Tom Vilsten - Bayswater Precinct Structure Plan (compressed)

BBayswater Precinct

Structure Plan

Tom Vilsten 636623ABPL30060 Urban Precinct Studio

October 2015

But a city is more than a place in space, it is a drama in time. Patrick Geddes, A Science of Cities (1915)

External Partners of this PSP City of KnoxDepartment of Environment, Land, Water and Planning .id Data ExpertsPublic Transport Victoria VicRoads

AcknowledgementsAcknowledgement of Traditional Land Owners This PSP acknowledges the Wurundjeri and Bunurong people as the traditional owners of the land within the City of Knox, and pays respects to its elders, past and present.Members of the Bayswater Group A special thank you to Katherine Kwong, Danny ODonnell, Jing Wu and Ying Xu for their collaboration, direction and zeal throughout the duration of this project.Guiding TutorAlso a special thank you to Milena Duric, PhD Student/Tutor, Faculty of Architecture, Building & Planning for her expertise and insight within the planning and design fields throughout the duration of the project, which has assisted in the creation of this plan. Guiding Coordinator, Guest Lecturers Again, a big thank you to David OReilly, coordinator of Urban Precinct Studio for all his expertise and wisdom during the semester, and for assembling a fantastic line up of professionals from the field who have provided their own personal stories and approaches to urban design and planning, which has also had an influence on the creation of this plan.

02

BBayswater Precinct

1.0 Introduction 05 1.1 Modern Melbourne / Purpose of the 07 Precinct Structure Plan1.2 Bayswaters Strategic Context 08 Greater Melbourne 08 Bayswater-Dandenong light rail catchment suburbs 09 Study Area 10 Process taken to prepare the Precinct Structure Plan 111.3 A new light rail for Melbournes south-east 12 Stud Road light rail: road layout variants 13 How the Stud Road light rail affects catchment suburbs 15

1.4 Bayswater statistical data; issues and opportunities 16 Statistical data: Work 17 Statistical data: Rest 18 Statistical data: Play 19 Data analysis 20 Issues summary 23 Opportunities summary 24

2.0 The Plan 25 The Vision for Bayswater 27 The Precinct Structure Plans overarching objectives 282.1 Theories and Benchmarks 29 Urban design theories 29 Benchmark city: San Francisco 312.2 Strategic Directions: Access and Movement 33 Direction A1: Safety 35 Direction A2: Transport 37 Direction A3: Pedestrians and Cyclists 43 Direction A4: Cars and Parking 45 Direction A5: Signage 47 2.3 Strategic Directions: Development 49 Direction D1: Services 51 Direction D2: Housing 55 Direction D3: Diversity 59 2.4 Strategic Directions: Public Spaces 63 Direction P1: Character 65 Direction P2: Civic Spaces 69 Direction P3: Ecology 71 Direction P4: Encounter 73 Direction P5: Interaction 77 Direction P6: Identity 79

Index

03

Quintessential Bayswater house

3.0 Implementation 81 3.1 Feasibility of the Strategic Directions 83 3.2 Implementation Schedule 84 Access and Movement 84 Development 85 Public Spaces 863.3 Changes to Zoning and Overlays 87 Current Zoning 87 Specific proposed changes to Zoning 88 Precinct-wide Zoning 89 Specific proposed changes to Overlays 90

3.4 Summary of the Bayswater Precinct Structure Plan 91

4.0 Lists and References 93 4.1 Figure Index 95 4.2 References 97

04

Bayswater Precinct study area with boundaries Base Map: Google Earth (2015) 105

1.1 Modern Melbourne / Purpose of the PSP This section will introduce the Bayswater Precinct Structure Plan (PSP) and its purpose. It will act as the opening to the PSPs aims and objectives, acknowledging its surrounding context within the changing dace of Melbourne as our city continues to grow exponentially. 1.2 Bayswaters Strategic Context The PSPs strategic context will be explored across three scales: Greater Melbourne, the suburbs within the Bayswater-Dandenong light rail catchment, and the Bayswater study area. Analysing Bayswater within its surroundings will assist in developing the PSP and achieving the set objectives.1.3 A new light rail for Melbournes south-eastAs a precursor to the Bayswater PSP, a light rail proposal between Bayswater and Dandenong will also be explored. This will aim to tie together Bayswaters location within Melbournes outer east with the growing south-east corridor, highlighting opportunities that the light rail an bring to suburbs with high car dependency and poor public transport connections. 1.4 Bayswater Statistical data; Issues and OpportunitiesA technical analysis of the suburb will be evaluated, to determine what existing issues are preventing sustainable growth in the suburb. Any positive attributes will be highlighted as catalysts for the PSP, which can then work in conjunction with opportunities to revitalise Bayswater.

Introduction

1.0

To Heathmont, Ringwood

To Wantirna, City

To Scoresby, R o w v i l l e , Dandenong

To B o r o n i a , Ferntree Gully, Belgrave

To The Basin, D a n d e n o n g Ranges

To Bayswater North, Croydon, Lilydale

BBayswater Precinct

1.1 Modern Melbourne / Purpose of the PSP

As of 2015, Melbourne has been named Australias biggest-growing city (Martin 2015). With an estimated 8 million inhabitants in our city by 2050, serious planning concerns arise as to how our city will accommodate the high volume of new settlers. This is where the old planning debate between urban sprawl and urban consolidation comes in. As Australian cities have been primarily planned around the car, they have sprawled out to the extent where without a car, one is left helpless in needing to get around.This PSP for Bayswater will advocate for urban consolidation, together with localisation of existing (and future) land functions. It will explore theories such as New Urbanism and the 20-minute Neighbourhood model as outlined in Plan Melbourne (DELWP 2014) to determine how consolidating Bayswater can be achieved, while also taking into consideration existing residents lifestyle patterns.The overarching objectives of the Bayswater PSP are to facilitate growth in the suburb to an extent that is respective of existing volumes (i.e. medium-density growth), as well as improve overall suburb liveability through the revitalisation of existing infrastructure and addition of new services and amenities for current and prospective residents. Theories and benchmarks are explored in further detail in section 2.1.

!

20-minute Neighbourhood conceptSource: DELWP 2014 2

07

City of Knox LGA

Melbourne CBD

Bayswater

Port Phillip Bay

52km To Melbourne Airport 29km To Fl inders Street Station

15km To the nearest public transport interchange where all three modes converge

Contextualisation of Bayswater Precinct & surroundings (further away from the precinct) 3.1

1.2 Strategic Context Greater Melbourne Bayswater sits at the base of the Dandenong Ranges, 29km east of Melbourne CBD. It is considered to be a fringe suburb with direct connections to the Dandenong Ranges, which renders it a desirable stopping point for tourists. But the aim is to make Bayswater more than just a stopping point for tourists how can it be improved for existing residents, and how can it appeal to prospective buyers who will contribute to future growth? These are some questions that this PSP aims to resolve.

08

1.2 Strategic ContextBayswater-Dandenong light rail catchment suburbs The Bayswater-Dandenong light rail stretches 19.5km across Melbournes south-east, along State Route 9 (Stud Road). It covers suburbs that have been well established since the 1950s, and have been planned around the car, with arterial roads connecting to cul-de-sac upon cul-de-sac. Both termini are the only suburbs with connecting train stations (Dandenong and Bayswater), and buses are scattered across the suburbs, weaving in and out from Stud Road. The only bus that traverses most of Stud Road is the Route 901 SMARTBUS (Melbourne Airport - Frankston).The light rail aims to reinforce existing bus networks along the south-eastern corridor, and to provide a mode of transport that caters primarily for short journeys. The justification for this is to promote active lifestyle choices, to localise suburbs outside the Bayswater Precinct, and to emphasize the necessity to create better-connected, les car-dependent suburbs.

09

Precinct Area: 310 hectares

Contextualisation of Bayswater Precinct & surroundings (closer to the precinct)

4km6km To the nearest hospital(Maroondah Hospital)

5km To the nearest big-box retail (Westfield Knox)

To the base of the Dandenong Ranges

3.21.2 Strategic ContextBayswater Precinct study area

10

Process taken to prepare the Precinct Structure Plan

The Bayswater PSP has been developed following an extensive period of fieldwork analysis and community engagement.Multi-scalar aspects have been considered in the process of assembling this PSP, which will be discussed throughout this document. Fieldwork analysis permitted an in-depth investigation in to the suburbs location within Greater Melbourne; how local residents current live, who they are, what they do and how they get around.As active transport has been considered to be the integral component to facilitating future growth and improving liveability, the PSPs objectives and strategic directions will aim to integrate notions of active travel and

A community engagement session has also taken place during the development of this PSP. With Bayswater locals voicing what they love about the suburb and what can be improved, this will become the key to achieving set objectives.Bayswaters issues and opportunities are discussed in greater detail in section 1.4.

Current level crossing at

Bayswater train station

Mountain Highway - narrow

pedestrian footpath

Mountain Highway - shops +

lack of excitement for people to engage with the area

Mountain Highway - looking

out to the Dandenong Ranges (key views)

Existing neighbourhood

character - Marlborough Road

Existing neighbourhood character - Begonia Avenue

(Bayswater Primary School to the left of the photo)

1.3 A new light rail for Melbournes south-east

As previously mentioned, the precursor to developing the Bayswater PSP has been to establish an addition to Melbournes public transport network. This has resulted in the proposal of a light rail connecting Bayswater to Dandenong and several car-heavy suburbs in Melbournes south-east. Even though the suburbs within the light rail catchment can be considered self-sustaining (due to car dependency), as Melbourne moves towards a more compact, consolidated city, its public transport system needs to be able to withstand growing capacities.

Running along Stud Road, a busy arterial that many people use daily is without a doubt a challenge in itself. The light rail will aim to run along shared bus lanes and median strips where available, to avoid traffic disruption. See Figures 5.1 and 5.2 for more detail.!

E-Class trams in DocklandsPhotography: Marcus Wong (2015)

12

Connecting Bayswater to the south-eastern corridorAs presented in Figure 4, the Stud Road light rail comprises of 25 stops, connecting residents of Melbournes south-east to shopping, educational, recreational, commercial, industrial and parkland spaces. The light rail does not aim (in the short term) to replace the car as the dominant mode of transport. It does however aim to encourage existing residents to utilise Melbournes public transport network by reinforcing what infrastructure is currently present in the area, by providing an additional mode with frequent, punctual services. Dealing with road width variations along Stud RoadFigures 5.1 + 5.2 on the next page have been created to show how Stud Road would look with the added light rail. Road widths do vary between Dandenong and Bayswater, and as a result, it is important to consider how the road may be able to support additional infrastructure given that it is a major arterial road within Melbournes south-east. Stud Roads typical layout is two lanes each way. In some parts, the road does widen to include a median strip that separates cars travelling in either direction.In some areas, the median strip is wide enough to fit the light rail. Where this is possible has been graphically represented in Figure 5.1. Figure 5.2 illustrates parts of Stud Road where the bus has its own priority lane. Effectively, the light rail would share this priority lane with the bus.

!

Stud

Roa

d lig

ht ra

il st

ops

diag

ram

4

13

14

Similar to Melbournes tram stop layout, the light rail proposes to run along the centre of Stud Road where possible, providing low-floor accessible island stops for passengers, with corresponding traffic lights and pedestrian crossings.

Where space along Stud Road permits, an alternative is for the light rail to run next to pedestrian footpaths on either side of the road, sharing a lane with buses.This configuration does not require the need for separate traffic lights and crossings for pedestrians, as they are able to access the stop directly from the connecting footpath.

Section of the light rail that will run in this arrangement

Section of the light rail that will run in this arrangement

Median strip option

Shared priority lane option 5.2

5.1

Stud Road light rail: Road layout variants

14

With the exception of Dandenong and Dandenong North, which have experienced recent influxes of migrants who are presumably seeking work and are unable to enter the work force, the suburbs along the Stud Road light rail are well established, with high percentages in the labour force. This is a strong sign for future growth, and is a positive note for continued development, including the addition of active transport.

High levels of car dependency raise concerns for future growth and the move towards a consolidated city, as these suburbs have been planned around the car. The addition of the light rail aims to lower car dependency and motivate existing and prospective residents to utilise the public transport system.

Comparison of unemployment rates within the light rail catchment 6.1

Comparison of car dependency levels within the light rail catchment 6.2

How does the light rail benefit the in-transit suburbs?

15

Guy Turner Reserve,Bayswater

1.4 Statistical data for Bayswater

Gathering statistical data for Bayswater has brought to attention particular suburban characteristics of existing residents lifestyles.Working from this, the data will focus on three umbrella topics: work, rest and play.Work will analyse the following topics to inform interactions between current and future land use: Travel methods to work Residents working in the precinct (and from home) Top professions, and changes in work trends Rest will look into the following topics to analyse lifestyle choices: Household compositions and types Changes in housing densities, and emerging trends

Play will investigate the following topics to note what services and amenities are currently provided: Access to civic and green open spaces Access to necessary services and amenities

16

N.B: Statistics have been formed using 2011 Census Data Source: Profile ID / Atlas ID (2011)

There is no doubt that this is a suburb that is car dependent, but it is good to see that there is a lower reliance on cars closer to the

Even though buses only run along arterial roads, and the train is in the south-east corner, it is good to see residents taking an initiative to use public transport to travel to work where they can.

An interesting note that there is a far greater amount of people cycling to work j u s t o u t s i d e t h e precinct - whats also o d d i s t h a t t h e residents who do cycle to work are quite far away from existing trails.

Currently quite a low percentage of people walk to work - the Bayswater PSP aims to l o c a l i s e j o b s f o r ex isting res idents, w h i c h m i g h t encourage them to walk more if work is much closer.

7.2

7.3

7.4

7.6

7.7

7.8

This is quite scattered across the precinct, but there can be slight c o m p a r i s o n m a d e between res idents working from home and those who earn more than $2500/week (see (7.6).

A n i n t e r e s t i n g c o n c e n t r a t i o n o f residents with high disposable incomes, residing further away f rom th e e x i st i ng activity centre.

Even though the data set is from 2011, most of the issues surrounding travel to work methods and income still persist within Bayswater.This PSP suggests to decentralise work opportunities and support local businesses to foster future growth and improve liveability.Changes to lifestyle patterns such as working from home or walking and cycling to work, or even travelling short distances by public transport can translate to the repurposing of spaces that would otherwise be dominated by cars (i.e. car parks, on-street parking).

Being a suburb on Melbournes urban fringe, its not much of a surprise that there is a large percentage of households who are struggling financially.

An interesting note, though, is the south-west corner, with residents of both low and high incomes in the area mixing together.

Spatial distribution of households of high and low incomes

7.6 + 7.7

Spatial distribution of travel methods towork within Bayswater Precinct

7.1 - 7.5

Average household income (per week) 7.8

Statistical data: Work

7.1 7.5

17

Statistical data: Rest

8.1 8.2

8.3 8.4

N.B: Statistics have been formed using 2011 Census Data Source: Profile ID (2011)

The majority of Bayswaters streets are comprised of single-storey detached housing on quite large allotments, most roughly over 600m2. While the desire to live out the Great Australian Dream has continued in the suburb, with many purchasing their homes, structural changes are becoming more apparent, with units, townhouses and apartments making their mark in the suburb as of recent.

Bayswaters median house and unit prices reflect the suburbs location along Melbournes urban fringe. Despite this, Figure 7.7 shows the extensive coverage of residents living below the average weekly income. This raises issues of access to affordable housing, better integration of services, jobs and amenities together with housing, and greater connections to surrounding suburbs that will facilitate and manage future growth.

Household types and compositions 8.1 + 8.2

Housing tenure and changes to housing densities

8.3 + 8.418

19

Statistical data: PlayN.B: Statistics have been formed using 2011 Census Data

Source: Profile ID (2011)

9.1

9.2

Access to green open spaces Existing residents within the precinct have the opportunity to access green open spaces that are found scattered across Bayswater. The issue is that the scale of these spaces cater to just a restricted set of purposes most of the spaces have playing fields for local sporting teams, but for other times when no sport is occurring, the spaces feel lifeless and lack purpose.Introducing smaller neighbourhood parks may also create a potentially restrictive set of uses due to scale, but they give the opportunity for residents to access such spaces by walking instead of driving. For a city that is reducing its house sizes, and subsequently its private backyard sizes, these neighbourhood parks act as a communal space for all. See pages 73-76 for the strategic direction on creating neighbourhood pocket parks.Quasi-public spacesBayswater isnt all lacking in services and spaces for gathering it just happens to be that most spaces fall into the blurred area of public vs. private space, otherwise known as quasi-public.Quasi-public spaces have the capacity to hose community events, and provide residents with necessary amenities within a set space to occupy during a restricted time frame (e.g. a shopping centre).This PSP calls to expand and decentralise existing quasi-public spaces, and to clarify the line between public and private where possible.

!

19

Datasets analysing emerging work trends within Bayswater Precinct

10.1 + 10.2

10.1

10.2

Data analysis: changes in trendsN.B: Statistics have been formed using 2011 Census Data


Changes in work trends

People moved up in the individual income quartile between 2006 and 2011, most likely corresponding to their changes in educational qualification(s). While this is good news for the suburbs future growth as individuals improve their living standards, new residents entering the suburb for permanent residency exemplify the necessity for affordable housing, as shown in Figure 7.7. The spatial coverage of households with incomes below $600/week is quite extensive.The lowest quartile group made up 23.5% of Bayswaters population in 2011.

People obtained educational qualification between 2006 and 2011 (vocational, diploma or bachelor). This corresponds to changes in Bayswaters top occupations, with an emerging profile of managers, professionals and community service workers appearing in the suburb.

626

208

20

Changes in rest trends

2.1%

Changes in play trends

Increase in the construction of medium and high-density dwellings between 2006 and 2011. A move to a more compact Bayswater is emerging as a trend that highlights structural changes to household compositions (the ageing post-war population slowly being taken over by new young couples/young families). With this comes changes to lifestyles and choices in how residents lead their daily lives.Townhouses in particular are emerging as a popular dwelling type within the Bayswater Precinct.

Has acted as the catalyst for Bayswaters centralisation of play spaces, connecting (to some extent) the train station, Marie Wallace Park, Station and High Streets, as well as Mountain Highway shops. Since its construction in 2009, however, the range of leisure and recreation spaces in the precinct has not expanded, and the majority of spaces that were already existing currently feel outdated.For many residents, this dissatisfaction leads to frequent travels to other suburbs for leisure.This PSP calls for better links between Mountain High Shopping Centre and its surroundings to create a series of dynamic leisure spaces for residents, as well as smaller-scale play spaces scattered across the precinct.

Data analysis: changes in trendsN.B: Statistics have been formed using 2011 Census Data


MOUNTAIN HIGH SHOPPING CENTRE

21

SWOT Analysis

+ Direct access to green spaces within walking distance of activity centre + Views to the Dandenong Ranges from multiple areas within the precinct + Availability of affordable housing stock + Strong sense of community present

A SWOT analysis has been developed to categorise existing suburb conditions. This provides depth and guidance for the PSPs strategic directions and objectives, which will be explored further in this document.

STRENGTHS

- Strong car dependency - Amount of public spaces is minimal, with a lot of land underutilised - Disconnectivity between north and south of precinct due to Mountain Highways width and heavy traffic volumes - Range of services and amenities is poor

WEAKNESSES

Consolidate and decentralise services and amenities to reach residents living longer than walking distance from the existing activity centre Redevelop underutilised land for the community; create meaningful civic spaces Encourage residents to walk and cycle through the provision of necessary infrastructure

OPPORTUNITIES

Competition from neighbouring suburbs with a more established service base (Ringwood, Knoxfield) Undulating topography creates accessibility issues for mobility-impaired individuals Pedestrian safety concerns within a car-dominated suburb

THREATS

Credit to Katherine Kwong for the SWOT analysis 22

issues

bayswater precinct structure plan23

Together with the data gathered, the community engagement session (which took place during the development of this PSP) has established a list of broad suburb issues that require attention. These issues will act as starting points in examining what requires improving in the precinct.

The general thought of densification usually processes an image of tall, crude skyscrapers casting long shadows over a space that suddenly feels quite narrow and uncomfortable. This, in conjunction with general densification, resulting in the loss of neighbourhood character, was noted during community engagement.

Sparse street lighting in secondary and tertiary streets, together with poor maintenance of footpaths and other pedestrian spaces has resulted in the community voicing their concerns about safety. This is without a doubt a primary concern for redeveloping the precinct, and will be discussed in detail throughout section 2 - The Plan for Bayswater.

As of current, residents have voiced their desire to see more civic spaces that connect to other things - whether that is shopping, transport, or other spaces - a series of civic spaces that will provide a dynamic environment for the community to engage with is currently lacking.

general opposition to densiFication / retention of character

lack of open and civic spaces

perception of safety, physical and psychological

desired streetscape to be retained

example of a civic space done well

physical safety questioned here - unusable footpath

example of new apartment development

and one not so well...

perception of safety missing with barely any street lights or shelter

Perception of safety missing with barely any street lights or shelter

Issues summary

Together with the data gathered, the community engagement session (which took place during the development of this PSP) has established a list of broad suburb issues that require attention. These issues will act as starting points in examining what requires improving in the precinct.General opposition to densification / retention of character The general thought of densification usually processes an image of tall, crude skyscrapers casting long shadows over a space that suddenly feels narrow and uncomfortable. This, in conjunction with general densification, resulting in the loss of neighbourhood character, was noted during community engagement.Lack of open and civic spacesAs of current, residents have voiced their desire to see more civic spaces that connect to other things whether that is shopping, transport, or other spaces a series of civic spaces that will provide a dynamic environment for the community to engage with is currently lacking. Perception of safety; physical and psychologicalSparse street lighting in secondary and tertiary streets, together with poor maintenance of footpaths and other pedestrian spaces has resulted in the community voicing their concerns about safety. This is without a doubt a primary concern for redeveloping the precinct, and will be discussed in detail throughout Section 2 The Plan for Bayswater.

Desired streetscape to be retained

Example of new apartment development

Example of a civic space done well

And one not so well

Physical safety questioned here - unusable footpath

23

opportunities

24bayswater precinct structure plan

The Bayswater PSPs aim is to convert existing suburb issues into opportunities, to refute any negative connotations residents (and outsiders) may have of the suburb, and to strengthen the suburbs positive attributes with the intention of facilitating growth and improving liveability.

facilitating growth

improving liveability

As Melbourne continues to grow, curbing the citys urban fringe line can be as simple as slightly increasing densities in existing suburbs. In recent years, Bayswater has seen multiple 3 storey apartment blocks constructed, which have not impeded on existing streetscapes, nor have they diminished the quality of the natural surroundings. Merging such apartment blocks with other functions, such as commercial, can increase opportunities for informal, unplanned encounter, as well as promote walkable, well serviced streets.

Pairing up more apartment blocks in locations that are close to green open spaces, or even pocket parks and neighbourhood playgrounds can also psychologically benefit residents. Local parks can act as exchange points for residents, who double as vigilant passive observers.

inactive interface + carpark can be reused

semi-abandoned arcade = new opportunities

example of successful apartment development

connect shared trails to shops and transport

stimulate the inner explorer by showcasing the suburbs history in a creative manner

engage the local community in initiatives to add life to a space that is otherwise underutilised

Opportunities summary

The Bayswater PSPs aim is to convert existing suburb issues into opportunities, to refute any negative connotations residents (and outsiders) may have of the suburb, and to strengthen the suburbs positive attributes with the intention of facilitating growth and improving liveability. Facilitating growthAs Melbourne continues to grow, curbing the citys urban fringe line can be as simple as slightly increasing densities in existing suburbs.In recent years, Bayswater has seen multiple three-storey apartment blocks constructed, which have not impeded on existing streetscapes, nor have they diminished the quality of the natural surroundings. Merging such apartment blocks with other functions, such as commercial, can increase opportunities for informal, unplanned encounter, as well as promote walkable, well serviced streets. Improving liveabilityPairing up more apartment blocks in locations that are close to green open spaces, or even pocket parks and neighbourhood playgrounds can also psychologically benefit residents. Local parks can act as exchange points for residents, who double as vigilant passive observers.

Inactive interface + car park can be reused

Semi-abandoned arcade = new opportunities

Example of successful apartment development

Connect shared trails to shops and transport

Stimulate the inner explorer by showcasing the suburbs history in a creative manner

Engage the local community in initiatives to add life to a space that is otherwise underutilised

24

Edge of Mountain Highway shopping area, Bayswater

25

The Plan for Bayswater2.1 Theories and benchmarks This section will cover precedents and urban design theories that can help relate Bayswaters existing conditions to what the PSP aims to redevelop. A comparison will also be made using local precedents from Melbourne, highlighting successful design solutions to issues that are prevalent in Bayswater.2.2 Strategic Directions: Access + Movement This theme will guide the PSPs strategic directions that address issues of accessibility to, from and within the suburb. This will highlight opportunities for areas that require improving, which range from public transport to walking and cycling.2.3 Strategic Directions: DevelopmentThis theme will guide the PSPs strategic directions that addresses concerns for future growth, as well as interactions between land use and existing residents lifestyle patterns. It will highlight opportunities for the coordination of future land use and best practice that aims to provide an intensified, more diverse mix of development to Bayswater. 2.4 Strategic Directions: Public SpacesThis theme will guide the PSPs strategic directions that addresses a lack of civic spaces, poor connections between green open spaces and the blurred use of quasi-public spaces. It will highlight opportunities for the repurposing of existing green spaces, the introduction of new civic spaces, as well as new pocket parks dispersed within the precinct. 2.0

BBayswater Precinct

The vision for Bayswater

Bayswater as a modern addition to a rapidly growing Melbourne

Positioned at the base of the breathtaking Dandenong Ranges, the Bayswater Precinct Structure Plan aims to localise services and amenities, and establish an active transport network that spans through well-connected, permeable streets.Whether you are an existing resident, or a prospective buyer, the refreshed Bayswater Precinct welcomes you into the local community by linking residential to commercial, educational and recreational spaces across the precinct.Bayswaters strategic location as a gateway to Melbournes growing south-eastern corridor and the picturesque Dandenong Ranges will present the suburb as an enviable location for years to come. Strengthening services for the community, improving accessibility and preserving existing neighbourhood character will form this plans overarching goals.This will aim to showcase everything the suburb can proudly call its own.

27

the psps overarching objectives

In order to achieve successful 20-minute neighbourhoods, residents need to have direct access to all necessary services and amenities within walking distance. This PSP calls to strengthen Bayswaters existing retail centre through dispersed expansion within neighbourhood streets.

As identified in the issues and opportunities section, the suburb is currently lacking in civic spaces where residents can gather and enjoy the great outdoors. This PSP intends to repurpose underutilised land not just to provide a greater range of services to residents, but also a set of civic spaces that will become a new suburb marker for locals and passers-by.

There are many leafy streets in the precinct, and the aim is to reiterate such greenery through spaces that are currently unbalanced between hard and soft surfaces and interfaces. By intensifying greenery throughout the precinct as a whole, the area feels more connected and consistent in ambiance.

Extend the retain core by decentralising activity

provide the suburb with iconic civic spaces

repurpose underutilised land to diversify services and amenities

intensify and connect green spaces across the precinct

Currently there are parcels of land that are vacant and not used by the general public, nor are they being developed into services that the suburb and residents may require. This PSP aims to target such sites for immediate redevelopment, to fill any gaps in services that may be lacking.

bayswater precinct structure plan 28

The PSPs overarching objectives

Extend the retail core by decentralising activityIn order to achieve successful 20-minute neighbourhoods, residents need to have direct access to all necessary services and amenities within walking distance. This PSP calls to strengthen Bayswaters existing retail centre through dispersed expansion within neighbourhood streets.

Repurpose underutilised land to diversify services and amenitiesCurrently there are parcels of land that are vacant and not used by the general public, nor are they being developed into services that the suburb and residents may require. This PSP aims to target such sites for immediate redevelopment, to fill any gaps in services that may be lacking.

the psps overarching objectives

In order to achieve successful 20-minute neighbourhoods, residents need to have direct access to all necessary services and amenities within walking distance. This PSP calls to strengthen Bayswaters existing retail centre through dispersed expansion within neighbourhood streets.

As identified in the issues and opportunities section, the suburb is currently lacking in civic spaces where residents can gather and enjoy the great outdoors. This PSP intends to repurpose underutilised land not just to provide a greater range of services to residents, but also a set of civic spaces that will become a new suburb marker for locals and passers-by.

There are many leafy streets in the precinct, and the aim is to reiterate such greenery through spaces that are currently unbalanced between hard and soft surfaces and interfaces. By intensifying greenery throughout the precinct as a whole, the area feels more connected and consistent in ambiance.

Extend the retain core by decentralising activity

provide the suburb with iconic civic spaces

repurpose underutilised land to diversify services and amenities

intensify and connect green spaces across the precinct

Currently there are parcels of land that are vacant and not used by the general public, nor are they being developed into services that the suburb and residents may require. This PSP aims to target such sites for immediate redevelopment, to fill any gaps in services that may be lacking.


Intensify and connect green spaces across the precinctThere are many leafy streets in the precinct, and the aim is to reiterate such greenery through spaces that are currently unbalanced between hard and soft surfaces and interfaces. By intensifying greenery throughout the precinct as a whole, the area feels more connected and consistent in ambiance.

Provide the suburb with iconic civic spacesAs identified in the issues and opportunities section, the suburb is currently lacking in civic spaces where residents can gather and enjoy the great outdoors. This PSP intends to repurpose underutilised land not just to provide a greater range of services to residents, but also a set of civic spaces that will become a new suburb marker for locals and passers-by.

28

2.1 urban design theories

This theory comes from Plan Melbourne, and is centered around the concept of living locally. The model has been adapted from urban design theories of New Urbanism, a movement that gained attention in the United States in the 1980s (Talen 2013). It advocates for walkable neighbourhoods and transit-oriented development (TOD) over the car, all which connects to a range of jobs, services and local parks within a 20 minute walk (less on public transport).

Also commonly referred to as guerrilla urbanism, this theory aims to improve local neighbourhoods and bring people together through low cost, temporary changes made to the built form (Lydon & Garcia 2015). It is becoming increasingly popular in North American and Canadian cities, and highlights societal changes with preferences moving towards dynamic, flexible spaces that match our busy lifestyles. On the right are some examples of such tactical urbanism from North American cities. These could act as grassroots initiatives in improving and connecting Bayswaters residents to future open spaces.

The 20-minute neighbourhood

tactical urbanism

implementing this in bayswater

Intensifying Melbourne (Dovey et al. 2014) has developed an extensive analysis on theories relating to the 20-minute model, using Melbourne as a laboratory to highlight transport issues and car dependency, which is typical not just of our city, but also of other major Australian cities. Finding an intersection of increased densities, mixes of land functions and access to such intensified mixes of land functions establishes the paradigm of the 20-minute neighbourhood. Combining this model with ideas from tactical urbanism aims to improve lifestyles and reconnect communities through dynamic and diverse spaces. Discussion continued on pages 31 + 32.


29

2.1 Urban Design Theories

The 20-minute neighbourhoodThis theory comes from Plan Melbourne, and is centred around the concept of living locally. The model has been adapted from urban design theories of New Urbanism, a movement that gained attention in the United States in the 1980s (Talen 2013).It advocated for walkable neighbourhoods and transit-oriented development (TOD) over the car, all which connects to a range of jobs, services and local parks within a 20 minute walk (less on public transport).Tactical UrbanismAlso commonly referred to as guerrilla urbanism, this theory aims to improve local neighbourhoods and bring people together through low-cost, temporary changes made to the built form (Lydon & Garcia 2015). It is becoming increasingly popular in North American and Canadian cities, and highlights societal changes with preferences moving towards dynamic, flexible spaces that match our busy lifestyles.On the right are some examples of such tactical urbanism from North American cities.These could act as grassroots initiatives in improving and connecting Bayswaters residents to future open spaces.

Implementing this in BayswaterIntensifying Melbourne (Dovey et al. 2014) has developed an extensive analysis on theories relating to the 20-minute model, using Melbourne as a laboratory to highlight transport issues and car dependency, which is typical not just of our city, but also other major Australian cities.Finding an intersection of increased densities, mixes of land functions and access to such intensified mixes of land functions establishes the paradigm of the 20-minute neighbourhood.Combining this model with ideas from tactical urbanism aims to improve lifestyles and reconnect communities through dynamic and diverse spaces. Discussion continued on pages 31 + 32. !

2.1 urban design theories

This theory comes from Plan Melbourne, and is centered around the concept of living locally. The model has been adapted from urban design theories of New Urbanism, a movement that gained attention in the United States in the 1980s (Talen 2013). It advocates for walkable neighbourhoods and transit-oriented development (TOD) over the car, all which connects to a range of jobs, services and local parks within a 20 minute walk (less on public transport).

Also commonly referred to as guerrilla urbanism, this theory aims to improve local neighbourhoods and bring people together through low cost, temporary changes made to the built form (Lydon & Garcia 2015). It is becoming increasingly popular in North American and Canadian cities, and highlights societal changes with preferences moving towards dynamic, flexible spaces that match our busy lifestyles. On the right are some examples of such tactical urbanism from North American cities. These could act as grassroots initiatives in improving and connecting Bayswaters residents to future open spaces.

The 20-minute neighbourhood

tactical urbanism




urban design theories




11.1 11.2 11.3

Figures 11.1 - 11.3: isochrone mapping, showing range possible with different modes of transport over a 20 minute period taken from intensifying Melbourne (dovey et al. 2014)

Car access zones within 20 minutes (50km radius)

Walking and cycling access zones within 20 minutes (50km radius)

Public transport access zones within 20 minutes (50km radius)

This map accentuates the issue of the car being the only way to get around quicker when compared to figures 11.2 and 11.3. This PSP calls for the intensification of services, amenities and everything else necessary for Bayswaters residents to provide coverage that is just as broad as what one would experience travelling around in a car.

Cycling (in yellow) and walking (in green) show that a substantial area can be covered within 20 minutes. This emphasizes on the promotion of 20-minute neighbourhoods, which are all about being able to access services and amenities by walking, cycling or using public transport. The aim in this PSP is to provide strategies that work towards achieving a 20-minute neighbourhood in Bayswater.

Melbournes radial transport system emphasizes how few suburbs receive good coverage within a 20 minute journey. This also emphasizes the need to localise suburbs with poor public transport infrastructure, while simultaneously improving the frequency and reliability of existing services.

Urban Design Theories

This map accentuates the issue of the car being the only way to get around quicker when compared to figures 11.2 and 11.3. This PSP calls for the intensification of services, amenities and everything else necessary for Bayswaters residents to provide coverage that is just as broad as what one would experience travelling around in a car.

Cycling (in yellow) and walking (in green) show that a substantial area can be covered within 20 minutes.This emphasizes the need to promote 20-minute neighbourhoods, which are all about being able to access services and amenities by walking, cycling or using public transport.The aim in this PSP is to provide strategies that work towards achieving a 20-minute neighbourhood in Bayswater.

Melbournes radial transport system emphasizes how few suburbs receive good coverage within a 20 minute journey.This also emphasizes the need to localise suburbs with poor publ ic transport infrastructure, while simultaneously improving the frequency and reliability of existing services.

Car access zones within 20 minutes (50km radius) 11.1

Walking and cycling access zones within 20 minutes (50km radius) 11.2

Public transport access zones within 20 minutes (50km radius) 11.3

Isochrone mapping: Showing rangepossible with different modes of transport over a 20 minute period Taken from Intensifying Melbourne (Dovey et al. 2014)

11.1 - 11.330

benchmark city: san Francisco

San Francisco has been chosen as the main benchmark city for this PSP because of its similar undulating terrain, and the citys ability to construct people-dense, public transport-friendly neighbourhoods. The citys successes are what this PSP aims to look at in terms of design and how similar ideas can be implemented in Bayswater. This section will look at San Franciscos streets and their culture, how public space is used, and how lifestyle patterns interact and affect the formation of future land uses.

San Franciscos public transport system provides not just a variety of options to the citys residents, but also meaningful connections to city landmarks. This is the aim in Bayswater - to connect the Stud Road light rail to surrounding infrastructure, strengthening the public transport system and reducing car dependency.

similarities in the citys morphology

a public transport system on an undulating terrain


12 san franciscos topography source: conor fennessy

San Franciscos cable cars San Franciscos light rail

Benchmark city: San Francisco

Similarities in the citys morphology San Francisco has been chosen as the main benchmark city for this PSP because of its similar undulating terrain, and the citys ability to construct people-dense, public transport-friendly neighbourhoods. The citys successes are what this PSP aims to look at in terms of design and how similar ideas can be implemented in Bayswater. This section will look at San Franciscos streets and their culture, how public space is used, and how lifestyle patterns interact and affect the formation of future land uses.A public transport system on an undulating terrainSan Franciscos public transport system provides not just a variety of options to the citys residents, but also meaningful connections to city landmarks. This is the aim in Bayswater to connect the Stud Road light rail to surrounding infrastructure, strengthening the public transport system and reducing car dependency.

San Franciscos topographySource: Conor Fennessy (2012) 12

San Franciscos cable cars San Franciscos light rail

31

benchmark city: san Francisco

Giving people a space to relax in the street is so important in creating an engaging, vibrant street, but also in balancing a healthy lifestyle that is all too often busy and stressful.

Why not provide an inviting form of entertainment in the street? Allowing people just walking by to enjoy a game of table tennis can improve their psychological status and allow them to unwind from a hard days work. Plus, the table is moveable, so it can spark excitement in any street just by chance.

Adult playgrounds ignite our inner child, making us want to explore as a child would. These installations can be temporary and rotational, which would allow for new activities to take place within them, and for different streets to enjoy them. Instead of travelling to the excitement and engaging streets, they come to you instead!

To promote the idea of 20-minute neighbourhoods in Bayswater, streets need to become engaging spaces that are constantly changing. The aim is to provide dynamic experiences for the people who use these spaces.

Earlier this year (April 2015), Gehl Architects set up a series of inviting installations along one of San Franciscos central streets, Market Street. The interactive setups aimed to engage pedestrians walking by and to give them opportunities to experience something new in a public space that would otherwise be normal or even mundane.

street life - engaging, exciting and resilient makers on market - a tactical urbanism project


Benchmark city: San Francisco

Street life engaging, exciting and resilientTo promote the idea of 20-minute neighbourhoods in Bayswater, streets need to become engaging spaces that are constantly changing. The aim is to provide dynamic experiences for the people who use these spaces.

Makers on Market A tactical urbanism project Earlier this year (April 2015), Gehl Architects set up a series of inviting installations along one of San Franciscos central streets, Market Street. The interactive setups aimed to engage pedestrians walking by and to give them opportunities to experience something new in a public space that would otherwise be normal or even mundane.

Giving people a space to relax in the street is

so important in creating an engaging, vibrant street, but also in balancing a healthy

lifestyle that is all too often busy and

stressful.

Why not provide an inviting form of entertainment in

the street? Allowing people just walking by to enjoy a game of table tennis can improve their psychological

status and allow them to unwind from a hard days

work.Plus, the table is moveable, so it can spark excitement

in any street just by chance.

Adult playgrounds ignite our inner child, making us want to

explore as a child would. These installations can be temporary and rotational, which would allow for new activities to take

place within them, and for different streets to enjoy them.Instead of travelling to the excitement and engaging streets, they come to you instead!

32

Bayswater Train Station + stabling facilitiesPhotography: Katherine Kwong (2015)

2.2 Strategic Directions: Access + Movement

Overview

The key objectives for this theme centralise around the creation of a new integrated public transport system. Like many outer suburbs in Melbourne, Bayswater has been developed around the car, and there is no doubt that existing residents rely heavily on their cars in order to get around.This theme will also provide strategies to tackle issues of safety, managing cars and signage.Key Objectives

Provide residents with greater choice in efficient public transportation Encourage more walking and cycling within the precinct Recognise the need for car parking, but provide an efficient, consolidated form that will allow for underutilised land to be repurposed

33

Strategic Directions: Access + Movement

A1

A2

A3

A4

A5

Safety

Transport

Pedestrians & Cyclists

Cars & Parking

Signage

Improve pedestrian and cyclist safety by reducing speeds throughout the precinct

Provide a well connected public transport system for residents

Create a network of shared pedestrian and cyclist paths

Manage on and off-street parking in an efficient, consolidated form

Increase signage throughout the precinct to assist in wayfinding

34

overview

While many secondary and tertiary streets in Bayswater have a 40km/h speed limit implemented, the speed along arterial roads (Scoresby Road, Stud Road and Mountain Highway) fluctuates between 60 and 80km/h. The PSP proposes a flat 40km/h limit between 7am and 7pm within precinct boundaries, to improve safety for pedestrians and cyclists sharing the road with cars, buses and in the future, the light rail. Hopefully this action will discourage drivers to some extent, and minimise the volume of cars on Bayswaters roads. Simultaneously, this encourages walking and cycling, and the human-scale interaction between people and their surroundings.


a1safety improve pedestrian and cyclist safety by reducing speeds throughout the precinct

corresponding directions:

On Mountain Highway, pedestrians are always under pressure to cross the road quickly due to turning cars from side streets. Current speeds of 60km/h through the existing retail core also doesnt help pedestrians cross the roads, who usually have little time to cross safely, with traffic lights changing quite quickly to allow motorists through.

On side streets like High Street (shown here), a 40km/h limit is already imposed, and there is a greater chance for pedestrians to cross the road safely, with zebra crossings provided. Multiple 20km/h speed humps, as well as an overall width difference (a much narrower street, compared to Mountain Highway), also contribute to a greater feeling of pedestrian safety.

a3 a4 a5A1 SafetyImprove pedestrian and cyclist safety by reducing speeds throughout the precinct

OverviewWhile many secondary and tertiary streets in Bayswater have a 40km/h speed limit implemented, the speed along arterial roads (Scoresby Road, Stud Road and Mountain Highway) fluctuates between 60 and 80km/h. The PSP proposes a flat 40km/h limit between 7am and 7pm within precinct boundaries, to improve safety for pedestrians and cyclists sharing the road with cars, buses and in the future, the light rail.Hopefully this action will discourage drivers to some extent, and minimise the volume of cars on Bayswaters roads. Simultaneously, this encourages walking and cycling, and the human-scale interaction between people and their surroundings.

A3 A4 A5Corresponding Directions:

On Mountain Highway, pedestrians are always under pressure to cross the road quickly due to turning cars from side streets.Current speeds of 60km/h through the existing retail core doesnt help pedestrians cross the roads, who usually have little time to cross safely, with traffic lights changing quite quickly to allow motorists through.

overview







a3 a4 a5

overview







a3 a4 a5

On side streets like High Street (shown here), a 40km/h limit is already imposed, and there is a greater chance for pedestrians to cross the road safely, with zebra crossings provided.Multiple 20km/h speed humps, as well as an overall width difference (a much narrower street, compared to Mountain Highway), also contribute to a greater feeling of pedestrian safety.

overview







a3 a4 a5

35

strategies:

1. Improve pedestrian safety and overall perceived safety on streets through the provision of new crossings along Mountain Highway, between Bayswater Primary School and Mountain Highway/Stud Road. 2. Review the quality of current footpaths along Mountain Highway; widen footpaths where possible by removing slip parking lanes and unnecessary on-street parking. 3. Introduce more zebra crossings and speed humps along Station Street, to replicate the feeling of safety on High Street.

bayswater precinct structure plan 36hotspots to reduce speeds

stud road / mountain highway corner

orange grove

mountain highway / bayswater primary school

orchard road / bayswater secondary college

mountain highway / high street

mountain highway / scoresby road + bayswater road

The City of Knox has incorporated some traffic calming measures to reduce speeds within the precinct, such as speed bumps and kerb extensions. Roundabouts, oddly enough, are not very popular in Bayswater, with just one present at High Street and Pine Road. Further controls like slow point islands and increased signage, in particular in local streets would promote pedestrian and cyclist safety, and highlight to motorists that they need to drive safely and slower in pedestrian-oriented spaces.

example of a kerb extension at orange grove

The images above show a good initiative to slow motorists down, which also incorporates greenery into road infrastructure. More initiatives like this across other streets in the precinct could assist in making Bayswaters streets safer for pedestrians and cyclists.

sole roundabout in the precinct (high street / pine road)

Strategies:1. Improve pedestrian safety and overall perceived safety on streets through the provision of new crossings along Mountain Highway, between Bayswater Primary School and Mountain Highway / Stud Road.

2. Review the quality of current footpaths along Mountain Highway; widen footpaths where possible by removing slip parking lanes and unnecessary on-street parking.

3. Introduce more zebra crossings and speed humps along Station Street, to replicate the feeling of safety present on High Street.

The City of Knox has incorporated some traffic calming measures to reduce speeds within the precinct, such as speed bumps and kerb extensions. Roundabouts, oddly enough, are not very popular in Bayswater, with just one present at High Street and Pine Road.Further controls like slow point islands and increased signage, in particular in local streets, would promote pedestrian and cyclist safety. In turn this should highlight to motorists that they need to drive safely and slower in pedestrian-oriented spaces.

Example of a kerb extension at Orange GroveThe images above show a good initiative to slow motorists down, which also incorporates greenery into road infrastructure.More initiatives like this across other streets in the precinct could assist in making Bayswater safer for pedestrians and cyclists.

36

overview

The central location Bayswaters public transport interchange will remain on Station Street. Its upgrade will aim to integrate the Stud Road light rail, a new, elevated train station and 7 bus routes, that will continue to connect residents to Melbournes CBD, outer east, south-east and south. With the proposed decentralisation of services and amenities, the overarching aim for Bayswater is that residents will not require their car to access necessary services and amenities within their daily routine. To achieve this, the public transport network will be strengthened, and continue to service Bayswater as it does now.


a2transport provide a well connected public transport system for residents


Bayswaters existing public transport interchange doesnt provide many facilities for passengers waiting for a connecting bus upon alighting the train. The space overall feels poorly connected and uncomfortable to traverse, with minimal signage to guide you from the station to the interchange.

A positive of the current interchange is that cyclists are being catered for, with bike storage included. This is now common at almost every train station across Melbourne, and shows that cycling is emerging as a lifestyle choice.

a4 D2A2 TransportProvide a well connected public transport system for residents

overview







a4 D2

OverviewThe central location of Bayswaters public transport interchange will remain on Station Street. Its upgrade will aim to integrate the Stud Road light rail, a new, elevated train station and 7 bus routes, that will continue to connect precinct residents to Melbournes CBD, outer east, south-east and south. With the proposed decentralisation of services and amenities, the overarching aim for Bayswater is that residents will not require their car to access necessary services and amenities within their daily routine. To achieve this, the public transport network will be strengthened, and continue to service Bayswater as it does now.

Bayswaters existing publ ic transport interchange doesnt provide many facilities for passengers waiting for a connecting bus upon alighting the train.The space overall feels poorly connected and uncomfortable to traverse, with minimal signage to guide you from the station to the interchange.

A positive of the current interchange is that cyclists are being catered for, with bike storage included. This is now common at almost every train station across Melbourne, which shows that cycling is emerging as a popular lifestyle choice.

overview







a4 D2

overview







a4 D2

A4 D2Corresponding Directions:

37

Existing bus stops in the precinct will be upgraded to feature the same facilities as proposed stops. Light rail stops will be all low-floor, accessible stops, and will merge with existing footpaths along Mountain Highway and Stud Road. (See pages 40 - 42 for detailed graphics on public transport changes in Bayswater)


corresponding directions: strategies:

1. Upgrade Bayswater Train Stations public transport interchange to provide greater ease of access for passengers connecting from one mode of transport to another. 2. Coordinate land available to manage cars, buses, train, light rail, pedestrians and cyclists. 3. Ensure the new public transport interchange integrates adequate signage to notify passengers upon arrival at Bayswater where they are and where they need to go to arrive at their destinations.

strategies:

minimum standard of facilities expected at every bus stop in the precinct

expected standard of facilities at every light rail stop in the precinct

streets serviced by bus + light rail

existing bus stops

proposed bus stops

proposed light rail stops

bayswater train station transport interchange

13.1

13.2

N

st

ud

ro

ad

hig

h street

statio

n street

sc

or

es

by

ro

ad

mountain h

ighway

Strategies:1. Upgrade Bayswater Train Stations forecourt (public transport interchange) to provide greater ease of access for passengers connecting from one mode of transport to another.

2. Coordinate land available to manage cars, buses, train, light rail. pedestrians and cyclists.

3. Ensure the new public transport interchange integrates adequate signage to notify passengers upon arrival at Bayswater where they are and where they need to go to arrive at their destination(s).





strategies:




existing bus stops

proposed bus stops



13.1

13.2

N

st

ud

ro

ad

hig

h street

statio

n street

sc

or

es

by

ro

ad

mountain h

ighway





strategies:




existing bus stops

proposed bus stops



13.1

13.2

N

st

ud

ro

ad

hig

h street

statio

n street

sc

or

es

by

ro

ad

mountain h

ighway

Existing bus stops in the precinct will be upgraded to feature the same facilities as proposed stops.Light rail stops will be all low-floor, accessible stops, and will merge with existing footpaths along Mountain Highway and Stud Road. (See pages 40 - 42 for detailed graphics on public transport changes).

!

Minimum standard of facilities expected at every bus stopin the precinct 13.1

Expected standard of facilities at every light rail stop in the precinct 13.2

38


a2

framework plan

Bayswater Train Station: Remove two level crossings, at Mountain Highway and Scoresby Road Elevate the train station, converting space below the platforms to mirror the existing Station Street shopping strip Mimic the greenery of the Dandenong Ranges by introducing more native vegetation throughout the station area The Stud Road Light Rail terminus: Connect the light rail terminus platform to Bayswater Train Station, providing ease of access for passengers Open The Bayswater Triangles currently fenced off southern boundary to allow access between the two spaces The new bus interchange: Provide more bays for buses to stop in front of the station Create a seating area that connects to Bayswater Train Station Cyclists and motorists: Provide more secure cycling cages, and increase the number of available cycling storage Consolidate parking to the east of the public transport interchange, in a multi-level form N

Bayswater

boronia

heathmont

ringwood

croydon

mooroolbark

lilydale

ringwoodeast

0 1km

dealing with the bayswater train station maintenance workshop + stabling facilities

!

Currently Bayswater Train Station also hosts stabling facilities and a maintenance workshop that has replaced the former Jolimont Yard in the city. Its large floor area of nearly 3000m2 means that while it has the capacity to repair trains when needed, it acts as an obstacle with the proposed elevation of the new train station. A proposed new site for the maintenance workshop is along the Lilydale line, between Mooroolbark and Lilydale Stations. Existing railway tracks pass vacant lots of land under the Special Use Zone (SUZ1), which could potentially host the maintenance workshop as well as train stabling facilities.

The proposed new site is 12km from Bayswater, which would incur a displacement of jobs. However, there is the opportunity to reskill current workers to the proposed Scoresby light rail depot (servicing the Stud Road light rail route) should they choose not to move to Mooroolbark.

suz1

puz2

puz4

in1z

grz2

urban design framework: public transport interchange at bayswater train station

90

90

100100

110

110

A2Framework PlanBayswater Train station: Remove two level crossings, at Mountain Highway and Scoresby Road Elevate the train station, converting space below the platforms to mirror the existing Station Street shopping strip Mimic the greenery of the Dandenong Ranges by introducing more native vegetation throughout the station area The Stud Road light rail terminus: Connect the light rail terminus platform to Bayswater Train Station, providing ease of access for passengers Open the Bayswater Triangles currently fenced off southern boundary to allow access between the two spaces The new bus interchange: Provide more bays for buses to stop in front of the station Create a sheltered seating area that connects to Bayswater Train Station Cyclists and motorists: Provide more secure cycling cages, and increase the amount of available cycling storage Consolidate parking to the east of the public transport interchange, in a multi-level form

Dealing with the Bayswater Train Station maintenance workshop + stabling facilities

Currently Bayswater Train Station also hosts stabling facilities and a maintenance

workshop that has replaced the former Jolimont Yard in the city.Its large floor area of nearly 3000m2 means that while it has the capacity to repair trains when needed, it acts as an obstacle with the proposed elevation of the new train station. A proposed new site for the maintenance workshop is along the Lilydale line,between Mooroolbark and Lilydale Stations. Existing railway tracks pass vacant lots of land under the Special Use Zone (SUZ1), which could potentiallyhost the maintenance workshop as well as the stabling facilities.The proposed new site is 12km from Bayswater, which would incur a displacement of jobs. However, there is the opportunity to reskill current workers to the proposed Scoresby light rail depot (servicing the Stud Road light rail route) should they choose not to move to Mooroolbark.

!


a2

framework plan

Bayswater Train Station: Remove two level crossings, at Mountain Highway and Scoresby Road Elevate the train station, converting space below the platforms to mirror the existing Station Street shopping strip Mimic the greenery of the Dandenong Ranges by introducing more native vegetation throughout the station area The Stud Road Light Rail terminus: Connect the light rail terminus platform to Bayswater Train Station, providing ease of access for passengers Open The Bayswater Triangles currently fenced off southern boundary to allow access between the two spaces The new bus interchange: Provide more bays for buses to stop in front of the station Create a seating area that connects to Bayswater Train Station Cyclists and motorists: Provide more secure cycling cages, and increase the number of available cycling storage Consolidate parking to the east of the public transport interchange, in a multi-level form N

Bayswater

boronia

heathmont

ringwood

croydon

mooroolbark

lilydale

ringwoodeast

0 1km

dealing with the bayswater train station maintenance workshop + stabling facilities

!

Currently Bayswater Train Station also hosts stabling facilities and a maintenance workshop that has replaced the former Jolimont Yard in the city. Its large floor area of nearly 3000m2 means that while it has the capacity to repair trains when needed, it acts as an obstacle with the proposed elevation of the new train station. A proposed new site for the maintenance workshop is along the Lilydale line, between Mooroolbark and Lilydale Stations. Existing railway tracks pass vacant lots of land under the Special Use Zone (SUZ1), which could potentially host the maintenance workshop as well as train stabling facilities.

The proposed new site is 12km from Bayswater, which would incur a displacement of jobs. However, there is the opportunity to reskill current workers to the proposed Scoresby light rail depot (servicing the Stud Road light rail route) should they choose not to move to Mooroolbark.

suz1

puz2

puz4

in1z

grz2

urban design framework: public transport interchange at bayswater train station

90

90

100100

110

110

Urban Design Framework Bayswater Train Station forecourt

39


N

0 100m

current site conditions:

One of four separated carparks at the station - an inefficient use of space

Station Street interface lacks consistency and excitement

Current bus bays/interchange provide minimal shelter for passengers

N.B: This site plan shows The Bayswater Triangle together with the new public transport interchange - this PSP proposes to merge the two sites together. A separate framework for The Bayswater Triangle will be explored on pages 61 and 62.

proposed site plan:

moun

tain

high

way

moun

tain

high

way

statio

n streeth

igh

street

sc

or

es

by

ro

ad

pine

roa

d

king

street

railw

ay pa

rad

e

Marie Wallace park

1

1

2

3

2

3

space of former station carpark (opportunity for new pop-up shops + informal sitting)

stud road light rail terminus (platform next to lower level of train concourse)

new station carpark, consolidated into 2 levels

Current site conditions: Proposed site plan:

One of four separated car parks at the station - an inefficient use of space

Station Street interface lacks consistency and excitement

Current bus bays / interchange provide minimal shelter for passengers

N.B: This site plan shows the Bayswater Triangle together with the new public transport interchange / station forecourt. This PSP proposes to merge the two sites together. A separate framework for the Bayswater Triangle can be found on pages 61 and 62.

40

bus entrance and bays behind

pocket park to provide informal

play

bus bays waiting area (sheltered)

Stud Road light rail terminus

waiting area (sheltered)

interactive information

display

lift, stairs and escalator to platforms behind

secure bicycle storage

To Station Street and Mountain High Shopping

Centre

To The Bayswater Triangle and

Scoresby Roadbayswater precinct structure plan41


proposed public transport interchange at bayswater train station, during the day

14.1



play





display




Centre





14.1



play





display




Centre





14.1

Proposed public transport interchange at Bayswater Train Station, during the day 14.1A2 Transport

Provide a well connected public transport system for residents

Stud Road light r a i l t e r m i n u s w a i t i n g a r e a (sheltered)

Pocket park to provide informal play

Lift, stairs and e s c a l a t o r t o platforms behind

I n t e r a c t i v e i n f o r m a t i o n display

Bus bays waiting area (sheltered)

Secure b icycle storage

Bus entrance and bays (behind)

To Station Street and Mountain High Shopping Centre

Tom Vilsten - Bayswater Precinct Structure Plan (compressed)

Documents

Transcript of Tom Vilsten - Bayswater Precinct Structure Plan (compressed)