Service Trades area is known to attract customers from around the ACT with its specialty shops and light industry. As the centre matures and land uses change to provide a greater mix of uses, the residential population within the centre will change and start to use the centre for a greater variety of pursuits other than shopping. Spaces are likely to attract people to gather out of hours, licensed premises and restaurants will increase in number and variety as they have in other centres and the centre will become a true town centre as a destination for a range of purposes. These changes will have the following implications for community safety: •

a larger resident population will increasingly provide passive surveillance after business hours;

•

spaces will become more popular and attract gatherings and events that will increase the level of community activities within buildings and the public realm;

•

a range of evening venues such as bars, restaurants and night clubs are likely to develop as sites are redeveloped for tourist and visitor accommodation and there is an increase in resident population; and

•

as facilities and infrastructure improve for pedestrians and cyclists, there will be more people using the streets and other public spaces during the day and after hours.

In the transition period to the maturing of the Town Centre, there will be a greater need for community events, temporary uses to activate the public realm and an upgrade in general in the quality of the public realm.

2.3.1

Existing Situation

Woden-Weston Creek was the first of Canberra's new towns with settlement commencing in Woden in 1963. The population of Woden-Weston Creek peaked in the early 1970s in the low 60,000s but had fallen to about 57,100 in 2012 (refer Figure 3).

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100000 90000 80000

— N t h Canberra

70000

- - . S t h Canberra

60000

--Woden

50000

- - W e s t o n Ck

40000

—Belconnen

30000

--Tuggeranong

20000

—Gungahlin

10000 0 1961 1966 1971 1976 1981 1986 1991 1996 2001 2006 2011 Figure 3: Canberra's Population by District 1963-2011

At 2011 some 17 per cent of the Woden-Weston Creek population was aged between 0 and 14 years, 12.2 per cent between 15 and 24 years, 35 per cent between 25 and 49 years, 19 per cent between 50 and 64 years and 18 per cent were aged 65 years and over. Compared to the ACT population Woden–Weston Creek is underrepresented in the 15 to 44 year age groups and over represented in the 55 years and over age groups (see Figure 4). The population in the under 15 age group will pose future potential safety problems, as this population reaches the drinking age. Young people are more likely to take risks than other age groups and are at greater risk of victimisation. This has implications for the human services and facilities requirements for this age group. Planning and designing for young people and children throughout the centre will be important, if families are to be attracted to use public spaces and facilities. The current location of the youth centre and skateboard facility on the edges of the centre will need to be augmented by a greater range of spaces and facilities within the centre. As licensed premises increase, there is likely to be an increase in alcohol related offences in the age group of 17-29 years. The provision of an adequate range of services has been found internationally to be a crime prevention strategy. The catchment has a higher proportion in the over 55 year age group which has implications for perceptions of safety. Older people have higher levels of fear than younger and are more likely to walk and use public transport. They contribute to the mix of users in the public realm required to achieve safer places. They will continue to use the centre for shopping and senior's activities and associated facilities such as public toilets; community centres and a range of other leisure activities will become more important. The current policy of TAMS to provide only public toilets in the interchange will reduce the attractiveness of the centre for this age group.

bell planning SO.awciates 10.0 9.0 8.0 NNW 7.0 air 6.0

5.0

â&#x20AC;&#x201D; W o d e n -Weston Ck

4.0

â&#x20AC;&#x201D;ACT

3.0 2.0 1.0 0.0 0 4

0, 0

Figure 4: Age structure woden Weston creek and the ACT 2011 (%) The Woden Town Centre (Phillip) had an estimated population in 2012 of 2167. This compares to a population of 1699 in 2001 and 1985 in 2006. Most of the population is located in Swinger Hill. Recent housing developments in the town centre core (Sky Plaza) and the adjacent Woden Green is contributing to population growth. The age structure of Phillip is skewed towards the 20 to 39 year age groups and underpresented in the 0 to 19 year age groups when compared to the ACT and Woden- Weston Creek (Figure 5) . The 20 to 39 year age group will be attracted to the increasing number licensed premises in the Town Centre and as such will pose future safety problems of alcohol related crime unless early planning for a range of facilities to serve this age group occurs.

Phillip 25.0 20.0 15.0 10.0 -

5.0 0.0

I 4)

< -) 'Z.

Figure 5: Age Structure Phillip 2011 (%)

The population of Mawson at June 2012 was 3003.1n 2001 its population had been 2937. Its peak population was 3200 in the mid 1970s. The transient population of school children using the Mawson Centre after school hours distorts the demographic profile of users of this centre. There will continue to be issues associated with this age group, particularly if the frequency of public transport services and clear and convenient pedestrian access routes to the centre are not improved.

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2.3.2 Dwellings At the 2011 Census there were 24,043 dwellings in Woden-Weston Creek of which 93 per cent were occupied. This is a small increase (595) on the in 23,448 dwellings in the district in 2006 (Figure 6). Of the occupied dwellings 73 per cent were detached dwellings. In Woden the detached dwelling share was 67 per cent and in Weston Creek 83 per cent. This compares to 72 per cent for the ACT as a whole and 51 per cent in Canberra Central. In Phillip, the number of dwellings increased from 1283 in 2006 to 1299 in 2011; 2 per cent were separate dwellings. In 2011 there were 1325 occupied private dwellings in Mawson of which 718, 54 per cent were separate houses. The range of dwelling types is likely to increase as residential devleopment in encouraged in the Town Centre. This will provide a denser population within the centre, which will increase actual safety and perceptions of safety. Increasing urban density is a strategy to reduce a range of crimes, particularly if it provides a balance between the large numbers of young people and students using the centres and a greater range of age groups. Integrating denser residential areas into the urban system rather than being separated by large tracts of open space and vacant land results in a sens of neighbourliness, reduces fear of crime and well as the risk of street violence. The barriers referred to elsewhere in this report, between the suburbs surrounding the centres and the higher density development emerging in the centres will not achieve such integration. There is potential to increase the range of dwelling densities in some of the underutilised open spaces to achieve a greater sense of neighbourhood and to increase the range of functions of the centres. 25000 20000 15000 Weston Creek

10000

Woden 5000

Total Dwellings 2006

Occupied Dwellings 2006

Total Dwellings 2011

Occupied dwellings 2001

Figure 6: Dwellings in Woden and Weston Creek 2006 and 2011

2.3.3

Household Types

At the 2011 Census, 27 per cent of households in Woden-Weston Creek were couple only households, 30 per cent were couple with children households, 9 per cent one parent and 26 per cent lone person households. This compares to the ACT where 25 per cent of households were couples, 32 per cent couples with children, 10 per cent single parent and 22 per cent lone person households (Figure 7). The greater proportion of lone person households, and significant proportion of families will continue to provide a potential for a greater mix of uses in the centre, so that it becomes a true town centre providing a greater range of services and facilities for all households and thereby increasing passive surveillance of public spaces and a sense of identify.

40* bell planning 1.0410 a s s o c i a t

35.0

D5Woden- Weston Ck El ACT

Couples Couples with children

One parent

Other family

Lone person

Group

Other

Figure 7: Household Composition Woden-Weston Creek and the ACT (%)

Phillip In 2011, 47 per cent of households in Phillip were single persons, 25 per cent couples, 12 per cent couples with children and 6 per cent single parent (Figure 8). The predominance of couples will provide a demand for services and facilities such as licensed premises and other after hours uses which will increase safety in the centre and provide a greater balance of employment and land uses. 50.0 ,â&#x20AC;&#x201D;

40.0 30.0 20.0 100 r

#--- ---,11 i

0.0 Couples

Couples with Children

One parent

Other

Lone person

Group

Figure 8: Household Composition Phillip (2011) %

2.3.4

Employment

In 2011 there was an estimated 14,600 workers at the Woden Town Centre, 6.6 per cent of ACT employment. The major components of employments at the WIC were Commonwealth offices and retailing. Some 53 per cent of employment at the WIC was in public administration with retailing the second largest industry concentration. Figure 9 compares the employment by industry at Phillip with the ACT as a whole. Of an estimated 840 employment at Mawson, 28 per cent was in retail, reflecting the location of the Group Centre in the suburb.

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It is anticipated that there will be a reduction in the dominance of administration as a source of employment as a greater range of land uses emerge, including tourist accommodation, food and beverages with the maturity of the Town Centre. The existing employment structure with large numbers of office workers going home after business hours, places those using offices after closing hours at risk of crime as they walk to public transport stops and their cars in the peripheral car parks. It also contributes to the low numbers of people using the centre outside the Plaza, out of business hours, with reduced safety for those venturing to the few bars and restaurants in the centre. It is unclear what age group comprises the relatively high proportion of lone person households, although it is assumed to be older people and a growing number of young single students attracted to the higher density housing. Both age groups are vulnerable as victims of crime and increasing levels of fear. The attraction of a greater range of age groups employed in the evening will improve levels of safety. Such an evening economy will be facilitated by: •

safe and secure and well located after hours car parks which meet all the CPTED principles;

•

a greater mix of cultural and community facilities to balance licensed premises and attract a greater range of users;

•

improved late night public transport;

•

improved quality of public realm; and

•

partnerships between centre management, government, private and community sector.

Figure 9: Employment by Industry 2011 Phillip and the ACT (%)

2.3.5

Offices

Phillip has been the location of major Commonwealth offices since 1969. At January 2013 the office space at Phillip was 192,374m2 (NSA) of which 21,470m2 (11.2%) was vacant. Figure 10 indicates the level of office space at Phillip since 2001.

bell planning

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180,000 160,000 140,000 120,000 100,000

El Total

80,000

El Vacant

60,000 40,000 20,000

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Figure 10: Office Space (NSA m2) Phillip 2001-2013 A t January 2013 Phillip was the location of 8.4 per cent of ACT office space. Since 1991 its share of ACT office

employment has ranged between 7.8 per cent and 9.9 per cent of ACT office employment. 12.0 10.0 _

8.0 6.0 4.0 2.0 0.0

1--

Figure 11: Phillip Share of ACT office space 1991-2012 (%)

2.3.6

Retail

The Town Centre The first retail releases in the town centre in 1972 when the first stage of the Woden Plaza opened. in 2011 there was an estimated 202,652 m2 (GFA) of retail and commercial space (excluding major offices), in Phillip. Thirty eight per cent of the space was in the retail core and 62 per cent in the mixed business area.

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Of this space, 81,701m2 was retail, 40,594m2 was services space,73,698m2 was other' and 6989m2 was vacant. The emergence of higher density residential development in this area, will increase the demand for a range of after hours facilities and services, which will undoubtedly be met by the flexible layout and pattern of land uses in the Service Trades area in particular, where smaller allotments provide the potential for more activities. 90000 80000 70000 60000 50000 40000 30000 20000 10000 0 Retail

Services

Other

Vacant

Figure 12: Commercial Space at Phillip (excluding major offices) m2 GFA

This represents a provision of 3.57m2 per capita which compares to a provision of 3.2m2 in Civic, 3.05m2 in Belconnen, 2.12 m2 in Tuggeranong and 1.58m2 in Gungahlin. Seventy per cent of the retail space, 35 per cent of the services space and 5 per cent of the "other" space was in the core of the centre. The Woden Town centre benefits from a substantial inflow of expenditure by Tuggeranong residents and some inflow from South Canberra residents.

2.3.7

Mawson

The Mawson Group Centre opened in 1970. Its principle function is to provide weekly grocery shopping to the surrounding group of suburbs- Farrer, Torrens, Mawson, Isaacs and Pearce. In 2011 there was 11,066m2 (GFA) at the centre of which 5,340m2 was retail, 6102m2 services and 583m2 "other".

2.3.8

Forecast Change

Growth and change in Canberra's population will generate demands for housing, offices, retailing, services, community facilities and associated infrastructure. At June 2011 the population of the ACT was estimated by the ABS to be 367,750 with the population projected to reach 414,400 by 2021, 457,300 by 2031 and 494,400 by 2041 (CM CD, 2011). Based on the level of projected level of population growth, the propensity of people to be in the labour force at different ages, an unemployment rate of 3.5 per cent and movement into and out of the ACT, employment in the ACT/Queanbeyan could increase from 232,400 in 2011, to 245,500 in 2016, 257,700 in 2021 and to 277,000 in 2031.

e bell planning ***associates Within this context, the Woden Town centre will continue to be a major location for offices, retailing, services and community facilities. In order to achieve a higher level of community safety, there will need to be a greater mix of land uses and a balance between retail and cultural and community facilities in order to generate a greater range of uses and therefore users during the day and in the evenings. The estimates below are not targets or prescribed levels but a guide to the possible quantum of space given the level of growth projected for the ACT. They provide a framework for discussion of likely development over the next years. The estimates refer to net space. Redevelopment and refurbishment of existing space will occur. The indicative distribution of space between locations is essentially based on existing trends. The planning of centres should allow for a greater level of space than indicated in the estimates to allow for possible policy decisions that favour one location over another and for centre expansion beyond the 20 year horizon.

2.3.9

Office Demand

At June 2011, the office floor space to employment ratio in the ACT was 9.6m2 NSA per worker. Assuming a 4 per cent vacancy (considered by the industry to represent a balance between supply and demand) this ratio falls to 9.2m2 NSA. An application of this ratio results in an ACT office floor space requirement of 2.37m square metres (NSA) in 2021 increasing to 2.55m square metres (NSA) in 2031. The increase between 2012 and 2021 is 169,000m2 and 2031 345,000m2. Assuming Phillip maintains its 8.4 per cent share of ACT office space and a vacancy of 4 per cent, the level of operational space (NSA) in Phillip would be 199,150M2 in 2021 and 214,100M2 in 2031. The level of operational space in 2013 was 163,900m2 (NSA)

2.3.10

Retail

An assessment Planning Parameters f o r Future Centre Development (ESDD, 2012) estimated that based on population growth and shares of expenditure occurring at different hierarchy levels, the retail and services space at Phillip could increase from 122,300m2 in 2011 to 163,300m2 in 2031, an increase of 41,000m2. For safety to improve in the centre and for a greater range of age groups and land uses to be attracted to the centre, the dominance of the Plaza retail focus will need to be balanced by a greater range of afterhours retail and entertainment outside the shopping centre.

2.3.11

Residential

Consistent with the ACT planning strategy, increasingly land, particularly in the in the Town Centre core area, will be developed for residential dwellings. Housing demand in the ACT is likely to average around 2400 dwellings a year between 2011 and 2031. Of this demand, Civic and the town centres could attract 20 to 25 per cent, which translates to an annual average demand of between 500 and 600 dwellings a year. The WTC share of this demand could be in the order of 100 to 150 dwellings a year i.e. 2000 to 3000 dwellings over the next 20 years. The distribution of housing within the Centre and in land on the periphery currently occupied by large tracts of public and private open space will provide a better integration of residential with other centre uses and will offset the dominance of secondary and tertiary educational uses and their vulnerable users.

bell olanning SOOassociat es 2.4. Crime data analysis Crime data for Woden Town Centre and Mawson Centre have been provided by the ACT Policing within AFP using PROMIS sources. Crime data analysis is a complex process and for the purposes of this study only broad trends are reported. Further research would need to be undertaken in order to amplify or extend these broad conclusions. In the context of developing appropriate urban design guidelines, it would be useful to examine reported incidents in relation to the opportunities presented by different types and configurations of land use activity. To do this effectively would involve isolating individual categories of crime and compiling descriptive data about a sample of incidents in each case, in terms of time of day and week, and types of buildings etc. This is a major exercise and beyond the scope of this study. Only those crime types that are known to affect feelings of safety are used in accordance with CPTED theory and practise. CPTED focuses on crime and fear of crime taking place in public or semi-public spaces and there are 6 crime types to be considered as follows: •

Burglary (residential and commercial);

•

Other property damage including vandalism and graffiti;

•

Street violence such as assault, robbery, sexual assaults;

•

Car crime including theft from car, theft of car, vandalism;

•

Theft from the person, theft of bikes etc; and

•

Arson.

While other types of crime such as shoplifting are prevalent in centre they do not necessarily affect feelings of safety and are not influenced by the layout of centres or public spaces and external design of buildings are therefore excluded from this analysis. Other crime types such as drug and alcohol abuse are excluded from this list although they are causes of some crime types such as street violence and theft and are included in the tables of crimes. Land use patterns and locations vary in their vulnerability to, and risk of, crime and therefore CPTED guidelines should be focused in particular on these locations. Some of the aspects of crime location that are relevant to urban design and planning are as follows: •

Large rather than small car parking areas are prone to higher levels of crime;

•

Crimes against properties are more likely to occur on the corners of intersections;

•

Public transport stops and interchanges are prone to crimes against persons;

•

Location of building entries and size of buildings affects crimes against persons and property;

•

Degree of mono-functional areas (deserted at night/weekends); and

•

Streets and public spaces that support community activities have lower levels of crime.

The following Table 2 shows crime levels in Woden Town Centre over the last 10 years, although the data for 2013 is incomplete and therefore excluded from the analysis. It shows a reduction in all crime types except sexual offences and drug related offences both of which have apparently increased considerably, while motor vehicle theft has remained the same. This is generally consistent with anecdotal evidence from interviews with the Police during this study. 18

04.

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The following Table 2 and Table 3 show crime levels in Woden Town Centre and Mawson Centre over the last 10 years. It shows a reduction in all crime types except sexual offences and drug related offences both of which have apparently increased considerably, while motor vehicle theft has remained the same. This is generally consistent with anecdotal evidence from interviews with the Police during this study. These data should be treated with caution and combined with perception data from the site assessment.

2.4.1

Woden Town Centre Crime Levels

The following Table 2 shows the trend in crime levels in the Woden Town Centre between 2003 and 2013. The total number of selected crimes has reduced significantly during the last 10 years, although there are some . . There has been disturbing increases which may require more detailed analysis for verification. an increase in the following types of crime:

This analysis relates to the figures from 2003 to 2012 as those for 2013 are incomplete. However, when the figures are extrapolated to the end of the year they reveal some disturbing trends, particularly in relation to 'other theft'. There has been a noticeable decline during this period in the following types of crime as follows: e

assault causing AHB;

assault other;

armed robbery;

unlawful possession;

other property damage; and

other theft.

While the overall reduction in crime has no doubt resulted in a gradual improvement in safety in the centre, the types of crime that have increased such as sexual assault and other offences against good order are the types of crime that have the potential to raise levels of fear amongst those using the centre. The need to reinforce the principles of CPTED in the future Master Planning of the centre is therefore particularly important.

2.4.2

Mawson Group Centre Crime Levels

The following Table 3 shows the trends in crime levels in the Mawson Centre over the past 10 years. The total number of selected crimes has reduced significantly during the last 10 years, although there are some

411 - bell planning O S . a s s " i a t es disturbing increases which may require more detailed analysis for verification. There has been an increase or little or no change in the following types of crime: a

assault other;

motor vehicle theft;

other property damage; and

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other offences against good order

Also of particular note are the relatively high rates of the following crime so far in 2013: G

assault other;

other theft; and

other property damage.

If these trends continue at the same rate during the remainder of 2013, there is likely to be an overall increase in the levels of crime in this centre, which is a cause for concern. There has been a reduction in the following type of crime however: a

armed robbery;

other robbery;

burglary other than shops; and

other theft.

The generally low levels of crime make it difficult to draw any general conclusions from these trends; a significant reduction (almost 50%) in other theft between 2010 and 2012 is worth noting. The above analyses point to the need to give particular attention to CPTED in the future Master Planning of the centre.

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Table 2: N u m b e r o f offences reported in W o d e n T o w n Centre 1 July 2003 t o 2 June 2013 1

Period between 01July 2003 and 30 June 2013 (to 02 June 2013 only) Source Date: PROMIS as at 03 June 2013

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Number of selected offences reported to ACT Policing where common place name includes "Mawson" Period between 01July 2003 and 02 June 2013 Source Date: PROMIS as at 03 June 2013

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3. Key Issues 3.1 Introduction The following issues have been identified from the literature review, from a review of the WTC Safety Audit and cover the built environment, public realm and associated management and maintenance arrangements. While some of these issues that are not covered by the Code as they do not relate to private development and associated semi-public spaces, they are relevant in terms of achieving safe town centres in Woden and Mawson and have implications for policies and practices of the ACT Government. These key issues are: •

safety in centres in general;

•

crime and perceptions of safety;

•

quality of the public realm;

•

edge effects;

•

pedestrian access and connections;

•

car park safety;

•

public transport settings;

•

public/private ownership;

•

land use mix;

•

vacant and developing sites and future vulnerable uses;

•

management and maintenance; and

•

future vulnerable uses.

Many of these factors are included in the Manual and are commonly covered in the guidelines of others states including Queensland (Queensland Government 2007), Western Australia (Western Australian Planning Commission 2006), Victoria (Department of Sustainability and Environment 2005) and South Australia (Planning SA 2002). They are factors that affect both the private sector sites and public areas. The WTC Safety Audit highlighted the following safety related issues: •

condition of bus interchange;

•

safety in car parks;

•

threats to personal safety at the bus interchange, town square, around the youth centre, Bradley street, pedestrian underpasses north-south pedestrian spine, western end near Burnie Court;

•

poor pedestrian access between housing and centre, hospital and centre;

•

under-utilisation of open spaces; and

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atmosphere and image of the Town Centre.

A review of how these issues have been addressed is included in Table 1 in Section 2.2 above. While the focus of attention in the past has been on the Woden Town Centre, these issues are commonly experienced in centres and therefore are also likely to apply to Mawson, although it has not been the subject of a Safety Audit until now. The following sections expand on each of the above issues.

3.2 Centres' Safety Centres in general are prone to safety issues which have been highlighted in international (European Prestandard on Prevention of Crime — Urban Planning 2003), Australian and ACT literature and study reports. They are identified as areas which experience a concentration of crime and poor perceptions of safety. They also comprise combinations of land uses that are separately identified as risky sites, such as shopping/retail, licensed premises (late night venues), parks and public gardens, public transport and parking facilities. The boundary of the Centre zones and the concentration of effort in those areas mean that pedestrian/cycle and open space linkages between the centres and adjoining areas are not given the priority needed. The designation of safe routes within and from the centre will encourage pedestrian and cycle activity, thereby increasing liveliness and natural surveillance. As such this Master Planning process should be accompanied by a corresponding public realm improvement process for essential links to, and initiatives in, adjoining areas. Improvements to Civic in the late 1990s resulted in significant improvements to safety and security (Bell Planning Associates and Planning Solutions 1998). A consultation with stakeholders revealed that the most effective changes in terms of safety: •

improved lines of sight and therefore visibility;

•

improved lighting levels; and

•

lighting of car parks in particular.

A brief analysis of the aerial photos revealed the following broad issues which may have safety impacts: •

edge effects of the large expanses of road reserves; open spaces and parks; the Woden Cemetery; Tertiary campus; fenced playing fields; large, poorly landscaped car parks; and other low intensity uses which separate the centre from surrounding residential areas and other uses, making it difficult to provide safe, convenient shared routes for pedestrians and cyclists to the centre;

•

poor pedestrian environment with poor linkages between uses within the centre and to adjoining areas, poor landscaping of some car parks, unformed surfaces on some routes to residential areas; and

•

large undeveloped, vacant sites which increase the distance between developed sites for ease of movement and attract vandalism and graffiti.

Similar issues are present in Mawson Group Centre as described in Section 7.2.

• e bell planning 0.1110 associates 3.3 Crime and Perceptions of Safety From the consultations undertaken at the time of writing, the actual crime levels have apparently reduced in the both centres. There also appears to have been an improvement in perceptions of safety. The Australian Federal Police (AFP) has adopted policing practices which have focussed on reducing crime in the centre. The renewal of former public housing areas in the vicinity of the Woden Town Centre is also thought by the AFP to have resulted in a reduction in crime and improved feelings of safety. However, crime-related incidents such as graffiti and vandalism and some anti-social behaviour still exist and undoubtedly affect feelings of safety. However, the Woden Town Centre is still in an early stage of development in terms of achieving the full land use mix and intent of such a scale of centre. There are certain factors that will improve perceptions of safety including an increase in pedestrian activity generated by more after hour's uses and an increase in residential population. However, as the numbers of crime attractors including licensed premises and late night venues increase, the compliance with CPTED provisions of the code and its application by the Territory and Municipal Services (TAMS) to the public realm design will become increasingly important. There is a strong link between levels of crime in centres and alcohol and drug use and abuse and as such the future location and design of such land uses will affect levels and distribution of crime. The crime data analysis reveals that there has been an overall reduction in total crimes in both centres although there have been some disturbing increases in certain crimes including sexual assault and offences against good order in Woden and motor vehicle theft, property damage and offences against good order in Mawson. Perceptions of safety were sought from the community in the WTC Safety Audit, from stakeholder consultations and from the consultants' site assessments. The perceptions of safety raided in the Audit are still valid as follows: •

poor condition of bus interchange;

•

safety in car parks;

•

threats to personal safety at the bus interchange, town square, around the youth centre, Bradley street, pedestrian underpasses north-south pedestrian spine, western end near Burnie Court;

•

poor pedestrian access between housing and centre, hospital and centre;

•

under-utilisation of open spaces; and

•

low quality atmosphere and image of the Town Centre.

The consultants' site assessment revealed that continuing poor maintenance, poor and uneven levels of lighting, poorly maintained landscaping together with the generally poor image, lack of clear pathways linking all parts of the centre, lack of activities and mix of uses in the Town Square continue and will not enhance the future safety of the Centre. The demographic analysis reveals that there are trends in certain age groups that may increase the vulnerability of parts of the community to crime and fear of crime as follows: •

a larger residential population will increasingly provide a greater level of passive surveillance;

•

the over 50 age group will continue to be vulnerable to safety issues and their use of the centre may reduce, particularly if there is a reduction in facilities and services meeting their cultural and social needs;

bell ell planning

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•

those under 15 years of age may pose future safety problems if the needs of young people are not better met in the centres;

•

those in the 20 — 39 year age group are traditionally those that a more likely to be victims of crime and may frequent emerging licensed premises which will need to be located close to other after hours venues and close to public transport routes and parking areas;

•

the high concentration of young schools students moving through and using parts of both centres will continue to be a potential problem unless a greater mix of uses occurs and more passive surveillance is provided along routes that they use; and

•

the future residential development should include a greater social mix rather than a concentration of small apartments favoured by students and low income households and be located throughout the centre to provide a better integration with surrounding suburbs and provide increased passive surveillance of streets and public spaces.

3.4 Quality of the Public Realm The image of places and therefore perceptions of safety is strongly linked to the quality of the environment and the management and maintenance of places. Initial analysis has revealed that the Woden Town Centre has a particularly poor image, primarily as a result of the age, design and poor maintenance of the environment and the low levels of activity in external spaces. The poor quality of the public realm in general strongly contrasts to the high quality of the internal environment of the Westfield shopping centre in terms of: •

materials

•

lighting

•

furniture

•

signage

•

maintenance, and

•

landscaping.

In addition to public spaces; public facilities for the general community, including community centres, health facilities, senior's centres, leisure centres, parks and gardens and other recreation facilities are an important part of any centre. Not only do they concentrate a range of activities accessible by public transport to meet the needs of the wider community but also increase the mix of land uses. They also have the potential to increase the levels of pedestrian activity after during the day and after hours for a range of age and interest groups which improves safety and perceptions of safety. Apart from Eddison Park, the Town Square and Arabanoo Park, all other community spaces are either leased for private use or fenced to restrict community entry. This is an issue of major concern and any further reduction in access to, or provision of community facilities would further reduce the safety of the centre Consultations with TAMS revealed that some current policies (shown in quotes) relating to the development, upgrading and maintenance of the public realm in general do not facilitate safety in the centres as follows: •

"It is government policy for public toilets to be provided within the shopping complex at time of development." The temporary public toilets at the Bus Interchange are inadequate in terms of location and quality and do not contribute to the safety of users of the interchange. Other toilets near the skateboard facility primarily serve those using the facility. The remaining public toilets outside the Plaza are located in Colbee Court in the Service Trades area. However, for older people and

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families to fully use the centre as it redevelops and for the general population to be attracted to use the full range of facilities in such a Town Centre, there is a need for additional public toilets to be provided adjoining major public spaces within the centre. 0

'It is government policy to locate bus stops near existing street lights as many are at present. Where possible all new/relocated bus stops are to be located near existing street lights to illuminate bus stops and shelters'. Street lights do not generally provide adequate lighting of footpaths and bus stops located on the edge of roads and do not meet the Australian Standard on Lighting (refer to the CPTED Code). There are other factors that should influence the safe location of bus stops, such as proximity to active frontages and opposite other bus stops for maximum passive surveillance. A review of lighting of existing bus stops and the paths leading to them would assess whether the - relevant Australian Standard is met.

3.5 Edge Effects The generally low intensity uses on the periphery of the Woden Town Centre has resulted in low levels of pedestrian activity and long distances between the central activities and adjoining residential areas. This lack of activity will deter some from walking and cycling to the centres and as such perpetuate the perceptions of safety. The proposed future redevelopment of some of these sites in the Woden Town Centre for further office development and new residential development could provide opportunities to achieve active frontages along the designated pathways which should provide clear priority routes for pedestrians. Many of these peripheral uses have restricted access or have limited access to the general public. They include the: o

College and associated playing fields

Cemetery

Playing fields and ovals

Private recreation facilities

The designation and design of pedestrian routes passing through the peripheral areas will be particularly important if the adverse edge effects are to be mitigated.

' bell planning *el- associates 3.6 Pedestrian Access and Connectivity The Manual identified 'pedestrian routes, lanes and alleys' as worthy of particular attention from a CPTED perspective, highlighting the location, design, lighting, sightlines, direct access, escape routes and maintenance as key factors affecting safety. The Safe Routes Pilot Study (ACT Department of Urban Services 2001) was undertaken with the objective of involving the community in the identification of safe routes between Civic and adjoining residential areas. The quality and routing of footpaths as well as the nature of surfaces were found to be important to perceptions of safety. The prompt repair of graffiti and vandalism along pedestrian routes were also mentioned as important factors affecting perceptions of safety. The Pedestrian connectivity was an issue which arose in the WTC Safety Audit and has been confirmed by key_ . Safety Audit found that the following affected -stakeholders during _ consultations held in April 2013. The pedestrian access and safety: â&#x20AC;˘

changes in level within the Centre made movement difficult and confusing particular for people with mobility problems;

poor pedestrian linkages between the adjoining residential areas and the Centre;

lack of clearly defined pedestrian routes from the hospital to the Centre; and

pedestrian movement hindered by the barrier created by Melrose Drive and Hindmarsh Drive.

In short, this study found that poor pedestrian access to and within the Centre has resulted in low levels of pedestrian activity which affect perceptions of safety. Personal safety is also adversely affected by: e

unsafe pedestrian access through the cemetery;

concern about safety in pedestrian underpasses;

the lack of activity after house on the north-south pedestrian spine; and

safety of movement from offices to car parks.

An initial assessment of issues associated with pedestrian movement has revealed that the WTC Safety Audit concerns are still present and reinforce the need to: O

define, strengthen and improve the east-west and north-south pedestrian movement within the Woden Town Centre;

provide more clarity about, and improve the quality and choice of, routes between the hospital and the centre, while also serving the CIT, and between surrounding residential areas and the centre;

review the formal and informal pedestrian routes on the eastern and western side of the Mawson Group Centre where connections to adjoining residential areas are currently inadequate to provide better safety for those accessing this centre on foot; and

apply provisions of the CPTED code to these routes and locate them where possible to take advantage of active frontages that might occur as a result of future developments.

e bell planning 0 0 0 a s s o c i a tes 3.7 Car Park Safety The WTC Safety Audit found that safety in car parks was an issue at the time. In particular, women working in office buildings felt unsafe walking to and from car parks. Since then, Security personnel have been retained by large government tenants of the 3 largest office buildings to provide safe escorts to cars after dark. However, these resources are understood to have been reduced in recent years to one security person available for all the buildings on a 24 hour basis. With new office buildings planned and existing being redeveloped the need for such a service will increase. Large car parks in particular, are vulnerable to a range of crimes including assault, theft of, and from cars. An initial finding of the site assessments has revealed that: •

many of the older car parks have not been well maintained;

•

the vegetation in and surrounding some car parks has not been maintained to retain good sightlines when approaching cars;

•

the landscaping has not been renewed with dead trees not being replaced;

•

there are no defined pedestrian routes through the car parks; and

•

the lighting of car parks in general does not meet the Australian Standard for pedestrian safety.

With the proposed redevelopment of some of the existing car parks and the redevelopment of other sites for multi-storey car parks, the design of these buildings from a CPTED perspective will be important.

3.8 Public Transport Settings The safety of the bus interchange was a major community safety issue raised in the WTC Safety Audit and has been a common problem for interchanges in other ACT centres including Civic. Consultations with the AFP and other stakeholders have revealed that some of these concerns have been addressed by a reduction in crime and anti-social behaviour in the interchange as a result of the focus of AFP practices. However, pedestrian connections to the interchange has been raised by some stakeholders as an issue and the presence of a high level of graffiti and vandalism around the interchange will undoubtedly affect the image of the setting and therefore perceptions of safety. The location of the interchange on one side of the core of the centre increases the distance that some users such as office workers and those attending the various community facilities have to walk. The quality of these connections to the interchange is poor; and the design, lighting, signage, landscaping and sightlines require improvement if the perception of safety and level of pedestrian activity is to increase. Bus stops are distributed throughout the Woden Town Centre and in the Mawson centre and on their periphery and an initial assessment has revealed that: •

some bus stops are poorly located in relation to the users they serve;

•

few are lit for afterhours safety; and

•

some are linked by pedestrian routes to key facilities and services such as the hospital, but are unlit.

jai bell planning 0 0 0 associates 3.9

Land use mix

Land use mix was mentioned indirectly in the Woden Town Centre Safety Audit which recommended including residential development and mixed use development in the Centre and increasing activities at all times. The mix of land uses is linked to crime and perceptions of safety particularly where the mix achieves a greater level of pedestrian activity during the day and after hours and where there is a vertical mix within buildings as well as a horizontal mix along streets and pathways. A typical vertical mix occurs when there is ground level retail or commercial uses on the ground level and offices or residential uses in the upper floors. A horizontal mix occurs typically where there are a range of buildings with narrow frontages providing a mix of land uses along a street with active frontages at the ground level. The term 'active frontage' refers to the location of doors and windows at the ground level providing natural surveillance and movement of people between the building at the ground level and the public realm element such as footpaths or open space. Safety increases if there is a mix of ground level uses which are open during the day and after hours to provide natural surveillance primarily from the ground level as well as the upper levels from balconies and windows of residential development in particular. Such ground level uses providing potentially active frontages would include retail, commercial, community, residential and cultural. Active frontages to buildings and sites aims to avoid 'inward-oriented' developments which turn their back on the surrounding urban structure, typical of the current Woden Plaza. New developments along the key routes should be outward facing and linked to their surroundings by a network of local through routes. Ground level and upper floor uses should envisage a range of activities to generate natural surveillance on as many streets and public spaces as possible. Activities should be spread along main routes or located at street corners where sites are more vulnerable to crime. Ground floor activities provide better 'eyes on the street' than upper floors and are safer routes for pedestrians. Doors should open onto the edge of the public The zoning of the Woden Town Centre into single uses such as offices and retail has led to a concentration of pedestrian activity in particular areas and along particular routes during the day. An exception is the Service Trades area. A greater mix of uses throughout the centre and more active frontages to buildings along pedestrian pathways and vehicular movement routes will distribute after hour's activities throughout the centre, increase levels of pedestrian activity and therefore increase safety. A greater focus on the night time economy will result in a greater mix of afterhours uses which will attract more people to the centre at night. However, the safe location of late night venues will be critical to their safety.

3.10 Public/private ownership The clear definition of ownership boundaries is a key CPTED principle in order to achieve a level and perception of ownership and caring for buildings and public spaces. Other than the Westfield development and some private facilities that are fenced, there are no clear boundaries within the centres to give clear messages about the responsibility for maintenance of elements such as lighting, signage and landscaping. The vacant sites and boarded up buildings create a very poor image in parts of the centre, where maintenance appears to have ceased and where the public realm attracts high levels of graffiti and vandalism and is little used. Where boundaries of such properties are not well screened and where there is no communication about the intention of the owners, this increases levels of fear particularly after hours. Vacant sites that are the subject of redevelopment are prone to crimes such as theft, graffiti and vandalism and where the internal spaces affected by such crimes are visible, the feelings of safety for pedestrians walking in the vicinity of such sites is reduced.

planning • b ell 0110410 a s s 0 c i a t es An example of such sites is within the Mawson Group Centre site, where a facility previously occupied by the Serbian Club is now fenced off, displays poor maintenance of graffiti and vandalism and reduces the quality of the public realm and feelings of safety.

3.11 Management and Maintenance Maintenance and management were issues identified in Civic (Bell Planning Associates 1995) affecting crime and fear of crime. They have been internationally recognised by the European Prestandard on Prevention of Crime — Urban Planning (2003) which identified three types of strategies for attention to crime, urban planning strategies, urban design strategies and management strategies. Community safety is linked to clearly defined ownership boundaries which show that places are cared for and 'owned'. Apart from the internal shopping precinct, the boundaries between private and public ownership is generally unclear. CPTED studies around Australia have found that there are several aspects of management of urban settings that are important if safety and perceptions of safety are to be improved. The quality of maintenance has been shown by research to have an effect on actual safety and feelings of safety in urban areas. While previous studies of the centres being reviewed by this study have not identified any major problems of this nature, some parts of Woden Town Centre and Mawson were found to have a poor quality of footpath surfaces and public realm in general. This affects the feelings of safety for elderly people and those with disabilities in particular, as well as the general public's perception of the quality of environment, which is a key indicator of safety. The Pilot Safe Routes Study undertaken in northern Canberra (Bell Planning Associates 2001) involved neighbourhood communities in identifying issues and strategies for improving perceptions of safety in local areas by promoting pedestrian and cycling activities. This project identified 'Designated Safe Routes' within the residential areas as well as routes to and from Civic. The following were suggested as important components of the implementation and application of CPTED policy: •

involvement of the community, in particular young people and the elderly, ideally through existing networks in a safety audit process;

•

that those involved in the early consultation process be consulted on future maintenance and repair monitoring of footpaths and public spaces;

•

that CPTED policy be applied to all public realm projects as well as private developments and that cross-departmental cooperation occur in applying CPTED policy to public space design, and their management and maintenance;

•

the involvement of the community in the early stages of design of capital works such as pedestrian and cycle routes; and

•

that 'Designated Safe Routes' be identified and given priority for action.

Although the proposed Review and Master Plan focus is on urban planning and urban design matters, management is a key factor in discerning whether a centre is safe or perceived to be safe. In addition to the community engagement and organisational issues identified above, management strategies would include: •

target hardening/removal

•

maintenance

•

surveillance (patrolling, camera monitoring)

•

rules (for conduct of the public in public spaces)

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providing infrastructure for particular groups (e.g. youth, homeless), and

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communication (of preventive messages and rules of conduct for the public).

These strategies do not appear to be in place for the most part in either of the centres and generally reduce the quality of environment and increase levels of fear. Such management strategies aim at supporting and encouraging natural surveillance and sense of ownership by traders and users and are needed to create and complete an effective set of safety measures.

3.12 Future Vulnerable Uses Neither of the centres has major safety issues associated with late night licensed venues as has been experience in Civic. However, there are some safety issues associated with movement between club venues in the Woden Town Centre and associated with the Mawson Club in the Mawson Group Centre. As there are anticipated increases in residential development in the Woden Town Centre, there is likely to be an increase in demand for accessible after hours cultural and retail activities as part of a growing night time economy. This will result in a greater range of afterhours activities, for which location, design, hours of opening, ease of dispersal of patrons after closing hours and management will all be issues to be addressed as the centre develops.

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4. Stakeho de Consu taton 4.1. Introduction The purpose of the key stakeholder interviews was to validate issues identified in Section 3 to identify any other issues of relevance to the safety of the centres. The findings of this consultation as it relates to the Woden Town Centre are included in this section, while those for Mawson Group Centre are included in Section 7. Key stakeholders interviewed using a structure interview (Appendix 3) during the project included: O

ACT Police;

Woden Community Council

Business owners including: o

Hellenic and Southern Cross Clubs

Woden Youth Centre

Woden Seniors' Club

ACTION buses

Canberra Hospital

Canberra Taxi Industry Association

Pedal Power ; and

MSS Security.

Other stakeholders consulted by telephone included: O

Manager, Design and Development, TAMS

Network Analyst, Public Transport Systems, TAMS; and

Westfield's Security Firm.

4.2. Findings The collective findings of the above consultations as they relate to Woden Town Centre are presented in Table 4 using the headings of the questionnaire. In general, there appears to have been a significant reduction in crime and anti-social behaviour in the Town Centre in recent years, perceived to be a result of the closure of the Burnie Court housing and targeted policing methods. However, crime appears to be a continuing problem in housing areas adjoining the Mawson Group Centre, with an adverse impact on that centre. There is also anecdotal evidence of crime and fear of crime and that the following areas are unsafe: 33

41-, bell planning OWassociates e

the public housing area close to Ainsworth Street and Strathgordon Court;

the Woden Senior Citizen's Centre;

â&#x20AC;˘

car parks;

on the north-south spine;

at the rear of the Police Station;

at the Skate Park;

Eddison Park, parts of Westfield Centre, opposite Canberra Collage and at the back of the cemetery where it is reported that there is 'trouble' with young people; and

at the bus station early in the morning and late afternoon for bag snatching.

In short, the role of young people in the centres and the ongoing concentrations of public housing close to the centres continue to be a cause for con

There is an overwhelming case to support the need for direct and well-designed and signposted pedestrian links between the hospital and the Town Centre along potential routes illustrated on Figure 110 which shows the range of routes currently used, potential routes for upgrading and proposed new routes. There is a need for improved pedestrian connections between the housing areas to the north and east the Centre. There is also a strong view that there should be a clear, direct and well designed east-west pedestrian connection between Callam offices, the bus interchange and other uses to the west, with good connections to the housing beyond. The underpasses on Melrose Drive were generally seen as unsafe as were the routes along the drainage channels. The approximate location of east-west routes currently used is also shown on Figure 110. Access to the bus interchange continues to be a problem for older people because of its isolation from key community facilities. Pedestrian movement to Mawson Centre was also raised as an issue. Safety in car parks for workers leaving offices after dark continue to be a perceived problem and car parks are generally viewed as poorly lit and maintained, with unclear responsibility for these roles. Routes to and from community facilities such as the Skate Park, Canberra College, Aged Care and facilities for people with disabilities, and the Woden Seniors' Centre to the bus interchange, other public transport spots and nearby housing are perceived to be safety issues. There is concern that the relative inaccessibility for the general public, and underutilisation of public facilities such as the Canberra College and playing fields results in low levels of activity in these locations after dark. These findings confirm the views of stakeholders and the community consulted as part of the WIC Safety Audit.

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WODEN TOWN CENTRE QUESTIONS Under-utilisation of open spaces vii. Atmosphere and image of the Town Centre viii. Poor land use mix In your opinion, are any of these still issues? vi.

4. 5.

Are you aware of any current crime, antisocial behaviour or disorder issues affecting the site? If so what are they? If so, what are the locations affected? E.g. bus interchange, public spaces,

RESPONSES 0 0

Land use mix in the Service Trades Area has reduced with some restaurants off Botany Street and night clubs closing Poor maintenance and management of the Centre gives a poor image of the Centre as a whole

(see above)

Residents and friends 'hanging out' at the Strathgordon housing area Graffiti resulting from poor choice of materials which provide a blank canvas facing the public realm is a bit issue in general in the Town Centre and affects feelings of safety, but is often a private responsibility

Graffiti, vandalism and theft experienced by the Woden Senior Citizens Centre

see above, in 'public realm' areas outside the Westfield shopping centre, in car parks and along pedestrian routes throughout the centre

within buildings, in car parks 7.

What might be the likely fear of crime issues affecting people using the area?

Hanging out by young people, poor lighting and signage and lack of activities after dark

Are there any particular 'hotspots' in the centre? E.g. licensed premises

There has been a reduction in crime and anti-social behaviour in the centre and no major community safety issues in the Centre according to the AFP with the exception of: > Altree Court in the Service Trades area at night > Aggressive drink affecting taxi patrons late at night > > > >

What age groups are affected by safety concerns?

0 0

The 'hidden garden' next to the former Police Station Skate Park Strathgordon housing area Eddison Park

Young people feel unsafe in and around the car park next to the Youth Centre after dark . Young people feel safe in the Centre between 9 and 5 at the shops but not at night or in isolated places, or on bike or pedestrian paths after lOpm when they are leaving the Youth Centre

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WODEN TOWN CENTRE QUESTIONS

RESPONSES 0

Women leaving offices after dark although they have access to MSS Security for escorting to car parks which are perceived to be unsafe (particularly that opposite the CaIlam offices) for users of Scarborough House, 1 Bowes Court and the Sirius Building

Patrons of the clubs are vulnerable when moving between clubs after dark Some staff of community facilities working and leaving after dark

0 0

, older people walking to the bus interchange after dark and using some bus stops within the centre

11. Are there conflicting user groups using the centre? 12. Are there concentrations of particular age or user groups during the day or after dark? 13. Do local residents/workers walk to the centre?

Conflicts between pedestrians and buses on the footpath on Bradley Street

Young people close to the College and on Bradley Street

Yes, particularly those working at the Hospital. Shared Services for the hospital are located in the CaIlam offices and employees walk between these.

14. Are there any movement routes e.g. pedestrian routes within the centre or connecting to adjoining areas that are unsafe or perceived to be unsafe?

The Centre is surrounded by 6 lane roads with infrequent crossing points for pedestrians Moving to and from housing areas and the Services Area. There is a need f o r an additional safe, at grade crossing point on Melrose Drive and a crossing point on Corinna Street

Pedestrians moving between late night venues is perceived to be a potential safety issue There is a strong movement of pedestrians from the hospital to the Centre via Kitchener Street and Cavanough Street or through the cemetery; across Yamba to Albermarle Place, left at Ainsworth and then Chaseling Street; or along Yamba Drive to Hindmarsh Drive, which is unlit after dark.

10. Who are the offender groups? (if known)

0 e

Need lighting along the north-south bike/shared route as it is a major movement corridor for commuters. Unsafe pedestrian routes from car parks past dark parts of the deliveries areas in Woden Town Centre shopping centre buildings to access to the movies and restaurants on Corinna Street

Pedestrians moving from the hospital to home or to the Centre along the most direct routes have to walk along narrow, poorly lit and often undefined pedestrian routes, with poor surfaces and low levels of maintenance of landscaping along these routes, with no directional signage for pedestrians particularly at the intersection of Ainsworth Street. Many who live close by finish work at 11pm and therefore need better lighting of pathways.

There is a need for a footpath on the western side of Yamba Drive. The new pathways on the eastern and northern edges of the new LDA development to the east of Callam Street are too narrow. The links between the hospital and Town Centre are not bike friendly.

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WODEN TOWN CENTRE QUESTIONS

RESPONSES • •

Offenders have been banned or moved on from the interchange after some robberies and intimidation occurred Violence around the Youth Centre has reduced

•

In and around the bus interchange, there is poor visibility, hidden corners; the 'snake pit' is used as case study example of poor design by ACTION. Now much improved and operationally works well, although poor lines of sight,

•

The Mall is isolated with poor access for user groups such as older people Perception by older people and staff of the Woden Senior's Centre that early morning and late afternoon are problem times in terms of bag snatching and perceptions of safety close to and in bus interchange

• • • • 2.

If so, when and where do these issues apply, during the day or after hours, weekdays or weekends?

• • •

In the WTC Safety Audit undertaken in 2001 the weaknesses of the centre of relevance to safety were found to include: i. Condition of bus interchange ii. Safety in car parks iii. Poor parking serving community facilities iv. Threats to personal safety at the bus interchange, town square, around the youth centre, Bradley street, pedestrian underpasses northsouth pedestrian spine, western end near Burnie Court v. Poor pedestrian access between housing and centre, hospital and centre

•

Bus stops on Corinna Street are perceived to be unsafe by some older people People feel unsafe moving between the main offices in the vicinity of Scarborough House and the Town Square after dark as there is little activity after the Mall closes apart from the clubs and the cinema which are distant from these locations People feel unsafe due to poor lighting along pathways between the Senior Citizens Centre and the bus interchange Mainly after dark when workers are leaving offices, patrons moving from restaurants and the cinema to car parks In the early evening there are some problems on ACTION buses Large sections of the Town Centre from the Scarborough offices to the Town Square 'close' at 5pm when offices close There is a perception that the bus interchange is unsafe, with temporary porta loos under a flyover and providing the only public toilets outside the Plaza, the drug referral centre adjoining, all buildings turning their backs on the interchange with no natural surveillance provided

•

In front of Westfield shopping centre on Bradley Street where cinemas, cafes, McDonalds cause congestion with one way traffic on a Friday night

• • •

Car parks do not have CCTV or security patrols Night bus services have moved closer to the Centre, are better lit and have signage for CCTV There has been an improvement in safety in the bus interchange according to ACTION

•

Poor access to the hospital continues to be a safety issue Underutilisation of some public spaces such as the sports fields and the cemetery are still an issue as a result of these spaces being fenced off to the general public. High fences around Canberra College has perpetuated the under-utilisation of public spaces in this school

•

The recently built Community Arts Centre has been incorporated into the Canberra College but is not really accessible to the general

•

There is little or no community use of school gyms and meeting places to increase levels of land use mix

• •

public

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Table 4: Findings of Key Stakeholder Consultations on Woden Town Centre WODEN TOWN CENTRE QUESTIONS 1.

Are you aware of any centre wide community safety issues?

RESPONSES • •

Several agencies consider that safety is not an issue since Burnie Court housing closed Public housing area close to Ainsworth has experienced assaults on footpaths

•

The car parks opposite Strathgordon Court buildings attract some anti-social behaviour and crime Vandalism, graffiti and needles affecting some buildings, car parks and vehicles in the Woden Senior Citizen's Centre There is a lack of clarity about who accepts responsibility for the collection and disposal of needles

•

Woden Senior Citizen's Centre broken into twice in last 12 months

•

Perceptions of lack of safety in car parks serving offices, with poor lighting, no CCTV and smashed glass and needles found in these areas (a problem relates to who is responsible for their disposal)

•

Stormwater drains attract graffiti and aggravated robberies, which gives a perception that the routes along these drains are unsafe There are crime-related incidents at the back of the police station and on the north-south spine Some anti-social behaviour and drinking occurs at the Skate-Park and there have been robberies in the vicinity as there is a poorly lit route connecting this facility to the centre and nearby housing areas after dark

• •

• • • •

Young people 'hang out' in various places and may be perceived to be a problem, including Eddison Park for drinking and drug taking, Westfield Centre, opposite Canberra College and at the back of the cemetery. Westfield is thought to be having 'trouble' with young people 'hanging out', 'fighting' which intimidates older people

•

The poorly defined and poorly lit pedestrian routes from the Hospital to the Town Centre particularly at night, with many hospital staff live in surrounding houses areas and in housing areas in the Centre

•

80% of hospital staff are women and therefore more prone to lower feelings of safety Car parking areas serving the hospital on the southern side of Yamba Drive are considered unsafe and there have been incidents of

•

assault •

The bus interchange is considered by some to be isolated and the long walls of the shopping centre were previously occupied by a paper shop and fast food tenancies which have now closed thereby reducing levels of activity

•

Anti-social behaviour has decreased in the bus interchange which is no longer a transit area for the Youth Centre The ACTION control room does not display when it is staffed and ACTION consider this to have reduced crime levels, no control room is proposed in the new interchange

•

( b e l l planning *OOP associates WODEN TOWN CENTRE QUESTIONS

RESPONSES Unsafe pedestrian routes through the playing fields to the north and east of the Woden Cemetery where there is a jogging track. The pedestrian crossing points on Corinna Street are unsafe, poorly lit and there is speeding by cars.

• •

There is a key route from Ainsworth Street to Athllon Drive on the northern side of Hindmarsh Drive which is not lit, nor signposted. Routes taken by school students after school when moving to and through the Centre are perceived to be unsafe.

• •

Accessibility is poor south of the Phillip Health Centre The Athllon Drive bike path is unsafe after dark due to lack of lighting and natural surveillance and poorly maintained planting which blocks sightlines

• •

Many streets do not have associated footpaths e.g. south on Callam Major cycle and pedestrian path connecting Chifley and Lyons use the narrow underpass on Melrose Drive to access the Town Centre Major cycle route from Mawson is designed to by-pass the Woden Town Centre with poor links across Callam Street and major car

• • •

parks to the main part of the Town Centre The path along the Canberra College side of Launceston Street is too narrow for pedestrian/cycle movement Poor pedestrian and cycle paths from Chifley and Pearce to the Service Trades area, with poor pedestrian access at roundabout intersection of Botany and Townshend Streets

• •

Service Trades Area is poor for pedestrians and cyclists in terms of legibility Poor pathways serving the residential care facility for people with disabilities on Launceston Street for access into Callam Street `Kamari' disability support services on the corner of Launceston Street and Callam Street has poor pedestrian access Steep paths into Eddison Park deter cyclists

• • • •

The Aged care facility on the corner of Melrose and Launceston has poor pedestrian access. The east-west connections within the centre, from the Callam offices and the major shared route, north of the bus interchange to community facilities on the western side and to adjoining housing areas are poorly it and underpasses unsafe and too narrow to accommodate both pedestrians and cyclists safely.

• •

Existing pedestrian movement across Hindmarsh Drive from the free car parks is unsafe particularly at lunch time Poor cycling connection between Tiphany to Callam offices, no footpaths and poor connection into mall or office buildings

• • 15. Is it safe to walk from the Canberra Hospital to the Centre? Are there any other safety issues associated with these adjacent uses? 16. What would you identify as 'Designated

•

No, see above

Canberra Hospital across Ainsworth and Eddison Park to the Police Station 39

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WODEN TOWN CENTRE QUESTIONS Safe Routes' to and within the centre?

RESPONSES • •

17. Is the centre well-maintained and managed?

•

Underpasses on Melrose Drive connecting to Chifley where assaults have taken place Across Melrose Drive from adjoining suburbs where housing density is increasing No, due to: > Lack of rubbish bins in the Town Centre outside the Plaza > Vacant sites not maintained > >

18. Do CPTED policies apply to footpaths, roads, cycle paths, parks and gardens, community facilities and other public works?

•

The village green in Tiphany Park development is well designed but not later developments. Poor lighting of pedestrian routes is a major issue

•

ACTION consider the bus-stops within the centre to be well-lit and shelters upgraded

•

CCTV cameras should be located at shoulder height for recognition and to improve apprehension rates Footpaths are poorly lit or signposted and there is poor maintenance of landscaping adjoining them

•

• 19. Are there any mechanical surveillance systems in place e.g. CCTV or patrolled areas by security personnel 20. Other issues

Landscaping in car parks and plazas not maintained Confusion about responsibility for maintenance

• • •

• • • • • •

In the interchange and on buses monitored from the Belconnen Centre New office buildings have CCTV The CTIA raised the following issues relating to taxi functioning in the centre: > The road layout in the centre is not conducive to taxi movement or orientation. 3> The number of cab spaces (only 3) on Corinna is a problem as this is a popular drop off and pick up location > The CTIA needs to review the taxi rank location in the Town Centre > The clubs have requested a drop-off and pick-place place as they are a source of clients > Concern about the no-right turn at Callam Street for cabs using Bradley Street The Youth Centre participants consider that there is a 'stigma' attached to the Centre There are inadequate facilities for young people such as indoor formal or informal activities, at a low cost. All existing facilities incur costs. Young people would like a cafe at the back of the Youth Centre ACTION and the Hospital have a good relationship in terms of addressing safety and public transport issues There is a need for low rise mixed use developments to attract more people Exchange of information between Westfield and ACTION has improved the situation

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5. Safety Assessment â&#x20AC;&#x201D; Woden Town Centre 5.1.

Introduction

The study brief requires the consultant to undertake a comprehensive assessment of all public space in the Woden Town Centre including car parks, public toilets, bus stops, parks, the open space surrounding buildings and pedestrian and cycle paths, giving particular regard to lighting, the mix of uses, surveillance and access. Additional aspects of the safety of public spaces covered by the CPTED Code include elements of travel and access including public transport settings; elements of services including ATMs, local waste storage facilities, delivery and storage facilities and public toilets are also included in this safety assessment. In undertaking this assessment, consideration has been given to issues that have been reported to be of concern to different age and stakeholder groups, office workers and shoppers as well as agency and community organisations (refer Sections 2 & 4). Detailed community consultations were not part of this consultancy, but rather a review of the recommendations of the previous WTC Safety Audit was undertaken in consultation with key stakeholders (refer Section 4). Key issues were derived from these and a review of international literature and relevant local documents. Demographic and crime data analyses have also been analysed to identify crime risks and vulnerable groups. This assessment has also been undertaken in the context of redevelopment proposed in the Centre, including new residential and commercial buildings and the Woden Bus Interchange, as shown on Figure 13. The findings of the safety assessment are summarised in Section 5.3 and when combined with the review of the WTC Safety Audit and initial issues identification are synthesised to identify problem areas and risks in Section 6.

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Summary of redevelopment areas in Woden Town Centre March 2013 Envii onment and Sustainable Development Directorate.

Figure 13: Proposed Redevelopment sites

5.2.

Key Issues

As a precursor to the formal site assessments, a brief analysis of the aerial photos of the Woden Town Centre revealed the following broad issues which may have safety impacts: •

•

poor pedestrian environment with poor linkages between uses within the centre and to adjoining areas, poor landscaping of some car parks, unformed surfaces on some routes to residential areas; and

•

large undeveloped, vacant sites which increase the distance between developed sites for ease of movement and attract vandalism and graffiti.

These issues were further refined following the literature review and the findings of the WTC Safety Audit as detailed in Section 3. These were: •

centre's safety

•

crime and perceptions of safety

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quality of the public realm

•

edge effects

•

pedestrian access and connectivity

•

car park safety

•

safety of public transport settings

•

land use mix

•

public/private ownership;

•

management and maintenance; and

•

future vulnerable uses.

These issues informed the site assessments and reflected the specific areas of open space identified for attention in the brief and aspects of safety to be addressed in the scope of works. Site assessments 22nd March, at were undertaken during late night shopping hours at Woden Town Centre on Friday 28th March; and during the day at both centres from Mawson Group Centre on the evening of Thursday the 26th — 28' March. These assessments were undertaken on foot and also on bicycle during the 'Saddle Survey' on the 27th March. The assessments on foot used a safety Site Assessment form (refer Appendix 4) which is designed to reflect the CPTED headings in the Code. The Code does not cover all issues required to be addressed. In particular, mix of uses, public/private ownership and management and maintenance which were found to be issues throughout all site assessments and are covered separately. The Code headings and the additional issues above form the structure of the summary of the safety assessment findings in the following section with regard to the full list of issues.

5.3. 5.3.1

Safety Assessment Findings Introduction

The following Table 5 provides a summary of impressions of the consultants about safety, while a full assessment of the centre from a CPTED perspective is included in Appendix 6 using the safety principles adopted by the CPTED Code and other factors of relevance including Management and Maintenance and Structure and Mix of Uses. Aspects of safety not covered by the Code include aspects of building design; future late night venues and land use mix are referred to in Section 6 which identifies problem areas and recommended actions to address these.

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Figure 14: Legal and illegal art in 'Snake Pit' close to the bus interchange

Figure 15: Recesses on frontages of vacant office building creates entrapment spots

Figure 16: Back of Police Station facing the linear park drainage reserve

Figure 17: Desire lines through Town Square have worn the grass and give poor image

Table 5: General Site Information for Woden Town Centre General Impressions

What were the key impressions/issues raised by stakeholders consulted about these sites?

See section 3 for the full report on the stakeholder consultations. In summary the stakeholders did not raise any crime-related issues apart from the anti-social behaviour at McDonalds, fear about moving from offices to car parks, bus stops on Corinna Street, poor lighting on paths to the bus interchange

What are your gut reactions to this place?

The Centre has a rundown feel about it and 'public' and 'semi-public' areas are poorly maintained and need upgrading (refer Figure 14 and

Figure 15) How comfortable do you feel? What makes you feel this way?

I felt safe, albeit isolated in some areas during the day, but unsafe beyond the Interchange and the interior of the Westfield Plaza and the

â&#x20AC;˘ * bell planning seeassociates Corinna Street frontage after dark

Demographics

Who are the likely users of the space? Who are the stakeholders for the locations?

Land Use

What are the various uses of the area and surrounding area?

There is a mix of land uses in the Centre and surrounding area but in single use precincts generally, thereby reducing the level of activities during the day and after hours.

Crime Issues

What might be the likely crime, antisocial behaviour or disorder issues affecting the site?

Vandalism and graffiti, theft from vehicles and theft of vehicles, burglary of smaller community facilities, bag snatching and assault in isolated areas.

What might be the likely fear of crime issues affecting

Dark and isolated pedestrian routes and underpasses leading to unsafe

people using the area?

paths to housing areas and hospital beyond. Fear of theft and threat of assault when staffing community facilities after dark or walking to car parks from office, library, health centre, community centre and recreation facilities. Threat from assault when using major shared paths connecting to the Centre.

Isolation

Does the area feel isolated?

All parts of the Centre apart from the internal malls of the Westfield Plaza feel isolated after dark

Is it easy to predict when people will be around?

Yes, during business hours only

Do you feel safe waiting for public transport here, and are you likely to feel safe here after dark?

Plaza

Is there access nearby to seek help?

I felt safe once in the bus interchange, but unsafe elsewhere outside the

Only to office workers who request are accompanied to their cars in selected car parks after dark. There are no alarm or help buttons anywhere in the Centre nor is the presence of any security personnel apparent. The presence of bus drivers and tax drivers provides some perception of help being available within the bus interchange and at the taxi ranks when taxis are present.

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The assessment found that there are numerous aspects of the Centre that are non-compliant with the Code. While the Code applies generally to new private development it has highlighted some aspects of the public and private realm that should be reviewed as part of the new Master Plan for the Centre. The findings are grouped under the following headings: •

Safety of open spaces and car parks

•

Open space surrounding buildings (and Building Design)

•

Pedestrian and bicycle access

•

Public transport settings

•

Utilities and Facilities

•

Management and maintenance

•

Structure and land use mix, and

•

Future vulnerable uses.

Within each of the above elements, aspects such as lighting, signage, landscaping, surveillance and access are included where relevant.

5.3.2

Safety in Open Spaces and Community Spaces

Figure 18: Restricted access to Cemetery after dark when gates are locked

Figure 19: Restricted access to Canberra College viewed from Hindmarsh Drive

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Figure 20: Restricted access to Melrose High School viewed from Athllon Drive

Figure 21: Restricted access to Swimming Centre viewed from Melrose Drive

Natural Surveillance Open Space and community areas are part of the public space network within the Centre. These spaces include urban parks and squares, recreation areas and car parks as shown schematically on Figure 108 which shows a distinction between the open space that is readily accessible to the public and that with restricted access (refer Figure 18, Figure 19, Figure 20 and Figure 21). A significant proportion of the area of open space has restricted access for the general public and therefore pedestrian and cycle movement is not encouraged through these areas, although this increase levels of safety. There is a shared path through Eddison Park but it is unlit. However, there are some sites where movement after dark should be discouraged due to lack of lighting and natural surveillance. Such sites include the Cemetery where gates are locked after dark. Most areas of accessible green open space are east of Callam Street and include the Town Square and Arabanoo Park perceived as one by the community consulted, Eddison Park, the linear drainage reserve and some playing fields located further to the east (refer Figure 22, Figure 23, Figure 24, Figure 25, Figure 26 and Figure 27.

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Figure 22: Poor sightlines into Eddison Park from Launceston Street

Figure 23: Poor natural surveillance of key pedestrian routes connecting the centre through Eddison Park to adjoining suburbs

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Figure 25: Eddison Park shared path providing a key link to the centre but with no lighting

Figure 24: Poor natural surveillance of Arabanoo Park from car park on Easty Street

Figure 26: Poor natural surveillance of Cemetery from adjoining pedestrian routes

Figure 27: Poor natural surveillance of drainage channel linear park viewed from rear of Youth Centre

Pedestrian and cyclist movement is not generally encouraged through these spaces because they: •

are large expanses of land with little activity;

•

have poor natural surveillance from adjoining uses;

•

have no paths that are lit and signposted for safety;

•

have fences and gates closed after dark; and

•

are surrounding by dense vegetation restricting visibility of them during the day and after hours.

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An exception is the linear reserve where shared paths and the potential for increased levels of activity when sites adjoining them are developed. However, most buildings adjoining them turn their backs to them, have blank walls at the ground level or are set back too far or too high to provide surveillance. Pedestrian movement is encouraged through the smaller spaces such as the Town Square, although this is afforded poor natural surveillance from streets because of dense vegetation on its periphery. In the squares in the Service Trades area cycle infrastructure such as bike racks have been erected to encourage such movement in these areas and there is good surveillance of the squares (refer Figure 28). These areas or open space are concentrated in the eastern part of the centre and are not currently located adjacent to centres of activity as intended for such spaces by the CPTED Code. Canberra College occupies a large area of open space with restricted access with a high fence around the perimeter and is not a centre of activity after dark, although is now includes an arts/cultural facility which does not seem to have increased levels of activity in this area. Taxis provide good natural surveillance in the vicinity of taxi ranks and there is understood to be a need for more spaces on Corinna Street and at the club entrances, which could be located on street frontages for better natural surveillance rather than at the rear in car parks. There is also a need for generally better circulation throughout the centre for taxis with the current street layout constraining convenient movement (refer Figure 29).

Figure 28: Good natural surveillance of Park in Service Trades Area

Figure 29: Taxi ranks provide surveillance of unsafe area near bus interchange viewed from opposite the bus interchange

In any future development of these sites or those adjoining them there is a potential to increase the levels of activity within them or on their periphery for better natural surveillance and mix of uses. Buildings located on street frontages such as those in the Service Trades area are critical to their providing natural surveillance of public spaces. One of the smallest areas of public space is occupied by the Town Square and east west links to the bus interchange and community facilities. It has reasonable natural surveillance with pedestrian movement encouraged through it during the day, but poor surveillance after dark due to poor lighting, colonnaded ground levels. There is little mix of uses within buildings which are dominated by offices and some retail on the Square, no adjoining uses on the link to the bus station, and community facilities and office along the western link, with poor natural surveillance from closed buildings after dark, poor sightlines resulting from cluttered space and poorly maintained landscaping. However these spaces have considerable potential to increase levels of activity as the centre develops.

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Figure 30: Restricted access to Phillip Oval with some surveillance from surrounding car parks

Figure 31: Uneven lighting of public car park west of the entrance Coles viewed from Corinna Street entrance to car park

Figure 32: No lighting of informal pedestrian route along Corinna Street and poor lighting of car park beyond

Figure 33: Very large car park north of the bus interchange does not facilitate good natural surveillance from adjoining uses

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Figure 34: Poor natural surveillance of temporary car park adjoining Easty Street

Figure 35: Poorly maintained planting obstructs sightlines into car park serving office buildings on Furzer Street

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Figure 36: Surveillance provided by mobile food van and patrons on Corinna Street after dark

Figure 37: Good lighting of footpath on northern exterior of Westfield, but dark beyond in public car parks and this paths leads nowhere nor is it signposted

Public spaces occupied by car parks are concentrated in the western part of the centre which is the focus of retail, commercial, office and community facilities. Many of these car parks do not have good natural surveillance due to: •

poor lighting;

•

the design of surrounding buildings without 'active frontages';

•

location adjacent to service areas which are dark and closed after hours;

•

location adjacent to, but set well back from, heavily trafficked roads; or

•

location adjacent to open space which provides no surveillance when not in use.

Exceptions to these are some of the recently developed office buildings which have good pedestrian routes adjoining them with the potential to encourage pedestrian activity and therefore surveillance of the car parks. Some of these buildings have active frontages where their main doors and ground level 51

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windows front roads and car parks, although a range of ground level uses including retail and community would increase surveillance. They provide little natural surveillance of the car parks or footpaths after dark as they do not generally include a mix of uses within one building. An exception to this is a mobile food van that operates after dark between car parks on Corinna Street providing good natural surveillance after hours (refer Figure 36).

Figure 38: Good pedestrian lighting along walkway adjoining new office buildings on Furzer Street but wall of darkness in car parks on left and no natural surveillance after dark

Figure 39: Good surveillance from adjoining buildings of car parks in Service Trades Area

Figure 40: Good natural surveillance of footpaths, and bike racks from ground level tenancies

Figure 41: Poor surveillance of entrance to and front door of Community Centre off Corinna Street

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Figure 42: Potential entrapment place along pedestrian path to Community Centre

Figure 43: Entrance to Youth Centre on Callam Street set well back from the street with no direct sightlines

Community spaces are also occupied by community buildings including the library, the health centre, and community centre, the senior's citizen centre, youth centre and Canberra College and the CIT. The educational facilities are situated on the eastern area and do not have good natural surveillance from adjoining uses, nor is pedestrian movement encouraged through them by the general public. There is however an opportunity to enhance the safety for pedestrians from the CIT by including it on the connecting route from the hospital to the centre and improving active frontages to is adjoining roads and encouraging a great mix of community uses. There is a potential for the College to improve surveillance and pedestrian activity by increasing the mix of uses on the site, increasing public use of the buildings and surrounding open space and improving or adding lighting to the pedestrian paths that link it to the centre. Those facilities located at the western end of the Town Square have poor natural surveillance from adjoining car park sites or the major road and its reserve to the west. There is a potential for improvement with the possible future renewal of these sites and improved pedestrian routes in the vicinity. Some of the above facilities and sites do not have clear entry points or legible routes through space associated with them (refer to the above figures). Most buildings are set well back from frontages resulting in entrances some distance from roads with poor sightlines for safety. Community facilities generally front a pedestrian route rather than a road and therefore do not have clear sightlines to entrances from levels of activity. Future redevelopment of these sites could improve opportunities for more active frontages and better natural surveillance from streets. There is an opportunity to upgrade the Youth Centre to improve lighting and visibility from the street and of the Town Park.

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Figure 44: Poor natural surveillance of Town Park on Callam Street

Figure 45: Reasonable natural surveillance of Skate Park from path but set back too far from Launceston Street

Figure 46: Poor natural surveillance of 'Snake Pit'

Children's Play/Areas Children's play areas are limited to the Skate Park and one facility within Eddison Park which is not visible from any road. This discourages families from using public spaces and as such limits levels of activity out of business and school hours. The centre has not been planned or designed with children in mind and if more families are to use the centre after business hours, there are many opportunities to improve play experience for children and young people.

Lighting Lighting of the above areas of open space and community areas varies, with newer car parks apparently complying with the relevant Australian Standards in accordance with the CPTED Code. Substandard illumination of the edges of, and along some movement routes through, parks and open space, community facility sites and along shared paths within the centre discourage pedestrian and cycle movement after dark. However, lighting may give a false sense of security so should only apply to designated safe routes which have the following characteristics: â&#x20AC;˘

natural surveillance from adjoining uses during the day and after hours;

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when security personnel provide safe movement to car parks for example; 54

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•

good sightlines between destinations;

•

good signage;

•

where buildings with active frontages face them on at least one frontage; and

•

where planting provides clear sightlines beyond the paths.

Generally pathways adjoining roads in and around the centre rely on the lighting of the road reserve which is often non-compliant for pedestrian use. A designation of safe routes through the centre should be the basis for improved lighting of pedestrian and cycle routes and all lighting in the public realm should comply with the Australian Standards for Lighting detailed in the CPTED Code (Figure 110: Pedestrian and Cyclist Accessibility)

Figure 47: Dark edges and hiding places around Youth Centre on Callam Street

Figure 48: Dark entrance to north south spine when viewed after dark from Town Square

Figure 49: Good lighting of Town Square viewed from the entrance to the Plaza but dark beyond in all directions

Figure 50: No functioning lights in underpass at Melrose Drive

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Figure 51: Uneven lighting along the colonnade around Town Square reduces safety for those using ATMs and the Square after dark

Signage Directional signage throughout the site is intermittent and it is unknown whether it complies with the AS Code on Signage which is a mandatory requirement for private development under the CPTED Code. There is a lack of signage or illuminated signage as follows: •

at or close to the bus interchange;

•

in the Town Square which is a central public area from which people have a choice of pathways to different destinations;

•

within all major car parks on routes to key destinations;

•

signs are not readily visible, or well illuminated for night time use;

•

they do not identify safe routes or provide information about alternative routes at night; and

•

are not part of system of signage for public areas.

However, the signage of the main north south shared paths on the east and west of the centre has good signage at intersections with routes to the centre. Signage is used in the Cemetery to draw the attention of users of this space to the risk of theft. The signage in the Service Trades area provides welcoming features to squares as shown in the figure below.

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Visitors Please: • Lock your car , • Remove your valuables • Report incidents to Cemetery office ' 24 hour video surveillance in operation ,

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Figure 52: Sign at entrance to Cemetery alerting motorist of crime issues

Figure 53: Restored sign in Service Trades Area welcomes visitors

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Figure 54: Good signs along north south shared path but unlit at night

Figure 55: Poorly maintained sign at entrance to ramp down to bus interchange from Town Square

5.3.3

Open Spaces Surround Buildings and the Design of Buildings

Safe entries to buildings, the design of foyers, car parks serving them, ground level uses, facades which avoid entrapment spots, and set backs from streets and pathways are all aspects that affect safety of spaces around buildings. Many entrances to buildings are located at the back of buildings, and face car parks rather than the street and footpath bounding them. Examples of these are the major club buildings which have opportunities to provide better natural surveillance of public spaces and street frontages. The location of building entries is shown on Figure 13 which illustrates redevelopment areas. Where buildings provide street frontage entrances facing unsafe locations such as car parks and parks, the safety of these uses particularly along the edges is improved. Examples of such buildings include: •

Juliana House; 57

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•

those to the south facing Bowes Court;

•

buildings on the western and southern sides of Corinna Street;

•

existing office sites subject to redevelopment on Furzer Street;

•

shopping centre facades and entries on the south part of Bradley Street; and

•

those in the Service Trades area facing streets and squares.

Most other buildings in the centre have unsafe entry locations with the potential for improvement in future redevelopments with road frontages. Examples include entrances to Westfield and David Jones as shown in the following figures.

Figure 56: No natural surveillance from inactive frontages of footpath from the eastern blank walls of Plaza

Figure 57: Edge of shopping centre west of bus interchange with colonnades and vacant shops providing poor natural surveillance and little lighting

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Figure 59: Change in levels and raised planter bed block potential views from potential active frontage of office building east of north south spine

Figure 58: Potential entrapment spot and movement predictor on main pedestrian route from bus interchange to Town Square

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Figure 61: Clear sightlines to main entrance of new office building from north south spine

Facilities such as the Woden Seniors' Centre, the Community Centre, Youth Centre, Canberra College and CIT have entrances set well back from roads, while the library, health centre and others have entrances facing the east west pedestrian route which will require major improvements to the design of this link if safety is to be achieved. Building entries provide opportunities to increase the level of pedestrian activity in well lit locations such as street frontages and to reinforce the main pedestrian and cycle routes as well as creating more active frontages. Some recent office developments including Sirius House have achieved this, although Scarborough House is an exception with its major entrances accessed from a pedestrian spine which is a movement predictor and potentially unsafe after dark.

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Figure 62: Good building design providing clear sightlines to front doors and surveillance of footpaths on Cavanough Street, but no lighting or directional signage along this route used by the hospital staff accessing the Centre

Figure 63: Good sightlines to building entrances from street and footpaths in new LDA development

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Figure 64: Buildings adjoining bus interchange provide no natural surveillance at ground level

Figure 65: Colonnaded frontage to lower level of Plaza near bus interchange create entrapment spots after dark

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Figure 66: New Police Station does not provide surveillance of footpath

5.3.4

Safety for Pedestrians and Cyclists

The centre suffers from poor pedestrian and cycling connections within, and between it and adjoining housing areas and the hospital in particular. Safe and convenient pedestrian and cycle routes are likely to increase the activity levels on these routes, thereby increasing natural surveillance and potentially reducing the dominance of vehicular traffic. However, these routes are currently non-compliant with numerous elements of the CPTED Code as detailed in Appendix 6. Key areas of deficiency include: •

indirect pedestrian links between the centre and the hospital and where they exist, lighting, signage and active frontages are deficient or the path is interrupted or incomplete;

•

where pedestrian crossings exist on Yamba Drive, they connect to unsafe routes into the centre by virtue of low levels of activity and no active frontages; connections across Melrose Drive for pedestrians and cyclists are limited to intersections with the exception of the underpass which is unsafe after dark and provides a link to unsafe routes within the adjoining residential areas, with the potential to provide additional traffic lit intersections at Worgan or Corinna Streets;

•

connections from the existing north south shared path on the eastern side into the centre are poor, grade separated or not aligned with roads;

•

the shared path on the western side of Melrose Drive is poorly lit is dependent on the traffic intersections at Launceston Street and Hindmarsh Drive and non-light activated crossing at Corinna Street for safe crossing;

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peripheral pedestrian paths along the major roads have poor natural surveillance due to lack of activity, separation from the centre by car parks and other large spaces such as Eddison Park, the Cemetery and redeveloping sites;

•

indirect connections between the bus interchange and other destinations within the centre are not well it, pass large car parks have poor sightlines to destinations, have dead-ends, poor signage and are generally not abutted by active frontages;

•

pedestrian links to the Service Trades area are generally good with recent upgrading of the intersection of Hindmarsh and Melrose Drives, although desire lines inevitably connect to public laneways into this area such as that on the northern frontage leading to Devine and Altree Courts and the footpath between these and the new intersection are poor, unlit and have no signage; the shared path on the western side of Athllon Drive suffers from poor natural surveillance from the rear of properties on the Service Trades area and poor maintenance of planting which at times obstructs sightlines; pedestrian and cycle routes along roads and through the squares of the Service Trades area are also connected to Melrose Drive by good links, although these are poorly maintained with graffiti infrequently removed;

• •

pedestrian movement through car parks is unsafe due to their size, lack of roads fronting some of their edges, poor lighting and no designated paths through them to safe routes to destinations;

•

there is a need for a safe connection between the Youth Centre and the bus interchange and other parts of the centre;

•

safe routes have not been identified in the centre where all the relevant CPTED principles could be applied.

There are opportunities for improvement as follows: •

there is an opportunity to identify safe routes in the centre where all the relevant CPTED principles could be applied;

•

roads within the centre provide opportunities for better pedestrian and cyclist movement, and to overcome the constraints of pedestrian only routes which are difficult to make safe after dark unless redevelopment sites exist such as that on the north west corner of the Town Square;

•

roads such as Easty Street, Wilbow Street, Callam Street and the eastern end of Launceston Street have the potential for improved pedestrian paths on the side most likely to have an active frontage with separate pedestrian lighting, good signage and planting that does not obstruct views of building entrances of new buildings on the street frontage; and

•

a new east west road connection providing a shared path connecting from Bowes Street to Bowes Place would take advantage of the main entries of existing buildings in this location and connecting via a new link to Furzer Street via a redevelopment of new offices to the west and thence to Corinna has the potential to be afforded natural surveillance from active frontages of buildings along this route for after hours use and a connection to the new bus interchange at grade.

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In summary, there is much potential to improve the safety of pedestrian connections within the centre and to adjoining areas, with redevelopment sites providing opportunities to achieve a higher level of natural surveillance from active frontages and a lighting and signage plan giving priority to designated safe routes. di 1=11

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Figure 67: Good lighting between new offices fronting Worgan and Furzer Streets but a 'dead-end link to dark Atlantic Street

Figure 68: Wall of darkness in planting on edge of east west link in vicinity of Library

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Figure 69: Moderate lighting of footpath on western side of Callam Street but no lighting between there and car park building showing hiding spots

Figure 70: Moderate lighting on Bradley Street restaurant strip but wall of darkness in car parks

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Figure 71: Narrow underpass at Melrose Drive is a potential entrapment spot due to lack of mirrors at each end and hiding places in middle

Figure 72: Potential entrapment places along ramp from bus interchange to Town Square

Figure 73: Poor maintenance of planting beside pathway on eastern side of Yamba Drive close to Kitchener Street creates potential hiding places

Figure 74: No pedestrian/cycle link into Bootle Place from hospital

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Figure 75: No footpath/cycle path on western side of Ainsworth Street

Figure 76: North south spine has good sightlines north and south but poor east west sightfines and natural surveillance

Figure 77: Poor maintenance of landscaping on pedestrian linkage to bus stop on Athllon Drive from Services Trades area

Figure 78: Unlit pedestrian paths on Melrose drive edge of centre

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Figure 79: Main east west pedestrian access between the Town Square and bus interchange has no surveillance or signage and inadequate lighting and sightlines and maintenance

Figure 80: North south linear shared path has poor natural surveillance, poor maintenance of buildings adjoining it and no lighting as viewed from pedestrian bridge east of the Woden Town Park

Figure 81: Desire lines from Melrose Drive through car park along unsafe route and from preferred Melrose Drive crossing point

Figure 82: Desire line to Woden Seniors' Centre is unformed

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Figure 83: Unsafe pedestrian route with poor lighting and entrapment spots between Atlantic Street and Worgan Street

Figure 84: Pedestrian route along the eastern edge of Melrose Drive passes poorly maintained sites, and ends with a right hand turn into unsafe route into centre

Figure 85: Typical new large car park on Furzer Street with no identified pedestrian routes connecting it with the desire lines across Melrose Drive

Figure 86: Pedestrian route on the eastern side of Melrose Drive is poorly lit, has no signage or good connections into the centre

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Figure 90: Shared path and legal art narrows under Launceston Streets and other streets, is unlit and has poor natural surveillance

Figure 89: Pedestrian route connecting from Bootle Place to Easty has no natural surveillance during construction of adjoining housing and is of insufficient width for a shared path

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Figure 88: Good connection from Hindmarsh Drive to Service Trades area but poorly maintained

Figure 87: Pedestrian link from Service Trades area to Melrose is a good connection by poorly maintained and signposted

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Figure 91: The only mid block pedestrian crossing of Melrose Street is narrow and unlit with entrapment spots at each end

Figure 92: East west shared path connecting to Canberra College is unlit and unsafe after dark

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Figure 93: Pedestrian path connecting the centre across Melrose Drive to housing on the east, has entrapment spots and is unlit with little natural surveillance of entrances

Figure 95: Poorly lit connection from new office along Atlantic Street to car park

â&#x20AC;˘ Figure 94: Poor natural surveillance of footpaths leading to car parking and shopping centre entrance from bus interchange

Figure 96: Uneven lighting of path connecting north south spine to new car parking, hiding places beside path

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Figure 97: Uneven lighting on north south pedestrian spine when viewed from the Town Square

Figure 98: Dead-end laneway creates entrapment place near vacant buildings on Furzer Street

Figure 99: Poor sightlines along east west connection from Corinna Street to bus interchange frequented by older people using the Seniors' Centre

5.3.5

Safety in Public Transport Settings

Public transport settings including taxi ranks, bus stops and the bus interchange. Bus stops within the central part of the centre are generally located for natural surveillance from adjoining active frontages and are lit by lighting associated with these uses. Bus stops elsewhere in the centre along the peripheral roads are generally safe during the day but unsafe after dark because they are unlit and have poor natural surveillance from adjoining uses. The new bus stops on the Melrose Drive and Launceston Street intersection is an exception and have good surveillance from adjoining dwellings and is lit.

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0 0 4 0 1 a s s o c i a t e `-'j s

The routes to bus stops are safe during the day but unsafe at night particularly from late night venues in the shopping centre to stops on Corinna Street as they have little natural surveillance from adjoining uses and are unlit. Signage within the centre providing direction to bus stops is poor. Bus stops in general are poorly lit by adjoining street lights and are usually not located to align with bus stops on the opposite side of the road to maximise natural surveillance. The bus interchange is in the process of redevelopment and its existing problems have the potential to be addressed in the new design. These safety problems include: •

poor image and run down appearance;

•

grade separation of the main east west pedestrian route through the centre to the central and western part of the centre results in entrapment spaces, poor sightlines, poor visibility of and from adjoining uses;

•

there is considerable distance from the interchange to community facilities on the western side of the centre, adversely affecting older people and young people in particular who have to walk along a route that has poor natural surveillance, poor lighting and signage and in part poor sightlines and visibility from adjoining uses;

•

the bus interchange is only intermittently staffed which may be a deterrent for potential offenders but raises levels of fear amongst passengers waiting after dark for buses;

•

there is currently nowhere to go for help or any alarm buttons; and

•

adjoining uses do not provide natural surveillance of the bus interchange.

The bus interchange comprises a major part of the public realm and its image and quality of design is critical to perceptions of safety in the centre. This study is timely in that there is an opportunity to address the above issues in the design and relocation of the bus interchange.

Figure 100: Dark pedestrian ramp linking north south spine to Atlantic Street

Figure 101: Poorly maintained periphery of bus interchange with poor pedestrian connections to surrounding uses when viewed from Bradley Street

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Figure 102: Bus interchange is well maintained at the bus stops but poorly maintained beyond with poor connections to the centre as a whole

Figure 103: New bus stop on western side of Melrose Drive is well located with natural surveillance from adjoining housing

Figure 104: : Poor and uneven lighting in Colonnaded area west of bus interchange on Bowes Street

5.3.6

Safety of Utilities and Facilities

These sites include ATMs, shopping centre delivery and storage areas and public toilets. ATM location is generally good for day time use, but where they are situated under poorly lit, colonnaded areas such as those on the edges of the Town Square, the safety of users is compromised. Where they are located in shop fronts with active frontages such as on Corinna Street, they are lit and have good natural surveillance and are therefore safer. The shopping centre delivery and storage areas are generally poorly lit and on the eastern and southern edge of the shopping centre facing Corinna Street, they create barriers to safe movement, are located opposite large carks and have therefore provide no natural surveillance of pedestrian movement routes and are potential entrapment spaces for pedestrian between destinations. These areas should be gated after hours, footpaths widened and lit or pedestrians encouraged by lit crossing points and signage to use footpaths on the opposite sides of the road where there are some active. However, this part of the centre is dominated by car parks on both sides of Corinna Street and where new uses such as restaurants and clubs have emerged, the car parks serving them on the street frontage limit the value of these active frontages. Along such important routes after hours uses such as restaurants should be situated close to the street frontage to provide natural surveillance of unsafe routes and where possible the car parks on one side of the road redeveloped for a greater mix of uses. 72

O. bell planning ***associates Public toilets are an important element in shopping centres of this scale as they facilitate use by a range of user groups. The shopping centre provides toilets in the private realm, but those in the public realm are limited to temporary facilities in a poor location close to the bus interchange. If families and older people are to be encouraged to use the centre after business hours, a distribution of public toilets in safe locations is required. They should be located facing spaces with high levels of activity, with visibility from busy roads and footpaths and located in relation to the spaces they serve, such as parks, Town Square and other gathering places in the public realm.

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Figure 105: Potential entrapment place in recess of disused public toilets close to bus interchange

5.3.7

Figure 106:Potential entrapment spots at ATMs in colonnaded ground level around Town Square after dark

Other Issues

Management and Maintenance The generally poor image of the external areas of the Centre reduces safety for people using these spaces, particularly at night. This image is a result of poor maintenance, vacant tenancies, run down public realm and a general lack of territorial responsibility. There is poor delineation of the public and private realm and apart from the internal Westfield Plaza there is no clear definition of boundaries or responsibility for upgrading and maintenance. During this period of renewal of the centre there has been a trend to allow some buildings and spaces to run down while new development is being planned and implemented. This image has led to a proliferation of graffiti and vandalism in many areas which is not removed or repaired in a timely manner. There does not appear to be a coordinated approach to the management and maintenance of the centre which results in a poor image which reduces feelings of safety and increases the prevalence of property crime.

Structure and Land Use Mix Attention to the mix of uses to support safety in the centre is a priority of the brief, although it is not included as a provision in the CPTED Code. The WTC Safety Audit revealed that the community thought the lack of land use mix to be a weakness of the centre and suggested that increasing the liveliness of the centre at all times could be achieved by introducing more residential development. The night time economy of the centre is poorly developed and limited to the internal private spaces of the mall and the clubs. A greater attention to this function of the centre will increase safety if there is a mix of night time uses. A concentration of night time uses such as late night venues has been found in other major centres such as Civic will result in crime problems. However, then these uses are distributed throughout the centre and mixed with other evening uses, there is a greater level of natural surveillance for safety.

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***associates

Land use can be achieved through horizontal mix along streets and vertical mix within buildings. A mix of residential and retail/commercial on the ground levels of higher density development will increase feelings of safety. The single 'zoning' of the centre, into office, community, retail and commercial, has led to large areas that are isolated after dark. A greater mix within areas will improve safety. The Service Trades area provides a good example of how this can be achieved along a grid system of roads, interspersed with smaller open spaces and after hours uses and provide an opportunity for further enhancement of this by the inclusion of higher density development within this area.

Future Vulnerable uses The Woden Town Centre is entering another phase of development which will increase the worker and residential population which in turn is likely to lead to a greater demand for a range of after hour's uses such as recreation, arts and cultural activities and late night venues. Where these facilities include alcohol licenses there may be an increased risk of crime and anti-social behaviour. The Manual raises a number of issues for consideration in the planning and design for such uses as follows and where verbatim shown in quotes: •

street level activities generated by after hour's restaurants, recreational activities and theatres opening onto the street;

•

'encourage night-time uses through a mix of commercial uses with differing closing times'; and

•

Ensure that routes to and from clubs and entertainment facilities do not lead directly through residential areas.

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6. Woden TC Problem Areas, Risks and Actions 6.1. Introduction The results of the WTC Safety Audit Review, the consultation with stakeholders and the results of the safety assessment have been synthesised to identify problem areas and risks. The following problems have been grouped into: •

edges

•

safety in open spaces and community spaces

•

open spaces surrounding buildings

•

safety for pedestrians and cyclists

•

safety in public transport settings

•

safety of utilities and facilities

•

structure and land use mix, and

•

management and maintenance.

Each element suggests actions as recommendations with priorities indicated for high (H), medium (M) or low (L). Where possible each problem area is illustrated with an indicative illustration in the figures ranging from Figure 107 to Figure 110.

6.2. Problem Areas and Actions Table 6: W o d e n T o w n Centre Problem areas and actions

Problem Areas 1.

Edges

Action/recommendations 1.1. 1.2. 1.3.

1.4.

All edges to be given priority to upgrade and improve pedestrian routes, landscaping and signage (refer Figure 107) All peripheral road reserves within the centre to include conversion of footpaths to shared paths include separate lighting and signage and good connections into the centre All large open spaces on the edge including Eddison Park, Canberra College, CIT, playing fields and the Cemetery to be more accessible to increase levels of activity by limited development of edges and improved pedestrian/cycle routes along their edges Location of bus stops on the edges to be lit, located for maximum surveillance from adjoining uses, aligned with bus stops on the opposite side of the road and with safe routes connecting them into the centre and to adjoining housing areas and the hospital

Priority

NI H

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Figure 107: Edge Effects Problem Areas

Action/recommendations

2.1

Improve access to open spaces areas with restricted access to increase levels of activity and improve natural surveillance

2.2

All large areas of open space such as Eddison Park, Arabanoo and Town Park, educational sites and playing fields to have well lit footpaths along peripheral roads such as Launceston Street, Yamba Drive, Melrose Drive and Hindmarsh Drive, and Callam Street, or where these routes are unsafe improved lighting and footpaths on the opposite sides of roads fronting them. All future development sites fronting the drainage reserve to have small setbacks, active frontages and lighting of these routes Cycle and pedestrian routes through Arabanoo and Town Park to be improved with pruning of existing planting to improve visibility around edges and future development on the periphery to overlook them and include roads fronting them All future development of sites of community spaces and open spaces to include new buildings on street frontages with active frontages and good visibility of

Open Spaces and Community Spaces

2.3 2.4

2.5

2.6

2.7 2.8

entrances Future development of the Town Square to remove colonnades, include mix of afterhours uses at the ground level and residential development for a mix of uses and have good signage to destinations beyond Town Square to have improved pedestrian links to bus interchange and community facilities and office beyond with improved lighting, clear sightlines and signage Amend relevant policies to encourage the provision of mobile food vans in unsafe areas such as car parks, isolated streets and public spaces after dark

Priority

m m H

H L

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Figure 108: Public Spaces Problem Areas

Action/recommendations 2.9

2.10 2.11

2.12

2.13

2.14

Open Spaces

3.1

surrounding

Public car parks to have improved lighting, better maintenance of landscaping, designated pedestrian paths within them linking to adjoining pedestrian routes, active frontages of buildings adjoining them TAMS to facilitate the appointment of security patrols of all public car parks and the north south and east west pedestrian spines Community spaces occupied by community buildings to be located with more convenient and safe access to public transport stops, future redevelopment of these sites to ensure new buildings have street frontage with active frontages and clear sightlines to entries and better natural surveillance of associated car parking Children's play to be an integral part of centre redesign to encourage families with children to use the centre during and after business hours and increase levels of activity A Lighting Strategy for the centre to be prepared including all external spaces both public and private to guide future development and ensure all spaces are well lit, particularly pedestrian and cycle routes within and adjoining the centre in accordance with the relevant AS on Lighting A Signage Strategy be prepared and implemented with the centre for all public external spaces particularly at the bus interchange, in the Town Square, along designated safe routes for pedestrians and cyclists Adopt a policy of active frontages for all new buildings and existing and proposed roads (refer Figure 109)

Priority

H H

buildings

3.2 3.3

Building entries in all new developments to be located on main street frontages with clear and well lit rear entrances where car parks abut them Where existing buildings have entrances facing roads, these are to be upgraded to be

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Problem Areas

Action/recommendations

3.4 3.5 3.6

lit and have clear sightlines of footpaths and roads All new buildings facing designated safe routes to have active frontages to roads and where possible mix of uses horizontally at ground level and where possible vertically Redevelopment of sites of existing car parks to include roads on at least 3 sides of these spaces for improved surveillance Existing buildings with rear entrances to improve sightlines from active edges by pruning of planting for visibility and lighting of routes to these entrances

Priority

M M M

Figure 109: Active frontages 3and mix of uses

Active frontages provide natural/passive surveillance of adjoining public spaces and of ground floor premises from these spaces and are created by a mix of uses, with doors and windows facing the street or public space.

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Figure 110: Pedestrian and Cyclist Accessibility Problem Areas

Pedestrian and Cycle Safety

Action/recommendations 4.1

Designate safe routes throughout the centre and connecting it to adjoining areas as described below (refer Figure 110)

4.2

Improve and upgrade the existing pedestrian route from the Hospital via Kitchener Ave along Bootle Place and Cavanough Street and convert this to a shared path Improve the existing new routes from the hospital to Ainsworth street between the playing fields to Bootle and Cavanough and convert this path to a shared path Upgrade, light, improve signage and convert to shared paths, all existing paths on the periphery of the centre along Melrose Drive, Launceston Street, Yamba Drive, Hindmarsh Drive and Athllon Drive Upgrade, introduce new where non-existing and light with pedestrian lighting, improve signage and where recommended by the cycling expert, paths on each side of Callam Street, Easty Street, Furzer Street, Bowes Street and Bowes Place, Corinna Street, Neptune Street and its extension to the east, Atlantic Street, Worgan Street, Kelt Street and Brewer Street Introduce new, lit and signposted pedestrian routes through car parks including corner of Corinna Street and Melrose Drive connecting through car park to the new offices and thence to Matilda Street, from the intersection of Melrose Drive and Hindmarsh Drive, Introduce a new pedestrian crossing on Melrose Drive between Launceston and Hindmarsh Drive as a safe alternative to the underpass Improve the connections for shared use paths between the north south routes on either side of the centre, particularly between Easty Street to Matilda Street through the Callam offices site, and through to Furzer Introduce new or strengthen existing pedestrian paths by lighting them, providing signage, by widening them with good sightlines to destinations from the bus

4.3 4.4

4.5

4.6

4.7 4.8

4.9

Priority

H H H

NA H

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Problem Areas

o c i a t

Action/recommendations

interchange through the Town Square to Corinna Street, from Callam Street, via Matilda Street to Furzer Street 4.10 Improve the pedestrian routes on the southern side of Hindmarsh Drive north of the Service Trades area and improving lighting and signage on the laneways connecting this to the area 5.1 Bus stops to be lit and connected by lit pedestrian routes to main roads and other Publictransport destinations

Priority

settings 5.2 5.3 5.4 5.5

5.6 5.7

5.8 5.9

Safety of Utilities and Facilities

Structure and land use mix

6.1

Delivery and storage areas to be fenced and gated for safety and lit after hours

6.3

New developments to provide natural surveillance of pedestrian routes beside delivery areas or an alternative lit pathway A new approach to zoning of uses within the centre should ensure a mix of uses throughout the centre and within each site to achieve higher levels of activity and natural surveillance

7.1

7.3

7.4

Management and Maintenance

More spaces within bus interchange and at taxi ranks to have enclosed waiting rooms which are served by CCTV and alarm points for after hours safety and have good visibility of adjoining streets The edges of the bus interchange to front roads with good surveillance from ground floor active frontages to buildings facing it. Provide good directional signage within the bus interchange to other key destinations within the centre Public toilets to be provided in several locations within the centre, in the bus interchange, on the Town Square at least, on active street frontages and lit for after hours use and safety

6.2

7.2

Taxi ranks to be located with good natural surveillance from adjoining streets and buildings Improve the pedestrian connection between the bus interchange, the Town Square, office areas, community facilities and the Plaza with clear sightlines between them Improve the pedestrian connections from the bus interchange to Bowes Place and Callam Street The bus interchange to provide active frontages to Bowes Place, Callam Street and Bradley Street with a greater mix of uses within the centre including small tenancies likely to open after hours Provide staffing in the bus interchange

8.1

8.2

8.3

8.4 8.5

8.6

The existing grid road system to be enhanced by the connecting or reopening of closed roads, introducing new east west road links and ensuring that future redevelopment of sites such as the Plaza do not result in any future closing of road. This will improve connectivity within the area and increase safety. Integration of the centre with adjoining residential areas, the Service trades area and hospital will require better pedestrian connections between them to overcome the dominance of, and barriers formed by, peripheral roads. Investigate the potential for a 'Night time Economy' in the centre and compliance with the provisions relating to the location and distribution on late night venues the Code Overall centre management should be coordinated and facilitated by a centre management group or manager to ensure implementation of the Master Plan (refer to CBD Committee) Maintenance of the public realm should be improved including pruning of planting to ensure good sightlines, rapid removal of graffiti from walls and structures facing the public realm whether private or public Improved public realm facilities to encourage people to gather and create active and vibrant places by providing additional seating, rubbish bins, information stands, signage and shelter On leased sites, the spaces around buildings should be well maintained where they face the public realm and pathways in particular. Vacant sites should be subject to maintenance and management requirements including removal of graffiti and vandalism, fencing of unsafe areas to hide damaged and vandalised properties, with signs to indicate future uses, and maintenance of landscaping Clear boundaries between the public and privately leased land should be ensure that areas of responsibility for maintenance and upgrading of the public and semi-public

L H H H

M M

1-1 H M

m H

nil H

ri M

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Problem Areas

Action/recommendations

8.7 8.8

8.9 8.10 8.11 8.12

8.13

realm are understood and acted upon Improve the maintenance and signage on the pedestrian laneways between the Service Trades area and Melrose Drive Private sites to be encouraged to adopt a 'Target Hardening' approach to semi-public spaces including fencing and gates to eliminate hiding places and entrapment spots where they abut pedestrian movement routes Security personnel to provide surveillance of all areas o f public realm after dark and out of business hours Management authority to establish 'rules' of behaviour in the centre in collaboration with Westfield Planning and design of spaces and infrastructure for children and youth throughout the centre Establish a communication strategy regarding use of spaces in the centre and directional and informational signage, with a view to the development of a Signage Strategy Relax existing rules regarding temporary and transitional uses on vacant sites to provide activation of public spaces

Priority

M m H H M

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7. Safety Assessment â&#x20AC;&#x201D; Mawson Group Centre 7.1.

Introduction

The study brief required the consultant to undertake a comprehensive assessment of all public space in the Mawson Group Centre including car parks, public toilets, bus stops, parks, the open space surrounding buildings and pedestrian and cycle paths, giving particular regard to lighting, the mix of uses, surveillance and access. Additional aspects of the safety of public spaces covered by the Code include elements of travel and access including public transport settings; services including ATMs, local waste storage facilities, delivery and storage facilities and public toilets are also included in this safety assessment. In undertaking this assessment, consideration has been given to issues that have been reported to be of concern to different age and stakeholder groups, office workers and shoppers as well as agency and community organisations (refer Sections 2 & 4) and an initial assessment using aerial photography. Key issues were derived from these and a review of international literature and relevant local documents. Demographic and crime data analyses have also been undertaken to identify crime risks and vulnerable groups. The findings of the safety assessment are summarised in Section 7.3 and when combined with stakeholder consultation and data analysis, initial issues identification are synthesised to identify problem areas and risks in Section 8.

7.2.

Findings of Stakeholder Consultations

The collective findings of the key stakeholder consultations as they relate to Mawson Group Centre are presented in the following Table 7: Findings of Consultations with Key Stakeholders on Mawson Centre using the headings of the questionnaire (Appendix 4). These consultations revealed that there are few crime incidents apart from anti-social behaviour in some parts of the centre and adjoining housing areas, unsafe pathway on the southern side of Mawson Drive and at the rear of the Mawson Club and some bicycle theft. The presence of large numbers of young people moving from the Melrose High School and Marist College nearby to the Centre is perceived to raise levels of fear. However the safety of these young people walking between the school, bus stops, the centre and adjoining housing areas is also raised as an issue. The lack of safe paths between the housing areas on the east and west and the centre is perceived to be of major concern as most of these paths are unlit and informal and therefore unsafe after dark.

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Table 7: Findings of Consultations with Key Stakeholders on Mawson Centre MAWSON GROUP CENTRE QUESTIONS 1.

Are you aware of any centre wide community safety issues in the centre?

RESPONSES •

Few incidents of crime according to the AFP with the exception of Mawson Place where assaults and armed robberies have occurred

• • • •

Anti-social behaviour in the southern car park Congestion and poor access to taxi rank opposite the Mawson Club may lead to incidents Unsafe pathway along Athllon Drive to Mawson Bicycle theft is an issue Unsafe at the back of the Mawson Club and along Mawson Drive on Friday after dark

If so, where are these issues present? During the day or after hours, weekday or weekend?

•

In other centres in the ACT there are a number of common safety issues. Do you think any of these apply to Mawson? Condition or image of public transport stops a. b. Safety in car parks Threats to personal safety in particular locations c. d. Poor pedestrian access between surrounding uses such as housing and centre Under-utilisation of open spaces e. Are you aware of any current crime, antisocial behaviour or disorder issues affecting the site?

•

Poor pedestrian access across Melrose Drive particularly for students walking to and from the High School, bus stops and the Centre

•

Mawson Drive is unsafe for children crossing and location of bus stop is too far to walk from Centre

•

Anti-social behaviour and pockets of crime in the housing areas to the east

If so, what types of crime or crime related issues are there?

•

large numbers of young people moving from the school to centre and to adjoining housing areas

What might be the likely fear of crime issues affecting people using the area?

•

Walking to the Centre along Mawson Drive after dark

Do people feel safe waiting for public transport there, and are you likely to feel safe there after dark?

N/A

If so, what are the locations affected? E.g. bus interchange, public spaces, within buildings, in car parks

N/A

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MAWSON GROUP CENTRE QUESTIONS 9.

Are there any particular 'hotspots' in the centre? E.g. licensed premises

RESPONSES At the rear of the Mawson Club

10. What age groups are affected by safety concerns?

N/A

11. Who are the offender groups? (if known)

N/A

12. Are there conflicting user groups using the centre?

Large numbers of high school students and other users of this small Centre

13. Are there concentrations of particular age or user groups during the day or after dark? 14. Do local residents/workers walk to the centre?

See above

15. Is it safe to walk from the adjoining medium density housing are to the Centre? Are there any other safety issues associated with these adjacent uses? 16. Are there any movement routes e.g. pedestrian routes, routes connecting to adjoining areas that are unsafe or perceived to be unsafe? 17. What would you identify as 'Designated Safe Routes' to and within the centre?

No, no direct paths and others unlit

18. As far as you know, is the centre well maintained and managed? E.g. footpath surfaces, public spaces 19. Are there any mechanical surveillance systems in place e.g. CCTV or patrolled areas by security personnel

N/A

â&#x20AC;˘

Mawson Drive after dark

â&#x20AC;˘

Mawson Drive and Athllon Drive and associated shared path

N/A

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7.3.

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s s o c a s s o c

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Key issues

As a precursor to the formal site assessments, a brief analysis of the aerial photos of the Mawson Group Centre revealed the following broad issues which may have safety impacts: •

edge effects of the Mawson Drive and Athllon Drive bounding this precinct results in barriers to east west and north south pedestrian and cycling connection. Large expanses of road reserves; open spaces and parks on the west and south form weak edges to this centre of activity and the presence of major clubs on the eastern side form a barrier to east west movement on this edge;

•

poor pedestrian environment with informal, unsafe linkages across Athllon Drive connecting to the housing to the west; and high embankments and lack of east west streets on the western side of the centre, create barriers to safe pedestrian movement; and

•

undeveloped, vacant sites in the south west corner of the centre have resulted in areas with poor surveillance and unsafe car parks adjoining it.

These issues were further refined following the literature review and the findings of the stakeholder consultation and safety assessment. These were: •

edge effects

•

unsafe open spaces

•

unsafe pedestrian access and connectivity to adjoining housing areas

•

unsafe public transport settings;

•

poor maintenance and management of public realm; and

•

lack of land use mix.

These issues informed the site assessments which were undertaken during late night shopping at Mawson Group Centre on the evening of Thursday 28th March; and during the day from the 26th _ 286 March. These assessments were undertaken on foot and also on bicycle during the 'Saddle Survey' on the 27th March. The assessments on foot used a safety Site Assessment form (Appendix 5) which is designed to reflect the CPTED headings in the Code. The Code does not cover all issues required to be addressed. In particular, mix of uses, public/private ownership and management and maintenance which were found to be issues throughout all site assessments are covered separately.

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7.4. 7.4.1

Safety Assessment Findings Introduction

The following Table 8 provides an overview of general site safety while the results of the full safety assessment are included in Appendix 7 Table 8: General Site Information for Mawson Centre: General Site Information for Mawson Group Centre

General Impressions What were the key impressions/issues raised by stakeholders consulted about these sites?

See section 3 for the full report on the stakeholder consultations. In summary the stakeholders did not raise any crime-related issues apart from the anti-social behaviour near the tennis courts, at the rear of the Mawson Club and in the adjoining housing areas and the unsafe pedestrian routes on Mawson Drive

What are your gut reactions to this place?

The Centre has a rundown feel about it and 'public' and 'semi-public' areas are poorly maintained and need upgrading

How comfortable do you feel? What makes you feel this way?

I felt safe during the day, albeit isolated on the edges where pedestrian route to the centre are poor. At night, I felt unsafe around the edges of the centre.

Demographics Shoppers, students

Who are the likely users of the space? Who are the stakeholders for the locations?

Residents, retailers, shoppers, Melrose High School and Marist College and its students

Land Use What are the various uses of the area and surrounding area?

There is a mix of land uses in the centre, with housing on the east and west, vacant land to the north and playing fields to the south.

Crime Issues What might be the likely crime, antisocial behaviour o r disorder issues affecting the site?

Vandalism and graffiti, theft from vehicles and theft of vehicles, and anti-social behaviour

What m i g h t be t he likely fear of crime issues affecting people using the area?

Dark and isolated pedestrian routes to adjoining housing areas and the school reduce safety for those walking or cycling to the centre. Fear of theft and threat of assault when patrons are leaving the various clubs, educational facilities and other after hours uses after dark.

bell planning 0 0 . a s s o c i a t es Isolation

Does the area feel isolated?

All edges of the Centre and routes to adjoining areas feel isolated after dark

Is it easy to predict when people will be around?

Yes, during business hours only

Do you feel safe waiting for public transport here, and are you likely to feel safe here after dark?

I would not like to use the bus shelter on Athllon Drive after dark

Is there access nearby to seek help?

N/A

7.4.2

Edge Effects

Mawson Group Centre has major edge effects which have a serious impact on safe access to the centre and natural surveillance of public and private space. These effects are described in more detail in the following sections and relate to: •

the major barrier created by Athllon Drive to the housing areas to the west (refer Figure 113);

•

a high embankment preventing access to and from the housing areas to the east (refer Figure 114);

•

major Melrose High School and Marist College playing fields to the north west; and

•

District playing fields offering no surveillance or activation to the south.

These constrain access to the centre by pedestrians who must walk along unsafe routes to enter the centre, and which reduces the levels of activity in public spaces during the day and after dark.

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Figure 111: Well worn informal pedestrian desire line linking the centre to the suburb of Torrens on the western side of Athllon Drive

Figure 112: Public laneway connecting Torrens to the north south shared path and to informal crossings of the Athllon Drive to unsafe routes to the centre

Figure 114: High embankment prevents direct pedestrian movement to the centre from housing on east

Figure 113: Informal pedestrian route on eastern side of Athllon Drive connected housing to bus stops

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Figure 115: Rear of commercial properties are poorly maintained and provide no natural surveillance of public land in Athllon Drive road reserve

Figure 116: Southern car park in the centre has no natural surveillance from adjoining uses and is poorly connected to the centre across the drainage channel

7.4.3

Safety in Open Spaces and Community Spaces

Open spaces within the centre comprise a small network of pedestrian routes in the shopping centre, the tennis courts in the south east corner and car parks on either side of Heard Street and south of Woolworths and east of the tennis courts. A separate Park and Ride facility is located outside the boundary of the centre in the Athllon Drive road reserve to the west, the Athllon Drive linear green space to the north, Melrose High School and Marist College playing fields are situated to the north west of the centre and district playing fields to the south. In short, the centre is bounded on three sides by large open spaces which provide little natural surveillance or active frontages. However the future housing to the north has the potential to activate the northern edge of the centre. Safety in the car parks in the centre varies as follows: •

those parking areas on the western side of Heard Street benefit from active frontages of the external tenancies of the shopping centre facing this car park;

•

the parking spaces to the eastern side of Heard Street have little surveillance from buildings to the east as they are set up at a much higher level, have low levels of use and are in part vacant of the shopping centre;

•

The car park immediately to the south of Woolworths has good surveillance from this and part of the Mawson Place active frontage;

•

The southernmost car park has poor surveillance generally, abuts vacant and has poor pedestrian connections from the north across the draining channel.

1 *1 bell planning 001101associates Playing fields to the south provide no surveillance of the centre and the vacant land in the south western corner and the wide road reserve to the west forms an unsafe and poorly maintained area criss-crossed by informal tracks connecting to the housing to the west. This detracts from the image of the centre. There is a potential for the future development of the vacant land to provide some surveillance of the southernmost car parks and the road reserve. Beyond Athllon Drive to the west, it another wide strip of road reserve within which a north south shared path is located. Connecting to this path from the west is a series of footpaths along unsafe laneways from Batchelor Street within the housing area. Mountevan Road forms part of the eastern edge of the centre and is lined by car parks and the backs of the service club buildings on its western side and a high retaining wall on the eastern side. This street provides a narrow pedestrian link to the shopping centre between the service club buildings from some of the housing to the east. The edges of open space create a challenge for any further development of the centre which is likely to continue to be inward looking due to the major barriers formed by these spaces.

Figure 117: Poor surveillance of the main public car park from high level club buildings on eastern side of centre

Figure 118: Good natural surveillance of footpath and road from shopfronts in Mawson Place

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Figure 120: Poor natural surveillance of public pathways within shopping centre

Figure 119: Poor natural surveillance of footpath on southern side of Mawson Drive from street or buildings adjoining it

Figure 121: Blanked out windows obstruct natural surveillance of network of public pathways within centre

Figure 122: Poor maintenance of planting and no lighting on pedestrian link between Mawson Place and the public pathways within Centre

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Figure 123: Barbed wire and fencing prevents movement from housing to centre on foot

7.4.4

Figure 124: No natural surveillance of public footpath on southern side of Mawson Drive within centre

Unsafe Pedestrian Access and Connectivity

Pedestrian access to the centre from the adjoining housing areas is adversely affected by the layout of these areas. On the eastern side there are no east west connecting roads to provide convenient pedestrian movement to the centre, so these residents have to walk along Heard Street from the south, or west along Mawson Drive. These routes have poor natural surveillance from the development adjoining as the tennis courts and high retaining wall limit surveillance along Heard Street and buildings on Mawson Drive provide no surveillance of the footpath on the southern side of this road and planting obstructs visibility from this road. The housing area to the west of Athllon Drive has a street layout which encourages pedestrians to access the centre via Batchelor Street which is a north south street with laneways between houses and through the road reserve. However, the desire lines are via the east west laneways and along the shared path on the road reserve or across Athllon Drive at various points before the intersection. These routes are unsafe after dark, have no surveillance from adjoining housing and result in a circuitous route to the centre. Housing immediately to the north on Mawson Drive has more direct access across this road. Secondary School children access the centre from the intersection of Mawson Drive and Athllon Drive, taking a short cut through the Park and Ride facility via informal paths across the road reserve or the link road into Mawson Place. Large numbers of young people from Melrose High School and Marist College come to the centre after school and are perceived by some to be a safety concern. In summary, pedestrian movement to the centre is poor, circuitous and generally unsafe. The topography of land to the east does not lend itself to convenient connections although Mountevan Street has the potential for better natural surveillance from redevelopment of the service clubs side and housing to the east. There is potential for future redevelopment of the centre and environs to provide 92

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between connections across Mawson Drive from future housing on the linear park, from an additional pedestrian crossing across Athllon Drive and by redevelopment of the housing to the east to provide better connections.

Figure 125: No lighting of pedestrian link between Mawson Place and pedestrian network in centre

Figure 126: The only public pedestrian pathway linking the centre to the housing in Mawson to the east via the rear car park of the Mawson Club

Figure 127: Large numbers of school children walking from the Melrose High School and Marist College on western side of Athllon Drive to the centre on narrow footpath with no lighting

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Figure 128: Poor pedestrian connections to the centre through housing in Mawson on east

7.4.5

Figure 129: Unsafe pedestrian routes to centre from housing in Mawson to east

Unsafe Public Transport Settings

The Park and Ride facility on the north eastern side of the centre is associated with a bus stop and bike storage facility in this location. These facilities have poor natural surveillance from the car park but are located close to the intersection which provides some surveillance. However, these facilities are considered to be unsafe after dark. Another bus stop is located some distance along Athllon Drive on the western side and is isolated, with poor visibility as it is approached from the south and is abutted by a high fence surrounding the Melrose High School playing fields. However it is situated close to the road and beside the major north south shared trunk route path. This bus stop is not conveniently located for the passengers it serves from the school and housing areas to the south west and east. Within the centre is a well located bus stop opposite the Mawson Club building with good natural surveillance from this facility and the shop fronts adjoining it and is well it with integrated lighting. Bus stops in general are poorly lit by adjoining street lights and are usually not located to align with bus stops on the opposite side of the road to maximise natural surveillance. An example of such a poor location are the two bus stops on Athllon Drive serving the secondary college and the Mawson Centre which are located on different sides of the intersection with Mawson Drive.

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Figure 130: Poor natural surveillance of Park and Ride from backs of properties in Centre

7.4.6

Figure 131: Informal pedestrian link through drainage channel to Park and Ride on Athllon has poor natural surveillance

Poor Maintenance and Management of Public Realm

The public spaces within and surrounding the centre are poorly maintained with the central pedestrian network within the shopping centre requiring an upgrade (refer Figure 120 and Figure 122). The Athllon Drive road reserve attracts much informal foot traffic and the rear of properties along Mawson Place has vandalism, graffiti and rubbish along this edge (refer Figure 111, Figure 112 and Figure 113). Rear fences along this side of the centre have been removed or broken and the planting between this and the road is poorly maintained and provides poor visibility of these properties. There is a potential to prune the planting to provide some surveillance from the road, reinstate fences to create barriers to informal pedestrian movement across the reserve and encourage pedestrians to use the designated pathways to the intersection. However, this north south shared path is unsafe after dark and would require lighting and the pruning of plants between the road and the housing in order to achieve some surveillance along this route. Another option would be to acknowledge that this informal pedestrian movement occurs and provide another north south shared path on the eastern side of Athllon Drive with a pedestrian activated crossing and thence several east west links to the centre.

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Figure 132: Road Reserve between the centre and Athllon Drive is poorly maintained

Figure 133: Poorly maintained public infrastructure including rubbish bins and paving in public spaces in centre tf21

Figure 134: Unsafe pedestrian connection from upper level of centre to Mawson Drive past vacant and poorly maintained and barricaded properties

Figure 135: Graffiti on wall of abandoned property facing public footpath on Mawson Drive

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8. Mawson Group Centre Problem Areas, Risks and Actions 8.1.

Introduction

The results of the consultation with stakeholders and the safety assessment have been synthesised to identify problem areas and risks. The following problems have been grouped into: •

edges

•

safety in open spaces and community spaces

•

safety for pedestrians and cyclists

•

safety in public transport settings, and

•

management and maintenance.

Each of the above problem areas have been refined into a series of actions as recommendations with priorities indicated for high (H), medium (M) or low (L). Where possible each problem area is illustrated with an indicative illustration and photos.

8.2.

Problem Areas and Actions

Table 9: Mawson Problem Areas and Actions Problem Areas 1.

Edges

Action/recommendations 1.1.

1.2.

1.3.

1.4.

1.5.

1.6.

That the Athllon Drive road reserve between the centre and housing to the west be given a priority for upgrade in order to improve the safety of pedestrians accessing the centre from this direction, and improve pedestrian routes, landscaping, lighting, landscaping and signage That future development of housing areas to the east include new east west pedestrian connections to the centre, and in the intervening period be required to reinstate original paths that have been closed. The future redevelopment of the service club sites on the western side of Mountevan Street include active frontages to this road for natural surveillance, or combine frontages with open rear well lit car parking similar to the Mawson Club. That the owner of the vacant Serbian Club site be required to remove graffiti and temporary screens to improve the image of this part of the centre and increase safety for pedestrians using Mountevan Street and Mawson Drive frontages to this property An additional taxi rank be installed at the southern entrance of the shopping centre All future redevelopment of the shopping centre have entrances that face streets and active frontages

Priority

[vi L

rvi H

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Figure 136: Mawson Centre edge effects Problem Areas 2.

Safety in Open Spaces and Community Spaces

Action/recommendations

2.1. That in future redevelopment of the service clubs sites, the embankment on the eastern edge of the centre be replaced with a two storey building providing good natural surveillance from the ground level of car parks adjoining and from the upper level at Mountevan Street 2.2.

2.3.

2.4.

2.5.

In future redevelopment of the housing to the east, that the embankment be replaced with mixed use retail and housing of multiple levels with active ground floor tenancies providing natural surveillance of the footpath on Heard Street, the tennis court site and car parking areas That street planting on southern side of Mawson Drive be removed and replaced with low level planting to provide good natural surveillance from the street and housing opposite of the footpath along this frontage. For future redevelopment of the site on the eastern corner of the Mawson Drive and Heard Street intersection be required to provide natural surveillance of the Mawson Drive frontage and active frontages to the car parking areas That the safety of pedestrians using the Athllon Drive road reserve, north south shared path and informal paths to the centre, be improved by undertaking a major redesign of this area to improve visibility of the centre from Athllon Drive, encourage pedestrian movement along formal paths and enhance the rear of properties facing Mawson Place

Priority

NA H

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tes

private open space

public roa d reserve

Figure 137: Mawson Centre open space Problem Areas

Action/recommendations

3.1.

Open spaces surrounding buildings

3.2. 3.3.

3.4.

3.5.

3.6.

For future redevelopment of the site on the eastern corner of the Mawson Drive and Heard Street intersection be required to provide natural surveillance of the Mawson Drive frontage and active frontages to the car parking areas The future redevelopment of the Post Office site be required to have active frontages to Mavvson Drive and Mawson Place The mix of uses on the western side of Mawson Place provide a model of active frontages to guide future redevelopment of other parts of the centre, by providing tenancies of a suitable size and location for a mix of uses during the day and after hours. The property owners should be commended and provided with incentives to improve the maintenance and lighting of the rear of their properties and reinstate boundary fences and wall along this edge of the centre Future development of the vacant site in the south west corner of the site should be required to have active frontages similar to Mawson Place Mawson Place should be extended to the south to provide road frontages to the car parks, playing fields and tennis courts and connecting to Heard Street to increase safety in this southern part of the centre. The network of public open space links within the centre should be upgraded or removed and the centre be redeveloped so that all tenancies are facing streets rather than internal malls

Priority

H H

M M

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Figure 138: Mawson Centre active edges (existing in blue and proposed in purple) Problem Areas 4.

Safety for pedestrians and cyclists

Action/recommendations 4.1.

4.2.

4.3.

4.4.

4.5.

4.6.

4.7.

That new east west links be included in plans for the future of the centre to provide better east west connection to the housing to the east as part of a network of designated safe routes That streets be upgraded to include lighting of footpaths, planting upgraded to improve visibility of footpaths and signage provided to facilitate pedestrian access to the centre from housing to the east That a major review of pedestrian access from the west be undertaken to improve safety of the pedestrian paths within the housing area and north south shared path, by improved lighting, barriers and signs to discourage crossing of Athllon Drive, lighting and maintenance of planting to improve visibility from the road That existing short cuts across the road reserve and drainage channel be discouraged by installing high boundary fences on the western edge of the centre, maintenance of landscaping and planting of new species which provide clear sightlines from the road to property boundaries which should be lit to deter access and crime on this frontage That space for new pedestrian routes be established in the sites occupied future development of the housing to the east to facilitate more direct access for residents in this housing area along routes that have clear sightlines, meet DDA requirements, are well lit and have good natural surveillance Existing informal and paved paths along public rights of way or pathways connecting to the housing to the east from Heard and Wilkins Street be formalised and upgraded with lighting and signage That consideration be given to an additional north south shared path on the eastern side of Athllon Drive to provide improve pedestrian and cycle access to the centre and in the event of this being endorsed, additional pedestrian access points be created in the south western corner of the centre

Priority

100

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Figure 139: Mawson Centre existing pedestrian movement Problem Areas 5.

Safety in public

Action/recommendations 5.1.

That consideration be given to relocate the bus stop on the western side of Athllon Drive closer to the Mawson Drive intersection on its southern side for improved natural surveillance of both bus stops, the access lane to housing to the west and for the safety of school children in particular

5.2.

That planting between the rear of properties on Mawson Place and the Park and Ride be pruned to achieve clear sightlines of this facility from the centre and that property owners on this side of the centre be required to install fences or other barriers to prevent informal access to the bus stop and Park and Ride facility That planting around the Park and Ride facility be pruned to improve sightlines and natural surveillance

transport settings

5.3.

5.4.

Management and Maintenance

That pedestrian lighting be installed along the footpath on the road connecting Mawson Place to the Park and Ride facility

That the Athllon Drive road reserve be upgraded with new landscaping and maintenance of this reserve be improved with rapid removal of graffiti from the rear of properties fronting Mawson Place 6.2. That the owners of the Serbian Club site be required to remove graffiti from perimeter H6.3. walls for safety and security . That the public realm in the shopping centre be upgraded and graffiti and vandalism repaired promptly 6.1.

6.4.

That a Management Group be formed to coordinate the implementation of the Master Plan, arrange for upgrades and market the centre to improve activity levels

Priority

101

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Figure 140: Mawson Group Centre

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Figure 141: Woden Town Centre Commercial

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Figure 142: Woden Town Centre East

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Appendix 2: References Bell Planning Associates, 'Safe Routes Pilot Study', ACT Department of Urban Services 2001 Bell Planning Associates, 'Role of Urban Design in Crime Prevention and Community Safety', ACT Planning Department and ACT Attorney General's Department 1995 Bell Planning Associates and Planning Solutions, 'Interim Civic Safety Audit', Canberra Parks and Urban Spaces, 1998 Bell Planning Associates and Graham Gaston, 'Crime, Safety and Urban Form', Commonwealth Department of Housing and Urban Development, 1995 Bell Planning Associates, 'Community Safety Assessment of Central Canberra', Canberra Central Program, 2005 European Committee for Standardisation, 'Prevention of Crime- Urban Planning and Design — Part 2 — Urban Planning, 2003. Built Environment Vol 39, Number 1 2013, 'Planning from Crime Prevention: An International Perspective (series of papers on the subject). Territory Plan: http://www.legislation.act.gov.au/ni/2008-27/current/defaultasp in particular 4.2 'Commercial areas development code' and 11.4 `CPTED General Code'. Buckley Vann Town Planning Consultants et al, 2013, Draft Woden, Athllon and Mawson (WAM) Community, Sport and Recreation (CSR) Facilities Study. Planning Institute of Australia (PIA), Healthy Spaces and Places. Woden Town Centre Stakeholder & Community Brief Woden Town Centre Master Plan: http://www.actpla.act.gov.au/ data/assets/pdf file/0016/2581/wtc-masterplan2004.pdf Woden Public Transport Framework report. Safety Audit of the Woden Town Centre. ACT Crime Prevention and Urban Design Manual: http://www.actpla.act.gov.au/ data/assets/pdf file/0019/9316/crimemanual.pdf ACT Planning Strategy 2012: http://www.actpla.act.gov.au/tools resources/legislation plans registers/plans/planning str ategy Transport for Canberra 2012: http://www.transport.act.gov.au/policy and projects/transport for canberra policy Social Planning for Public Transport operations in Woden — Tania Parkes Consulting 2003. 106

12)bell planning 4t. associates Appendix 3: Agencies and individuals consulted Name

Contact person

Contact details

Environment and Sustainable Development Directorate (ESDD) GPO Box 158, CANBERRA ACT 2601

Australian Federal Police

Woden Community Council

Woden Youth Centre Woden Seniors' Club

ACTION buses

MSS Security for Scarborough House, 1 Bowes Street and Sirius Building Canberra Hospital

Canberra Taxi Industry Association

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Pedal Power Westfield Security Firm TAMS

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Appendix 4: Structured Interview Questions COMMUNITY SAFETY ASSESSMENT FOR WODEN TOWN CENTRE MASTER PLAN REVIEW AND MAWSON GROUP CENTRE MASTER PLAN KEY STAKEHOLDER STRUCTURED INTERVIEW QUESTIONS AGENCY:

PERSONNEL:

DATE:

WODEN TOWN CENTRE QUESTIONS

ANSWERS

21. Are you aware of any centre wide community safety issues? If so, when and where do these issues apply, during the day or after hours, weekdays or weekends? 22. In the WTC Safety Audit undertaken in 2001 the weaknesses of the centre of relevance to safety were found to include: a. Condition of bus interchange b. Safety in car parks c. Poor parking serving community facilities d. Threats to personal safety at the bus interchange, town square, around the youth centre, Bradley street, pedestrian underpasses north-south pedestrian spine, western end near Burnie Court e. Poor pedestrian access between housing and centre, hospital and centre f. Under-utilisation of open spaces g. Atmosphere and image of the Town Centre In your opinion, are any of these still issues? 1.

23. Are you aware of any current crime, antisocial behaviour or disorder issues affecting the site? If so what are they? 24. If so, what are the locations affected? E.g. bus interchange, public spaces, within buildings, in car parks 25. What might be the likely fear of crime issues affecting people using the area? 26. Are there any particular `hotspots' in the centre? E.g. licensed premises 27. What age groups are affected by safety concerns? 28. Who are the offender groups? (if known) 29. Are there conflicting user groups using the centre? 30. Are there concentrations of particular age or user groups during the day or after dark?

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ell bell planning 00110 a s a o c i a t es WODEN TOWN CENTRE QUESTIONS

ANSWERS

31. Do local residents/workers walk to the centre? 32. Are there any movement routes e.g. pedestrian routes within the centre or connecting to adjoining areas that are unsafe or perceived to be unsafe? 33. Is it safe to walk from the Canberra Hospital to the Centre? Are there any other safety issues associated with these adjacent uses? 34. What would you identify as 'Designated Safe Routes' to and within the centre? 35. Is the centre well-maintained and managed? 36. Do CPTED policies apply to footpaths, roads, cycle paths, parks and gardens, community facilities and other public works? 37. Are there any mechanical surveillance systems in place e.g. CCTV or patrolled areas by security personnel

MAWSON GROUP CENTRE QUESTIONS

ANSWERS

20. Are you aware of any centre wide community safety issues in the centre? 21. If so, where are these issues present? During the day or after hours, weekday or weekend? 22. In other centres in the ACT there are a number of common safety issues. Do you think any of these apply to Mawson? a. Condition or image of public transport stops b. Safety in car parks c. Threats to personal safety in particular locations d. Poor pedestrian access between surrounding uses such as housing and centre e. Under-utilisation of open spaces 23. Are you aware of any current crime, antisocial behaviour or disorder issues affecting the site? 24. I f so, what types o f crime or crime related issues are there?

25. What might be the likely fear of crime issues affecting people using the area? 26. Do people feel safe waiting for public transport there, and are you likely to feel safe there after dark?

27. If so, what are the locations affected? E.g. bus interchange, public spaces, within buildings, in car parks 28. Are there any particular 'hotspots' in the centre? E.g. licensed premises

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e bell planning 0 0 0 associates MAWSON GROUP CENTRE QUESTIONS

ANSWERS

29. What age groups are affected by safety concerns? 30. Who are the offender groups? (if known) 31. Are there conflicting user groups using the centre? 32. Are there concentrations of particular age or user groups during the day or after dark? 33. Do local residents/workers walk to the centre? 34. Is it safe to walk from the adjoining medium density housing are to the Centre? Are there any other safety issues associated with these adjacent uses? 35. Are there any movement routes e.g. pedestrian routes, routes connecting to adjoining areas that are unsafe or perceived to be unsafe? 36. What would you identify as 'Designated Safe Routes' to and within the centre? 37. As far as you know, is the centre well maintained and managed? E.g. footpath surfaces, public spaces 38. Are there any mechanical surveillance systems in place e.g. CCTV or patrolled areas by security personnel

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Appendix 5: Site Assessment Form Practical application of CPTED to a site

General Site Information General Impressions

What were the key impressions/issues raised by stakeholders consulted about these sites?

What are your gut reactions to this place? How comfortable do you feel? What makes you feel this way? Demographics

Who are the likely users of the space? Who are the stakeholders for the locations?

Land Use

What are the various uses o f the area and surrounding area? Crime Issues

What might be the likely crime, antisocial behaviour or disorder issues affecting the site?

What might be the likely fear of crime issues affecting people using the area?

Isolation

Yes/No

Does the area feel isolated? Is it easy to predict when people will be around? Do you feel safe waiting for public transport here, and are you likely to feel safe here after dark?

Is there access nearby to seek help?

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â&#x20AC;˘ bell planning SOSassociates Application of CPTED Principles Element 1: Neighbourhood Design Cl Is the design in accordance with the recommendations of a crime risk assessment as outlined in the ACT Crime Prevention and Urban Design Resource Manual Element 2: Use 2.1 General Code C2 Does the development meet the CPTED General Code Element 3: Public Realm 3.1 Open Space and Community (shared) areas C3 Is there good natural surveillance o f open space and community areas provided by: a) Location adjacent to activity centres b)

Pedestrian movement encouraged through the space

Clear sightlines from, and between, buildings and open space areas: community areas; and

Designing out entrapment spaces

C4 Has natural surveillance been considered, providing clear entry and exit points and a legible, accessible route through the space? C5 Does planting obscure views along paths and streets, o r to entrances, or create secluded hiding areas? C6 Is plant material sturdy and in areas of high crime, is it difficult semi-snap mature main growing stems, and are heavy standards or to trees used to increase their chance o f survival C7 Are creepers or low hedges used to deter access and limit opportunity for graffiti on fences and walls? C8 Do hard landscape features such as low walls and bollards delineate movement areas from semi-private areas? 3.2 Children's Play Areas C9 Are children's play areas located and designed with: a Natural surveillance from ad'oinin I areas 113

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Compatible groups using adjacent areas

Multiple entry/exit points

3.3 Lighting C10 Is there a schedule o f lighting provided to comply with the Code? C11 Are legitimate users and activities at night encouraged by lighting: a) Of spaces evenly and consistently lit (except where accent/feature lighting is necessary b) In inset spaces, entries/exists and paths c)

To reduce the casting o f shadows t h a t could hide intruders

Directional signage

Building entries

Exterior and interior spaces evenly lit to allow for surveillance

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C12 Are areas not intended f o r night time use not lit and closed off to pedestrians? 0.3 Are light fixtures vandal-resistant, high mounted and all light bulbs protected with lantern bowls to minimise damage? 3.4 Signs R14 A statement is provided t h a t all directional signage will comply with the AS Code (Mandatory requirement) C15 Are signs located so t h a t they: a) are clearly visible from a distance at all times b) are not likely to be obscured by growing vegetation c)

are strategically placed at entrances and near activity centres including bus stops, taxi ranks and public facilities

C16 Are legible signs provided for all users: a) Specify signs o f high contrast, with light lettering on dark backgrounds with non-reflexive surfaces b) Signs developed as a system with consistent pattern, based on a hierarchy of most important messages Element 4: Built Form 4.1 Interface between buildings and public realm

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e bell planning ...associates C17 Are building entrances easily identified, providing easy access to all users, affording visibility to and from the street and minimising the potential for hiding spots C18 Are there clear sightlines from the building foyer so that occupants can see the nearest pedestrian area/car park before leaving the building? C19 Are recessed sections of the building elevation/facade detailed and located so t h a t there is opportunity for natural surveillance, for spill lighting and to minimise the potential for hiding C20 Are buildings detailed in a manner t h a t deter scaling to access balconies from the ground and/or access between individual balconies C21 Where buildings are set back from the street and/or footpath is the area developed to minimise hiding or entrapment spots 4.2 Materials and Finishes C22 Are building materials and finishes of an appropriate quality and detailed in a manner to: (a) reduce vandalism _ (b) facilitate cleaning and replacement (c) avoid facilitating illegal access to the building and services Element 6: Travel and Access 6.1 Pedestrian Routes, Bicycle Paths and Lanes C23 Are Pedestrian Routes, Bicycle Paths and Lanes designed to maximise opportunities for natural surveillance by: a) Maintaining sightlines along paths between destination points b) Allow overlooking from adjacent areas C24 Are there direct access routes to buildings, streets, car parks and public transport? Are signs used to assist pedestrians where it is not possible to establish clear sightlines between destinations? C25 Are pedestrian routes, bicycle paths and lanes provided with security by: a) Selecting and lighting 'safe' routes to the standard required f o r pedestrian areas so that these become the focus of legitimate movement after dark b) Ensuring t h a t laneways have more than one entrance to avoid 'dead-ends' and entrapment spots, where possible C26 Does planting adjacent to pedestrian/bicycle routes: 115

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Ensure there are open sightlines, with low planting (max 6 0 0 m m ) and high-branching trees (2 metres) used

R27 A statement is provided that pedestrian paths are designed to meet the AUSTROADS guide R28 A statement is provided that Bicycle Paths are designed in accordance with the AUSTROADS puide 6.2 Pedestrian Routes, Bicycle Paths and Lanes C29 Are pedestrian underpasses avoided? Where no practical alternative are they designed: a) Wide enough to accommodate both pedestrian and cycle traffic b) Straight and without recesses c)

With mirrors so pedestrians can see around corners if there is a turn of 60 degrees of more

With entrances and exits that are visible from shops, homes o r other areas of frequent pedestrian traffic

To ensure there is no screening of entries/exits

With signs at each end indicating where it leads and an alternative route to use at night

C30 Are overpasses designed t o reduce opportunities t o throw missiles at cars or pedestrians 6.3 Bus Interchange, Bus Stops and Taxi Ranks C31 Are bus stops and taxi ranks located so that: a) Natural surveillance is possible b) There are no walls, landscaping, fences or other structures which block sightlines to these elements c)

They are not located adjacent to vacant land, Alleys, car parks or near possible entrapment spots

There are short, safer routes to bus stops and taxi ranks from night-time venues such as cinemas, theatres etc

C32 Major bus stops and taxi ranks are well lit and protected from the weather, or adjacent to areas which are well lit or that provide protection from the weather C33 Directional signage makes it easy to find bus stops or taxi ranks, and provides up-to-date passenger information C34 Interchanges are located at the same level as significant activity generators to avoid entrapment, increase natural surveillance and provide direct routes of access Element 7: Services 7.1 Automatic Teller Machines (ATMs) C35 Are approaches and entrances t o ATMS highly visible and adequately lit so t h a t people cannot loiter, or enter, without being seen

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C36 Are they located near licensed premises, and bus stops where loitering by potential offenders may be a risk C37 Are ATMs which are located in vestibules o r similar, securely glazed, adequately and secure from non-legitimate users C38 Are bollards, or other landscaping, used to restrict the potential for vehicle incursions 7.2 Local Waste Storage Facilities C39 Is there screening which may provide entrapment of hiding spots and safe access and is there adequate lighting is provided near such facilities 7.3 Local Utility Facilities C40 Are air conditioning plants, meter boxes and other serviced points mounted within a secure building/enclosure for protection 7.4 Delivery and Storage Facilities C41 Are there measures to ensure that: (a) Delivery and storage areas are not isolated from the main building (b) Secure storage areas are provided from shop owners 7.5 Public Toilets C42 Are there measures to ensure that: (a) Public toilets are located in obvious locations, but not in isolated areas of activity centres (b) Entrances are highly visible so t h a t people cannot loiter or enter without being seen, particularly for toilets close to Children's playgrounds (c) Public seating and telephones are located away from public toilets to avoid opportunities for loitering 7.6 Public Telephones C43 Are public telephones located in obvious locations, well lit and well signposted, e.g. near bus stops or taxi ranks

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I t bell planning MOOassociates Appendix 6: Application of CPTED principles to Woden Town Centre Element 1: Neighbourhood Design Cl Is the design in accordance with the recommendations of a crime risk assessment as outlined in the ACT Crime Prevention and Urban Design Resource Manual

The design is not in accordance with the overall recommendations of the crime risk assessment comprising the crime data analysis, consultation with stakeholders, this site assessment and review of the WTC Safety Audit. The centre has serious crime risks associated with the edge effects including large road reserves and expanses of enclosed park lands and playing fields that limit pedestrian movement and activation of existing routes. The pedestrian environment is generally poor in external areas of the centre and there are poor linkages between the centre and adjoining areas such as the hospital and residential areas. Large undeveloped or vacant sites are in poor repair and have attracted graffiti and vandalism which adversely affect feelings of safety and increase the distance between occupied buildings and key destinations such as the bus interchange. While not strictly relevant, Element 1: Neighbourhood Design covers such issues as urban composition, street layout, location and design of open space, public transport, pedestrian and cycle networks. The key principles of natural surveillance, natural access control and territorial reinforcement through the establishment of: â&#x20AC;˘ Easily navigable and legible network of streets â&#x20AC;˘ Clearly delineated and hierarchy of public open space, community open space (shared areas) and private â&#x20AC;˘

open space Convenient access for all users across to activity centres

Element 2: Use 2.1 General Code C2 Does the development meet the CPTED The overall centre comprises a range of uses that are listed as requiring compliance with the CPTED General General Code Code. The objective of this study has been to assess the overall centre rather than individual land uses and where relevant these uses, their location and design uses are identified as being non-compliant with specific aspects of the general section of the Code. Many of the land uses referred to in Table 1 of the Code do not meet various aspects of the Code relating to public realm design, built form, travel and access and services as detailed in the sections below relating to each of these elements. As such the intent of the provisions relating to Element 2: Use 118

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to provide developments with an increased level of safety for its users and the wider community has not been met. Element 3: Public Realm 3.1 Open Space and Community (shared) areas C3 Is there good natural surveillance of open space and community areas provided by: a)

Location adjacent to activity centres

Open space within the Centre is variously described in the ACT maps on ownership as public land and public places or urban parks and recreation â&#x20AC;&#x201D; urban open spaces and urban parks and recreation- restricted access- and comprises all roads, urban open spaces including and land along the drainage reserve adjoining CaIlam Street, Eddison and Arabanoo Parks, the Cemetery, space around the playing fields with restricted access between Yamba Drive and Ainsworth, the Phillip oval with restricted access, and 5 small public squares in the Service Trades Area. It is also assumed for the purposes of this assessment that some large public car parks are deemed to be open space albeit that they are classified as Municipal Assets. With the exception of Eddison and Arabanoo Parks, all these open spaces have either restricted access to the public or in the case of the cemetery are fenced to limit access. None of the parks with unrestricted access are located adjacent to centres of activity with the exception of those in the Service Trades Area which are afforded natural surveillance from the adjoining retail and commercial properties that face these parks. Roads provide some natural surveillance of the Phillip Oval but the topography limits surveillance of Canberra College playing fields from Launceston Street adjoining. The drainage reserve is adjoined by the backs of buildings or blank walls at the ground level of the Callam offices. The topography is not conducive to natural surveillance of this park. Dense vegetation on the perimeters of the Cemetery and Arabanoo Park restricts natural surveillance of these spaces. Public Car Parks are generally located adjacent to roads or office buildings and the service yards of retail areas, or serving ovals such as Phillip Oval and therefore afford nor surveillance of such spaces. The new buildings in the north east of the centre have ground floor areas which provide some natural surveillance during the day but are generally closed after dark. Properties to the north west of the Phillip Oval afford some surveillance of the car 119

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parks serving them although car parks to the north of the bus interchange are too large to be afforded good surveillance from adjoining areas which are generally occupied by office and club buildings. The latter afford some surveillance after dark, from ground floor windows and doors and entrances at the rear of the buildings. The car parks within the Service Trades Areas are increasingly provided by natural surveillance from premises which open up their rear spaces for some after hour's uses and which provide good surveillance during the day. Community areas are assumed to comprise land occupied by the Town Square and its links to the bus interchange and Corinna Street, community facilities such as the CIT, Woden Senior Citizens Centre, the Community Centre and the Library, Community Child Care Centre and Canberra College. The Town Square is surrounded by buildings and access ways connecting it to the bus interchange and Corinna Street. Arcaded spaces at the ground level of office buildings on its northern and western side restrict natural surveillance from these tenancies and car parks afford no surveillance of the pedestrian links where they adjoin it. Only the library and two ground floor cafe/bars are open after hours on the Square and the Westfield Plaza provides little surveillance as pedestrians within the shopping centre have no reasons for entering the Square after hours. In short, there is little natural surveillance provided to these spaces after hours. High fences, topography and building setbacks from the road restricts the natural surveillance of the Canberra College site, the Child Care centre has poor surveillance from its car park as does the Woden Senior Citizens Centre which is adjoined by car parks on two sides and a minor access road and pedestrian path on the others. The Community Centre is not afforded good natural surveillance of its main entrance which adjoins a pedestrian only path or its open space which is adjoined by a pathway leading to an underpass under Melrose Drive. The Library is surrounded by a minor road, car parks and the pedestrian path leading to the Town Square and its entrance does not face an area that could be described as a centre of activity. The surrounding roads afford some natural surveillance of the CIT. In summary, while the open space contained within the Centre is literally located within an activity centre, there is generally poor natural surveillance of these spaces which are bounded by roads, car parks or the backs of buildings and where there is a potential for surveillance such as on the southern side of the Cemetery where 120

e* bell planning ***associates residential streets and dwellings overlook this space, the peripheral dense landscaping obscures views of it. The spaces within the Service Trades Area are an exception and as such are quite well used and are provided with excellent natural surveillance. Similarly community facilities are adjoined by car parks and roads with little natural surveillance provided by centres of activity, such as buildings with active frontages. Roads are also assumed to be open spaces and generally are not afforded natural surveillance from adjoining buildings or at-grade and multi-storey car parks in the Centre. Examples include those buildings with rear entrances such as the Hellenic Club or those some distance from road and public footpaths such as Canberra College and the CIT, Scarborough House the motel adjoining the Tradies Club. b) Pedestrian (or cyclist) movement encouraged through the space

Pedestrian and cyclist movement is encouraged along the drainage areas of open space, although these do not have good natural surveillance and is therefore considered to be generally unsafe. The presence of graffiti along this route is a reflection of this lack of surveillance. Pedestrian movement is also encouraged through Eddison and Arabanoo Parks by the provision of pathways, as is the Cemetery, although movement is limited because of the perimeter fence and gates which close at dusk. Fences surround the Phillip Oval, Canberra College and the playing fields along Yannba Drive and as such pedestrian movement by the general public is not possible. Pedestrian movement is encouraged in the vicinity of the Senior Citizens and Community Centre by their location adjacent to a pedestrian path linking to open space on the opposite side of Melrose Drive. However the design of the buildings does not ensure that these routes are overlooked for surveillance.

c) Clear sightlines from, and between, buildings and open space areas: community areas; and

Generally buildings back onto open spaces, roads and recreation areas within the centre and therefore do not provide clear sightlines from ground level windows or doors of open spaces. Exceptions are the tenancies facing the road on the western side of the Phillip Oval, the public squares in the Service Trades Area, and potentially the Callam offices where main entrances are accessed via open space and where office windows and changes to landscaping could afford better overlooking of these spaces including Arabanoo Park. It is unknown whether 121

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es new housing being developed on the south eastern side of the Cemetery will have clear sightlines of this space or the pedestrian links to the centre.

Designing out entrapment spaces

There are numerous entrapment spaces along the edges of public pedestrian routes, particularly on the western side of the bus interchange, on footpaths adjoining roads which are bounded by dense planting and multi-storey car parks such as the Westfield car parks along the western side of Callam Street, Bradley Street and Neptune Streets. Entrapment spaces are also present where service yards abut roads such as Corinna Street, and along the east week pedestrian link space connecting community facilities to the Towns Square and the bus interchange. Entrapment spaces abound along the north south pedestrian spine where dark parks, vacant and boarded buildings exist and where raised planter beds restrict surveillance of ground level tenancies on the office building along the eastern edge and from rear entrances to the Juliana Building. Entrapment spaces also occur at building entrances where these are not visible or are distant from adjoining roads. Such buildings include the Youth Centre, buildings facing the Town Square where arcades create entrapment spaces, office buildings on the corner of Launceston and Corinna Streets, and generally around the bus interchange where the pedestrian link to the west comprises one large entrapment space. There are numerous entrapment spaces around the library created by poor maintenance of planting which creates hiding places.

Has natural surveillance been considered, providing clear entry and exit points and a legible, accessible route through the space?

The above sections refer to the lack of natural surveillance but in particular some community facilities do not have clear entry and exit points and are sometimes located facing car parks and pedestrian only routes which do not provide adequate natural surveillance during the day or after dark. High walls also abut some entrances such as the Community Centre, thereby providing little natural surveillance. The redevelopment of part of Eddison Park where it abuts the Skate Park has a clear and legible entrance but this obstructs the view of the routes through the park and therefore limits natural surveillance. The topography does not afford good natural surveillance through this park, not does a drainage line provide opportunities for clear entrances on its northern side. Natural surveillance of Arabanoo Park is limited due to a very narrow entrance 122

O. bell planning 0.1110 associates on its eastern side and dense planting on this frontage. There are clear entrances to the Cemetery and legible routes through the space where visitors and staff provide some natural surveillance during the daylight hours. There is no clear entry to the Athllon Drive Park in which there is a north south shared path on its eastern side. There is little natural surveillance at the northern entrance but good surveillance from the west where entrance paths connect from Athllon Drive. C5 Does planting obscure views along paths and streets, or to entrances, or create secluded hiding areas?

There are numerous places where planting obscures views along paths and streets, or to entrances, or create secluded hiding areas. These include the northern entrance to the Athllon Drive linear shared path, along the western side of the north south spine, on the western sides of car parks in the western part of the centre, paths entering the Town Park on the eastern side of Callam Street, planting near the entrance to Eddison Park and surrounding Arabanoo Park, around the perimeter of the Cemetery, on the perimeter of Canberra College, on the western side of Athllon Drive adjoining the shared path to the east of the Service Trades Area, along the western edge of the pathway within the drainage channel to the north of Launceston Street.

C6 Is plant material sturdy and in areas of high crime, is it difficult to snap main growing stems, and are heavy standards or semi-mature trees used to increase their chance of survival C7 Are creepers or low hedges used to deter access and limit opportunity for

There is evidence of damaged or vandalised plant material in public open spaces and community areas where poor maintenance of shrubs exists. New planting in car parks serving the new office developments in the northern part of the Centre appear to have been carefully chosen for survival.

Poor maintenance of landscaping in general and none are designed to deter access and limit opportunities for graffiti

graffiti on fences and walls? C8 Do hard landscape features such as low

Lack of clear ownership boundaries throughout the Centre

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walls and bollards delineate movement areas from semi-private areas? 3.2 Children's Play Areas C9 Are children's play areas located and designed with: a)

Natural surveillance from

The new children's play area on the western side of Eddison Park is not visible from the street and therefore does not maximise natural surveillance. The Skate Park is well located for such surveillance having been located closer to the frontage of Launceston Street and associated footpaths.

adjoining areas b)

Compatible groups using adjacent areas

The location of the above play areas separates potentially incompatible age groups.

Multiple entry/exit points The above play areas have a choice of entry points.

3.3 Lighting C10 Is there a schedule of lighting provided to comply with the relevant Australian Lighting Standards

Lighting of all public areas is the responsibility of TAMS who apply the AS on lighting to all new areas. However, many existing public areas are poorly lit and have not been upgraded to meet these standards. This is particularly evident in older car parks, on the north south spine and the east west pedestrian link to the bus interchange. None of the shared cycle/pedestrian paths are lit which is appropriate given the poor natural surveillance afforded these routes from adjoining buildings and uses. Public roads in the centre do not seem to have lighting sufficient for safe pedestrian or cycle movement. Spaces around new office buildings and car parks and upgraded roads adjoining them appear to have adequate lighting. However, many of the older car parks are not adequately lit. With the exception of the Corinna Street frontage to the Westfield Plaza where active frontages created by afterhours retail use, no external parts of the Plaza are lit to the required Australian Standard. Some of these spaces are public roads and footpaths while 124

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others are routes through car parks and service areas. The areas immediately adjoining the several clubs in the Centre are well it as are their entrances, although spaces beyond on access roads and car parks are generally poorly lit. C11 Are legitimate users and activities at night encouraged by lighting: a)

Of spaces evenly and consistently lit (except where accent/feature lighting is necessary

Lighting throughout the Centre is generally poor for pedestrians and spaces are unevenly lit, unlit or the lighting is obstructed by planting or inoperable due to poor maintenance. In particular the east west pedestrian link and north south spine are unevenly lit or unlit in parts particularly at the approaches to the bus interchange. Lighting of the immediate surrounds of the Hellenic, Southern Cross and Tradies Clubs are well lit. Users wishing to move between restaurants on Corinna Street and the Cinemas to the east and restaurants and supermarket to the north are discouraged by poor lighting of the road and no continuous pathway along this road. Many lights in private and public car parks are not operating and there are poorly lit pedestrian connections from the Corinna Street entrance to Westfield and the interchange. The Town Square is lit at night, but the colonnades around it and pedestrian links beyond it are poorly lit. In particular there is poor lighting of ATMs in this location.

In inset spaces, entries/exits and paths

See above. There does not seem to be a consistent policy for lighting of bus stops which are generally unlit The Skate Park and adjoining pathways are lit to facilitate safe use of this facility after dark. However, the public toilets adjoining it are unlit which reduces the safe use of these facilities. The lighting of the external spaces around the library is very good and it illuminates the poorly lit spaces adjoining it.

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â&#x20AC;˘ b ell planning ***associates The colonnades around the lower levels of the Plaza adjoining the bus interchange to the west are poorly lit at night. The pedestrian routes from the bus interchange to the Youth Centre and other parks and commercial buildings in the vicinity are poorly lit, indirect and generally unsafe at night. The footpaths on Bradley Street are poorly lit due to poor maintenance of planting which obscures the lights. The lighting of entrances to the Westfield car park on the eastern side of Bradley Street are well lit as is the car park in general. c) To reduce the casting of shadows that could hide intruders

See above In particular there is poor lighting around the periphery of the Youth Centre, giving the impression of a dark unsafe place at night.

d) Directional signage There is little or no lighting of directional signage within the public realm in the centre. Where signs exist they have lettering that is too small and are not part of an overall signage strategy with consistent format e) Building entries Entries of new buildings such as the offices at the northern end of the centre are well-lit but older buildings generally have poor lighting at entries. The Corinna Street entrance to Westfield is well-lit but there is a wall of darkness beyond this area. f)

Exterior and interior spaces evenly lit to allow for surveillance

Generally spaces exterior to the Westfield Plaza apart from the western entrance onto Corinna Street are poorly lit in the centre as a whole and as referred to above do not have good surveillance from adjoining activities.

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C12 Are areas not intended for night time use not lit and closed off to pedestrians?

The main north-south shared route on the eastern side of Callam Street is unlit although used by some pedestrian and cycle commuters after dark. The pedestrian routes between the Centre and the hospital are generally unlit for pedestrians although they are intended for night time use. Pathways through Eddison Park and along most roads in and on the periphery of the Centre are not lit well for pedestrian use and rely on road lighting which may not meet the AS on Lighting for pedestrian areas. While lighting of the paths through the park should not be lit unless the park in the future is intended for night time use, the pathways along its periphery, e.g. Yannba Drive, Launceston and Easty Streets should be lit to ensure the safety of pedestrians walking home to residential areas to the east. The Cemetery is closed off to pedestrians after dark.

C13 Are light fixtures vandal-resistant, high mounted and all light bulbs protected

New fixtures meet this requirement but lights in underpasses are not repaired nor are they robust to withstand vandalism.

with lantern bowls to minimise damage? 3.4 Signs R14 A statement is provided that all directional signage will comply with the AS Code (Mandatory requirement) C15 Are signs located so that they: a) are clearly visible from a distance at all times

There appears to be no signage in private semi-public spaces associated with the Plaza or other private properties. Signage of shared paths around the Centre is generally good however. Where pedestrian paths lead to dead end or unsafe areas these are not signposted to this effect e.g. the approaches to the new offices including Scarborough House at the northern end of the north south spine. Signage is generally poor throughout the Centre and where it exists is not visible from a distance at all times due to size of lettering, lack of lighting or obstruction by overgrown trees and shrubs.

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are not likely to be obscured by growing vegetation

See above

are strategically placed at entrances and near activity centres including bus stops, taxi

ranks and public facilities C16 Are legible signs provided for all users: a)

Specify signs of high contrast, with light lettering on dark backgrounds with non-reflexive surfaces

Signs developed as a system with consistent pattern, based

on a hierarchy of most important messages Element 4: Built Form Interface between buildings and public realm C17 Are building entrances easily identified,

providing easy access to all users, affording visibility to and from the

Many building entries are at the rear rather than facing roads and pedestrian routes and are therefore not visible from the street for pedestrians but rather assume that access will be by private car rather than public transport, walking or cycling. Generally, buildings on the edge of the centre turn their backs to the open spaces, footpaths

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and car parks adjoining the peripheral roads, resulting in pathways that are unsafe.

C18 Are there clear sightlines from the building foyer so that occupants can

Generally non-compliant throughout the Centre, except where entrances face car parks such as the new office and some of the club buildings.

see the nearest pedestrian area/car park before leaving the building?

C19 Are recessed sections of the building elevation/facade detailed and located

The entrances to the new offices in the northern part of the centre do not provide clear sightlines from foyers or ground level uses, most of which are vacant after dark. Generally non-compliant particularly around the bus interchange and along the north south spine and the east west pedestrian link.

so that there is opportunity for natural surveillance, for spill lighting and to minimise the potential for hiding C20 Are buildings detailed in a manner that deter scaling to access balconies from

N/A as there are few residential developments within the centre

the ground and/or access between individual balconies C21 Where buildings are set back from the street and/or footpath is the area

Generally no

developed to minimise hiding or entrapment spots C22 Are building materials and finishes of

Generally no except for the new office buildings

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manner to: a)

reduce vandalism

facilitate cleaning and replacement

avoid facilitating illegal access to the building and services

Element 6: Travel and Access Pedestrian Routes, Bicycle Paths and Lanes C23

Are Pedestrian Routes, Bicycle Paths and Lanes designed to maximise opportunities for natural surveillance by: a)

Maintaining sightlines along paths between destination points

Walking and cycling to and within the centre is generally not facilitated by natural surveillance as detailed above. Sightlines along the east west pedestrian route are poor, particularly where it approaches the underpass on Melrose Drive on the west and the bus interchange on the east. Sightlines are also poor at the northern end of the north south spine where it turns to the west towards the car park, with no signage to deter pedestrians unfamiliar with the area from walking towards the new offices of Scarborough House. Peripheral footpaths and shared paths along the major roads surrounding the centre do not generally have natural surveillance as the centre buildings turn their backs on these roads or are separated from them by large areas of car park and open space. These routes are used by pedestrians walking to and from home in the adjoining residential areas and are unlit and have poor natural surveillance between destination points. There are few formal crossing points for those living in housing to the west of Melrose Drive or the east of Yamba Drive. The aerial photographs and site observations reveal many desire lines particularly across Melrose Drive, as many choose not to use the unsafe and unpleasant underpass on this road.

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bell planning OS.associates Sightlines are poor where the shared paths on the east and west of the centre enter the centre. Poorly maintained landscaping obstructs views along some paths. There are no designated pedestrian routes through the large car parks and to provide safe and clear routes or unobstructed views or key destinations such as laneway access points or building entrances. As such pedestrian movement through car parks is particularly unsafe at night as there is no concentration of people or overlooking from adjacent areas. Pedestrian and cycle paths linking the Hospital with the Centre are incomplete and do not generally afford natural surveillance of the maintenance of sightlines between destination points. The preferred routes between these uses are either from Kitchener Street intersection with Yamba Drive, along Kitchener Street, thence to the cul-de-sac end of Bootle Place to Cavanough to Easty Street; or from the pedestrian lights at the hospital entrance across Yamba and the existing pathway to the cul-de-sac end of Albermarle Place, thence left at Ainsworth Street into Chaseling Street and Cavanough as above. During daylight hours, pedestrians also seem to favour walking through or around the Cemetery, although this is inaccessible after sunset and unsafe at all times after dark and is therefore not a preferred route for staff moving between the hospital and the centre. However, there are a number of safety issues along both of the preferred routes including a lack of footpaths on either side of Ainsworth Street, poor lighting of footpaths generally and in particular at the corner of Kitchener and Ainsworth Street, no pedestrian link between Kitchener and Bootle Place, an unsafe footpath along the western end of the incomplete housing development on the LDA land. The new footpath in this location is unsafe as it passes on the edge of the Cemetery and has not natural surveillance from adjoining uses. Once these routes meet Easty Street, there is poor surveillance from the car parks adjoining the route to the north, unclear route via the roundabout at Wilcox Street, and no directional signage anywhere along these routes. Pedestrian routes within and leading from the Service Trades area is are generally good although poor maintenance of lighting, and poor repair of graffiti and vandalism deters from the safety of the two routes connecting from the public squares to Melrose Drive. The only pedestrian only link between the service areas to 131

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t es the east of Townshend providing connection to Athllon Drive are at the end of Prospect Court and Shea Street. The former is unsafe due to poor landscape maintenance, an apparently permanent use of the entrance as a car park, no lighting and no surveillance from the bus depot and other commercial uses adjoining it. There is a footpath on only one side of Parramatta Street and the footpaths along the southern side of Hindmarsh Drive immediately north of the Service Trades area are not continuous and do not facilitate or encourage pedestrian movement between this area and the centre.

Allow overlooking from adjacent areas

There is poor overlooking of pedestrian routes from older or newer buildings

C24

Are there direct access routes to buildings, streets, car parks and public transport? Are signs used to assist pedestrians where it is not possible to

The access routes to the bus interchange are not direct, and there are few signs to provide direction to key facilities and services. The access routes to car parks are indirect and movement is not assisted by directional signs

establish clear sightlines between destinations? C25 Are pedestrian routes, bicycle paths and lanes provided with security by: a)

There has been no designation of 'safe routes' for walking or cycling and most of the main routes are unlit, with no signs for legitimate movement after dark

Selecting and lighting 'safe' routes to the standard required for pedestrian areas so that these become the focus of legitimate movement after dark

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Ensuring that laneways have more than one entrance to avoid 'dead-ends' and

There are numerous 'dead-ends' particularly associated with vacant and boarded up buildings, on the approach to Scarborough House, some routes out of the Town Square which lead nowhere

entrapment spots, where possible C26 Does planting adjacent to pedestrian/bicycle routes: a)

Ensure there are open sightlines, with low planting (max 600mm) hi gh-branchi ng and trees (2 metres) used

Planting adjacent to pedestrian paths within the Centre is poorly maintained and does not provide good sightlines and plants have not been chosen to limit the height or lower branches or for visibility. Exceptions to this are the extensive areas of woodland on the western edges of the centre where lower branches of trees have been pruned and grass kept well mown for good sightlines to car parks between Hindmarsh drive and Launceston Street in particular. Planting on private or leased sites is generally poorly maintained for visibility, particularly adjoining the pathways on the eastern edge of Melrose Drive Planting within 'private' or 'restricted access' public sites on Melrose Drive including the Community Centre, the Swimming Centre is poorly maintained and high barbed wire fences which in part of draped with shade cloth around some of this public land does not provide good sightlines of these sites, gives a poor image and results in vandalism and graffiti which are evident along this road.

R27

A statement is provided that pedestrian paths are designed to meet the AUSTROADS guide R28 A statement is provided that Bicycle Paths are designed in accordance with

N/A

the AUSTROADS guide

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* b e l t planning e ***associates Pedestrian Routes, Bicycle Paths and Lanes C29 Are pedestrian underpasses avoided? Where no practical alternative are they designed: a)

Wide enough to accommodate both pedestrian and cycle

Pedestrian/cycle underpasses exist along the north south drainage channel under Launceston Street and Hindmarsh Drive, under Melrose Drive between Corinna and Brewer Streets and under Callam Street connecting to the north south trunk shared path. They are wide enough for both pedestrians and cyclists although community consultations disagreed with this for the Melrose Drive underpass.

traffic a) Straight and without recesses b) With mirrors so pedestrians can see around corners if there is a

Yes

Not at Melrose Drive

turn of 60 degrees of more c) With entrances and exits that are visible from shops, homes

The entrances are generally not visible from shops, homes or other areas of frequent pedestrian traffic

or other areas of frequent pedestrian traffic d) To ensure there is no screening of entries/exits

There is no screening

e) With signs at each end indicating where it leads and an alternative route to use at night

There are signs for destinations at the Melrose Drive underpass but no alternative route for use at night and there is no lighting of this underpass

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Are overpasses designed to reduce opportunities to throw missiles at cars or pedestrians

There are no overpasses as such, apart from the footbridge over the drainage channel between Callam Street and the Callam offices

Bus Interchange, Bus Stops and Taxi Ranks C31 Are bus stops and taxi ranks located so that: a)

Natural surveillance is possible

Bus stops within the main part of the centre are located so that natural surveillance is possible from the nearby shop windows and entrances. Taxi ranks close to the bus interchange do not have good surveillance from adjoining buildings but are rather surrounded by buildings with blank walls of the shopping centre facing Bradley Street, multi-level car park building providing no surveillance from the south and blank walls of the Drug Centre building facing the street on the northern side. The bus interchange does not have good natural surveillance from adjoining spaces and buildings and the Control Room within the interchange is only occasionally staffed. However, bus stops along peripheral roads such as Yamba Avenue, Hindmarsh Drive, Melrose Drive and Athllon Drive have generally poor natural surveillance where they adjoin the side and back fences of adjacent housing or where poorly maintained planting obstructs views from housing. An exception to this is the new bus stop and pedestrian routes on the western side of the junction of Launceston Street and Melrose Drive, where there is good lighting and some surveillance from adjoining higher density housing. The bus stop on Yamba Drive opposite the hospital entrance has reasonable natural surveillance and has lit pedestrian paths serving it. On Athllon Drive, no bus stops have good natural surveillance because the backs of light industrial and commercial buildings front this street. However, on the Melrose frontage of the Service Trades Area and within it on Townshend, surveillance of bus stops is good from nearby buildings and active frontages and footpaths. Bus stops on Launceston Street east of Callam Street have generally no natural surveillance from nearby buildings which are set well back from the road and are widely spaced. Those on Launceston Street west of Callam have 135

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a t es good natural surveillance where buildings with active frontages are close to the street. The bus stops on the northern side of Hindmarsh Drive between Yannba Drive and Ainsworth Street has poor surveillance from adjoining housing which is well set back from the road but is located close to the road frontage and good lighting. Those on Ainsworth Street close to the C1T are afforded no natural surveillance from the college buildings which are well set back and poorly maintained planting obstructs surveillance from the houses opposite. The bus stop further north on Ainsworth adjoining the playing fields has poor natural surveillance.

There are no walls, landscaping, See above fences or other structures which block sightlines to these elements

They are not located adjacent to vacant land, Alleys, car parks or near possible entrapment

Bus stops on the periphery are often situated close to car parks, on vacant land or parkland

spots d) There are short, safer routes to bus stops and taxi ranks from night-time venues such as cinemas, theatres etc

C32 Major bus stops and taxi ranks are well lit and protected from the weather, or adjacent to areas which are well lit or that provide protection from the

The routes to bus stops from night-time venues such as cinemas and clubs are neither short nor safe. The routes from the cinema to the bus interchange and bus stop on Corinna are dark, have little natural surveillance from adjoining buildings and low levels of activities after dark for safety. Access to bus stops from clubs are generally through poorly lit car parks or along roads fronted by car parks which do not provide good natural surveillance after dark

major bus stops within the centre are not generally separately lit and therefore rely on street lighting or light spill from the windows of adjoining buildings. Generally lighting is inadequate but protection from the weather good.

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weather C33 Directional signage makes it easy to find bus stops or taxi ranks, and

Directional signage is not good within the centre to bus stops or taxi ranks and does not provide up-to-date passenger information except within the bus interchange

provides up-to-date passenger information C34 Interchanges are located at the same level as significant activity generators to avoid entrapment, increase natural surveillance and provide direct routes

The bus interchange is located at a level below the significant activity generator of the Westfield Plaza, Town Square, office buildings and most community facilities, and does not avoid entrapment, has poor natural surveillance from adjoining buildings, is often not staffed and has indirect routes connecting it to other activities.

of access Element 7: Services Automatic Teller Machines (ATMs) C35 Are approaches and entrances to ATMS highly visible and adequately lit so that

The ATMs external to the Westfield Plaza are generally located under colonnades which are not well lit, or highly visible.

people cannot loiter, or enter, without being seen C36 Are they located near licensed premises, and bus stops where loitering by potential offenders may be a risk

They are located near licensed premises in the Town Square, but these are minor facilities and do not appear to generate large numbers of patrons in the evenings

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C37 Are ATMs which are located in vestibules or similar, securely glazed,

adequately non-legitimate and secure from users C38 Are bollards, or other landscaping, used to restrict the potential for vehicle

incursions Local Waste Storage Facilities C39 Is there screening which may provide entrapment of hiding spots and safe

There is not adequate lighting of waste storage facilities serving the shopping centre

access and is there adequate lighting is provided near such facilities Local Utility Facilities C40 Are air conditioning plants, meter boxes N/A and other serviced points mounted within a secure building/enclosure for protection Delivery and Storage Facilities

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â&#x20AC;˘ b ell planning e ***associates C41 Are there measures to ensure that: a) Delivery and storage areas are

N/A

not isolated from the main building b)

Secure storage areas are provided from shop owners

N/A

Public Toilets C42 Are there measures to ensure that: a)

Public toilets are located in obvious locations, but not in

The only public toilets provided in the public domain of the Centre are temporary porta loos under the flyover near the bus interchange, and there is poor surveillance, and entrapment spaces nearby.

isolated areas of activity centres b)

Entrances are highly visible so that people cannot loiter or

There are no public toilets in the public domain of the Centre other than temporary ones at the bus interchange

enter without being seen, particularly for toilets close to Children's playgrounds c)

Public seating and telephones are located away from public

See above

toilets to avoid opportunities for loitering

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7.7 Public Telephones

C43 Are public telephones located in obvious locations, well lit and well

There are no public telephones located in the public domain of the Centre

signposted, e.g. near bus stops or taxi ranks

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â&#x20AC;˘ â&#x20AC;˘ bell planning ***associates Appendix 7: Application of CPTED principles to Mawson Centre Element 1: Neighbourhood Design Cl Is the design in accordance with the recommendations of a crime risk

N/A

assessment as outlined in the ACT Crime Prevention and Urban Design Resource Manual Element 2: Use 2.1 General Code C2 Does the development meet the CPTED No for reasons detailed below General Code Element 3: Public Realm 3.1 Open Space and Community (shared) areas C3 Is there good natural surveillance of open space and community areas provided by: e)

Location adjacent to activity centres

There is poor natural surveillance of the local tennis courts and public space located between the centre and housing areas to the west, as these are either bounded by roads or car parks and poorly lit or unlit after dark. There is also poor surveillance of the southernmost car park which is bounded by vacant land to the west, the tennis courts to the east, playing fields to the south and a landscaped drainage channel separating it from the car park to the north. The car park in the northern part of the centre has good natural surveillance from the shopping centre adjoining it to the west, but poor surveillance on the eastern side from club premises which occupy the full length of the car park, are located at a higher level and do not have doors or windows overlooking 141

41111 bell planning ***associates the public areas. One of these premises is vacant, poorly maintained with graffiti and vandalism. The rear car park of the Mawson Club has some surveillance from the club entrance in this location but no surveillance from housing to the east, as this is located at a much higher level and set well back from Mountevans Street. The public walkways along the southern side of Mawson Drive are not afforded natural surveillance from buildings on this frontage as these have either blank walls or planting which obstructs views of the footpaths. The car park to the north of the petrol station has poor surveillance from adjoining streets with planting obstructing views of cars. The park and ride facility on the north west corner has reasonable natural surveillance from Mawson Drive but little from Athllon Drive due to the set back and bike cage and bus shelter partially obstructing views. There is not natural surveillance from the backs of commercial premises to the east f)

Pedestrian movement encouraged through the space

Pedestrian movement is encouraged through all car parks although there are poor connecting paths across the drainage channel separating that on the south and to the west of the tennis courts. Pedestrian movement to the north along the shared path to the north of Mawson Drive is not encouraged after dark as this route is unlit. Pedestrian movement across Athllon is only safely possible at the intersection with Mawson Drive. However, the housing to the west is designed with three end- of- cul-de-sac laneways in this location linking to the north south shared path on the western side of Athllon Drive. Pedestrian movement is therefore encouraged in an east west direction and obvious desire lines visible on the aerial photograph show informal pathways crossing Athllon Drive to the centre. These are facilitated by the lack of barriers at the rear of properties on the western side of the centre and are unsafe during the day and after hours, due to their routes through vacant land, poorly maintained planting along Athllon Drive and no lighting or surfaces.

g) Clear sightlines from, and between, buildings and open space areas: community areas; and

See above. Generally buildings within the centres have clear sightlines of the centrally located car parks but of no other open spaces or community areas.

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Designing out entrapment spaces

C4 Has natural surveillance been

There are numerous entrapment spaces at the rear of premises which do not deter public passage.

See above

considered, providing clear entry and exit points and a legible, accessible route through the space? C5 Does planting obscure views along paths and streets, or to entrances, or create secluded hiding areas?

C6 Is plant material sturdy and in areas of high crime, is it difficult to snap main growing stems, and are heavy

Planting within the central car parks does not obscure views about planting along Mawson Drive, and at the rear of the western premises create secluded hiding areas, facilitates graffiti and vandalism which is evident in this location. Planting along the top of the embankment on the eastern side of Mountevan Street obscures sightlines from some of the dwellings of Mountevan Street and the rear of the Mawson Club. N/A

standards or semi-mature trees used to increase their chance of survival C7 Are creepers or low hedges used to deter access and limit opportunity for

N/A

graffiti on fences and walls? C8 Do hard landscape features such as low walls and bollards delineate movement 143

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areas from semi-private areas? 3.2 Children's Play Areas C9 Are children's play areas located and designed with: d)

There are no children's play areas in this centre

Natural surveillance from adjoining areas

Compatible groups using adjacent areas

Multiple entry/exit points

3.3 Lighting C10 Is there a schedule of lighting provided to comply with the Code?

N/A. It is unlikely that the public areas have lighting that complies with the AS for Lighting as referred to later in this section

C11 Are legitimate users and activities at night encouraged by lighting:

Lighting encourages use of the central part of the centre at night and of the Park and Ride facility but routes between the two are not well lit nor are the peripheral areas of the centre.

Of spaces evenly and consistently lit (except where accent/feature lighting is necessary

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In inset spaces, entries/exists and paths

To reduce the casting of shadows that could hide intruders

Most of the semi-public laneways within the shopping centre appear to be well lit, although footpaths along the roads are unlikely to comply with the AS for pedestrian areas. There are numerous places within the centre where lighting is inadequate to reduce the casting of shadows, e.g. along the southern side of Mawson Drive, along the footpaths on Mountevan Street and on footpaths connections to housing to the east and west.

Directional signage N/A as no signage

Building entries Building entries are generally well lit by street lights within the shopping centre and along Mawson Place but are unlikely to comply with the relevant Lighting Standards.

Exterior and interior spaces evenly lit to allow for

The spaces on the periphery of the centre are generally poorly lit or unlit.

surveillance C12 Are areas not intended for night time use not lit and closed off to pedestrians?

Areas mentioned above such as the Athllon Road reserve, green space west of the drainage channel and between the rear of the Mawson Place premises and the drainage channel, the tennis courts and playing fields are not generally intended for night time use and are not lit. However, they are not closed off to pedestrians who use these areas as pathways to adjoining housing.

C13 Are light fixtures vandal-resistant, high mounted and all light bulbs protected

There are no pedestrian lights, and all street lights are assumed to meet the requirements for such lighting.

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damage? 3.4 Signs R14 A statement is provided that all directional signage will comply with the

There is no signage within the Centre apart from the Park and Ride

AS Code (Mandatory requirement) C15 Are signs located so that they:

N/A

are clearly visible from a distance at all times

are not likely to be obscured by growing vegetation

N/A

are strategically placed at entrances and near activity centres including bus stops, taxi

N/A

ranks and public facilities C16 Are legible signs provided for all users: c)

N/A

Specify signs of high contrast, with light lettering on dark backgrounds with non-reflexive surfaces

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Signs developed as a system with consistent pattern, based on a hierarchy of most

N/A

important messages Element 4: Built Form Interface between buildings and public realm C17

Are building entrances easily identified, providing easy access to all users, affording visibility to and from the street and minimising the potential for hiding spots

The building entries to the shopping centre and to premises on Mawson Place are easily identified. However, the entries to the clubs at the higher level adjoining Mountevan Street do not have clear entries or provide easy access to users from the level car park areas. The rear entrances to tenancies on the western side of Mawson Place are unsafe due to the lack of restrictions on rear access from the drainage channel and the poor image and maintenance of this area. Parts of the centre comprise tenancies that do not have active frontages to streets, such as on the Mawson Drive frontage and part of the Heard Street frontage and none of the Mountevan frontage.

C18 Are there clear sightlines from the building foyer so that occupants can see the nearest pedestrian area/car park before leaving the building?

As above The side entrance to the petrol station on its northern side does not have clear sightlines to car parks and vandalism of the rear walls and poor maintenance of planting reduces the image and therefore the safety of this area

C19 Are recessed sections of the building elevation/facade detailed and located

The buildings with frontages to Mawson Drive generally have recesses or blank walls providing no opportunities

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so that there is opportunity for natural surveillance, for spill lighting and to minimise the potential for hiding C20 Are buildings detailed in a manner that deter scaling to access balconies from the ground and/or access between

for natural surveillance of the footpath along this road.

Access to the rear of buildings facing Mountevan Street is not deterred by fencing or other measures to prevent illegitimate entry after hours. There is no housing within the centre so the provision relating to balconies does not apply.

individual balconies C21 Where buildings are set back from the street and/or footpath is the area developed to minimise hiding or entrapment spots

Not on Mawson Drive The internal Mall tenancies do not all have active frontages and face a laneway at the other end of the tenancy reducing safety in some mall areas. Rear staff entrances at the back of tenancies facing Mawson Place are unsafe due to lack of lighting, unrestricted access from the street or the road reserve. Vandalism and graffiti in these locations may increase levels of fear for users during the day and after hours.

C22

Are building materials and finishes of an appropriate quality and detailed in a manner to: d)

reduce vandalism

facilitate cleaning and

Not on Mawson Drive or along Mountevan Street.

replacement

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avoid facilitating illegal access to the building and services

See above regarding premises facing Mawson Place.

Element 6: Travel and Access Pedestrian Routes, Bicycle Paths and Lanes C23 Are Pedestrian Routes, Bicycle Paths and Lanes designed to maximise opportunities for natural surveillance

There are poor pedestrian routes along roads in the centre generally and there is no natural surveillance afforded the north south shared paths on the western and eastern sides of Athllon Drive, as housing and centre buildings back onto these roads or dense planting obstructs sightlines to bus stops, park and ride and the centre

by:

in general. c)

Maintaining sightlines along paths between destination points

The road link between Mawson Place and the Park and Ride has narrow footpaths on each side, but planting obstructs views of this route from Mawson Drive and Mawson Place and there are not restrictions on movement by pedestrians from the petrol station across the drainage channel to the south. Informal routes have formed and the general image and appearance of this area is poor.

Allowing overlooking from adjacent areas

C24 Are there direct access routes to buildings, streets, car parks and public transport? Are signs used to assist pedestrians where it is not possible to establish clear sightlines between destinations?

See above

The routes from the centre to bus stops on Athllon Drive are unclear and indirect and if travelling in a northerly direction, involve crossing the intersection and walking some distance north to an isolated bus stop. There are no signs to public transport routes. Access to adjoining housing areas is poor, involving lengthy journeys for pedestrians accessing housing to the east in Mawson and Farrar, due to a high embankment blocking east west movement on public footpaths. Pedestrian access to housing in Torrens is circuitous due in part to the street layout in the areas immediately to 149

ar bell planning ***associates the west, where pedestrian movement is encouraged along laneways, with no clear sightlines of the entrance to the centre and not discouraged across along Athllon Street which provides the most direct route. C25 Are pedestrian routes, bicycle paths and lanes provided with security by: c)

There is generally poor lighting of access routes to the centre.

Selecting and lighting 'safe' routes to the standard required for pedestrian areas so that these become the focus of legitimate movement after dark

Ensuring that laneways have more than one entrance to avoid 'dead-ends' and

Internal laneways within the shopping centre are illegible and in part poorly lit and have entrapment spots along the routes from Mawson Place.

entrapment spots, where possible C26 Does planting adjacent to pedestrian/bicycle routes: b)

Ensure there are open sightlines, with low planting (max 600mm) high-branchi ng and trees (2 metres) used

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R27 A statement is provided that pedestrian paths are designed to meet the

The footpath condition on Mawson Place is poor

AUSTROADS guide R28 A statement is provided that Bicycle Paths are designed in accordance with the AUSTROADS guide C29 Are pedestrian underpasses avoided? Where no practical alternative are they

N/A

designed: b)

Wide enough to accommodate both pedestrian and cycle traffic

Straight and without recesses

With mirrors so pedestrians can see around corners if there is a turn of 60 degrees of more

With entrances and exits that are visible from shops, homes or other areas of frequent pedestrian traffic

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To ensure there is no screening of entries/exits

With signs at each end indicating where it leads and an alternative route to use at night

C30 Are overpasses designed to reduce opportunities to throw missiles at cars for pedestrians

N/A

Bus Interchange, Bus Stops and Taxi Ranks C31 Are bus stops and taxi ranks located so that:

Refer C23 above. A taxi rank is situated opposite the entrance to the Mawson Club although most of the demand occurs at the southern entrance to the shopping centre where there is inadequate space for another rank.

Natural surveillance is possible

There are no walls, landscaping, The bus stops on Athllon Drive are not well situated, with the northerly one not visible due to poorly maintained fences or other structures planting blocking sightlines and the southern one having unclear access from the centre. which block sightlines to these elements

They are not located adjacent to vacant land, Alleys, car parks or near possible entrapment spots

The bus stop on the eastern side of Athllon Drive is located next to a car park and the northern one is located next to a large school playing field which is fenced along the eastern side thereby creating a possible entrapment spot in this location.

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bell planning ***associates h) There are short, safer routes to bus stops and taxi ranks from night-time venues such as

There is a need for a new bus services serving the centre to reduce the distant for shoppers, club patrons and other users of public transport who are not served by the current bus stop.

cinemas, theatres etc C32 Major bus stops and taxi ranks are well lit and protected from the weather, or adjacent to areas which are well lit or that provide protection from the

There is one bus stop within the centre on Heard Street and it is well lit. The bus stops on Athllon Drive are accessed via pedestrian routes that are poorly lit for night time use and are isolated, albeit providing shelter from the weather.

weather C33

Directional signage makes it easy to find bus stops or taxi ranks, and

N/A

provides up-to-date passenger information C34 Interchanges are located at the same level as significant activity generators to

N/A

avoid entrapment, increase natural surveillance and provide direct routes of access Element 7: Services Automatic Teller Machines (ATMs)

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â&#x20AC;˘ b ell planning associatei â&#x20AC;˘ 0111110 C35 Are approaches and entrances to AIMS highly visible and adequately lit so that

Yes

people cannot loiter, or enter, without being seen C36 Are they located near licensed premises, and bus stops where loitering by potential offenders may be a risk C37 Are ATMs which are located in vestibules or similar, securely glazed,

adequately non-legitimate and secure from users C38 Are bollards, or other landscaping, used to restrict the potential for vehicle

N/A

incursions Local Waste Storage Facilities C39 Is there screening which may provide entrapment of hiding spots and safe

The waste storage facilities are generally located at the rear of retail and commercial premises and are generally unsafe due to unrestricted access by the public and poor lighting.

access and is there adequate lighting is provided near such facilities

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e bell planning seeassociates Local Utility Facilities C40 Are air conditioning plants, meter boxes and other serviced points mounted within a secure building/enclosure for

protection Delivery and Storage Facilities C41 Are there measures to ensure that: c) Delivery and storage areas are not isolated from the main building d)

Secure storage areas are provided from shop owners

While not isolated, the areas serving the shops on the western side of Mawson Drive have storage areas that are unsafe as described above.

See above

Public Toilets C42 Are there measures to ensure that: d)

Public toilets are located in obvious locations, but not in

The only public toilets are located within the Mall and are therefore inaccessible after closing hours. They are poorly maintained and subject to vandalism and graffiti.

isolated areas of activity centres e)

Entrances are highly visible so that people cannot loiter or 155

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enter without being seen, particularly for toilets close to Children's playgrounds f)

Public seating and telephones are located away from public toilets to avoid opportunities

Yes

for loitering 7.8 Public Telephones

C43 Are public telephones located in obvious locations, well lit and well

N/A

sign posted, e.g. near bus stops or taxi ranks

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