SUBURBAN TRAIN STATION AS COMMUNITY HUBLINDA CARROLI

Precinct Study: Carseldine Train Station

Contents

1. Introduction

2. Site Context

3. Planning Context

4. Subject Precinct

5. Site Analysis

6. Experience

7. Response

8. Conclusion

1. Introduction

The focus of this study is the Carseldine Train Station with some consideration of immediate surrounds. Located in Brisbane’s outer northern suburbs, 13 km from the CBD, the station is surrounded by low density housing and adjacent to a convenience centre and park. The Carseldine campus of Queensland University of Technology (QUT) is located on the opposite side of Beams Road.

2. Site Context

The aerial image following shows the subject site’s immediate suburban context (the station is indicated with a red marker), demonstrating the pattern of predominantly low density development, particularly housing development. An express bus service also terminates at the station and links to another transport node at Chermside, about 3km south. A northern bus corridor is currently in planning and this is proposed to link to the train station.

Site Context

3. Planning Context

Over the past three decades, this outer suburban area has experienced significant development, particularly low density residential subdivision. The university, originally a teachers’ college, has been operating here for approximately 30 years. In early 2009, QUT ceased classes at the campus and called for expressions of interest for alternate uses of the campus.

The subject area is included in the Urban Land Development Authority’s (ULDA) Fitzgibbon Urban Development Area (UDA). The South East Queensland Regional Plan prioritises transit oriented development with an emphasis on enhancing transport corridors. This is echoed in the Brisbane City Council’s Cityshape Plan.

3.1 ULDA

The ULDA was established to help make housing more

affordable and to deliver a range of housing options for the

changing needs of the community. The ULDA's role is to plan,

carry out and coordinate the development of land in selected

urban areas. The Fitzgibbon UDA covers 295 hectares of land in

the northern suburbs of Fitzgibbon, Carseldine, Bald Hills,

Taigum and Deagon. Due to the rarity of greenfield sites in close

proximity to transport networks in Brisbane, the Fitzgibbon UDA

is positioned for transformation into a modern residential suburb

developed on transit oriented principles, that includes bushland,

community infrastructure and significant open space. Source: http://www.ulda.qld.gov.au

3.2 TOD

With this focus on transit oriented development (TOD), as a

planning approach that integrates land use and transport, the

Carseldine Train Station is a strategic site for managing growth,

sustainability, densification, relocalisation and transitioning from

the carbon economy. It is centrally located in the Fitzgibbon

UDA.

The Department of Infrastructure and Planning describes transit

oriented development as developing a mix of uses –

housing, shops, offices and other facilities – around transport

hubs such as train stations and busway stations.Source: Transit Oriented Development, Department of Infrastructure and Planning. http://

www.dip.qld.gov.au/urban-planning/transit-oriented-development.html

4. Subject Precinct

In focusing on the train station and car park, this

study considers movement, built form and land

use. It is particularly attentive to local linkages

including those with neighbouring shops, park,

residences and streets. The image following also

shows a small amount of medium density

(townhouses) adjacent to the train station. This

study is particularly concerned with pedestrian and

community access and amenity.

Subject Precinct

4.1 Land Use

4.2 Built Form

Built Form

Built Form

Built Form

4.3 Movement

As an outer suburban location - the broader context of the subject

site - the area is designed for car use.

An express bus service terminates at the station and there are

several bus routes along Beams Road, which is a main road

Another bus stop is situated next to the convenience centre on

Balcara Avenue for a route to the Taigum Shopping Centre which is

approximately 1.5km east.

The train line connects between the Sunshine Coast and the

Brisbane CBD.

Local pathways run primarily along roads and streets, but the subject

site features several internal pathways that enhance connectivity.

Pedestrian Pathways

5. Site Analysis

Site Analysis

6. Experience

Different pedestrian pathways result in different

experiences. Most of the land in the subject area is

allocated for car parking and car use. This leaves the

pedestrian with few discrete pedestrian experiences

which are designed at human scale. Depending on the

route taken, pedestrians must negotiate the absence of

appropriately defined pathways, open spaces or spaces

filled with cars in order to pass through the site. At the

train station, pathways are cut off by parked cars.

6.1 Walkthrough A

First Row – L to RQUT side of Beams RoadConvenience CentreFootpath at Convenience CentreConvenience Centre

Second Row – L to RApproach to train stationProperty line Road environment Footpath outside train station

Walkthrough A

First Row – L to RCar park facing Beams RoadGreen spot in car parkDrop off pointBus station

Second Row – L to REntry ramp to train stationView across train stationTrain station platformTrain station (office)

6.2 Walkthrough B

Pathway from station car park to and throughconvenience centre (photographed on aSunday morning)

6.3 Miscellaneous

Train station environment – showingpathways, car park, linkages to park and street. All photographs (except last) taken on a Sunday morning.

6.4 Positive

Focus on transit Mix of uses and some densification near the train station Integration of bus and train travel Landscaped car parking and environment Linkages to and through neighbouring sites (housing

estates, shops and park) Covered walkways and bus stops at the station Provision of bicycle stands and storage Drop off and pick up point for commuters Some human scale attributes

6.5 Ambivalent

Mix of businesses in the convenience centre

6.6 Negative

Pedestrian environment is sparse and uninteresting Unsealed car parks Unattractive seating Street interface General design of the station including ramps and

pathways Height and density Not all buses on Beams Road stop at this point No sense of arrival Some linkages and pathways poorly defined

Negative

Affirms pattern of segregated low density development Limited and unattractive bicycle facilities and lockers Wide set backs from the road No community or public art (Queensland Rail runs an

‘art in train stations’ program) Segregation of uses and poor interfaces between uses Exposure to weather (increasingly hot and stormy) No apparent sustainability initiatives such as solar

panels, storm water harvesting, natural cooling etc

7. Response

The area would benefit from community involvement, masterplanning,

design for sustainability and ‘(sub)urban acupuncture’ to ameliorate

some of the negatives, enhance the positives, and introduce a more

comfortable experience and scale for users. The train station car park

is a possible infill development site that could result in enhanced

infrastructure as well as coherence and connectivity.

Until the Fitzgibbon masterplan is approved, the viability of the

convenience centre is unclear. Depending on the masterplan, it may

be a likely redevelopment site for uses that complement community

life, densification, mixed use and transit orientation. For this study, the

convenience centre is retained.

Response

Recommendations for change, arising from the analysis of

experience, follow. Many of the examples provided are not

specifically drawn from outer suburban developments.

Design and planning is intended to align to and introduce principles

of transit oriented development with a view to consolidating the area

and enhancing connectivity. This means the following positive

aspects of the area are retained and enhanced:

Multi-modal transit orientation

Landscaping and pedestrian amenity

Connectivity across property boundaries where appropriate

Mixed uses

8. Recommendations

The following recommendations are made:

Enhance public transit experience through train station design, amenity

and flexibility

Consolidate surrounding streetscape and create pedestrian friendly areas

away from the main road – potentially connecting to the park

Diversify business - development and design approaches that introduce

non-profit, social enterprise and social innovation clustering and/or

incubation

Co-locate mixed uses and/or integrate multipurpose facilities

Reconfigure and introduce continuous, more natural and water sensitive

landscaping including appropriate native shade and local character trees

and land art (more ...)

Recommendations

Improve cycling facilities and access Improve bus station facilities and access Infill development for coherence Introduce housing alternatives and diversity into the area surrounding the

subject site Placemaking - engage the community in precinct design, planning and

change Activate – introduce, connect to and interact with recreational and

community uses at the park side of the site Integrate parking management and solutions Designed street furniture and other elements Introduction of well designed, adapted, mobile and/or pre-fabricated

structures where/if appropriate Design for sustainability and climate

Recommendations

Enhance public transit experience through train station design, amenity and flexibility

Train StationAdamstown, Ireland

Train Station (proposal)Crestview, New South Wales

Recommendations

Consolidate surrounding streetscape and create pedestrian friendly areas away from the main road – potentially connecting to the park.

Seattle, Washington Eugene, Oregon

Recommendations

Diversify business - development and design approaches

that introduce co-working, non-profit, social enterprise

and social innovation clustering.*

Non-profit CorridorLittle Rock, Arkansas

Ross HouseMelbourne, Victoria

* Catalyst networks and space for local economic, social, cultural and environmental sustainability

Recommendations

Co-locate mixed uses and/or integrate multipurpose facilities

Vancouver, Canada

Northlakes Community CentreNorthlakes, Queensland

Recommendations

Reconfigure and introduce continuous, more natural and

water sensitive landscaping including appropriate native

shade and local character trees and land art.

WSUD Charles Sturt University, Victoria

WSUD in train station car parkDoncaster, Victoria

Land artWales, UK

Recommendations

Improve cycling facilities and access*

Covered bicycle rackPortland, Oregon

Indoor bicycle parkingNew York, New York

* A bicycle co-op/workshop might operate discretely from a space within a new complex

Recommendations

Improve bus station facilities and access*

Bus station designed to high safety and visibility standardsBrisbane, Queensland

Integrated bus and train transitplanned for Varsity Village Gold Coast, Queensland

* Northern corridor busway is currently in planning and will connect to Fitzgibbon.

Recommendations

Infill development for coherence

Ellard VillageRoswell, Georgia

Ripcurl - Rundle MallAdelaide, South Australia

Recommendations

Introduce housing alternatives and diversity into the area surrounding the subject site*

Density and housing diversity near transitSan Jose, California

Residences above local officesConcord, Massachusetts

* Beyond scope of this study and subject site. Included in the Fitzgibbon UDA Masterplan

Recommendations

Placemaking - engage the community in precinct design, planning and change

Above: Community art in train stations, Queensland RailRight: Train Stations as Creative Community Hubs, Victoria

Recommendations

Activate – introduce, connect to and interact with recreational and community uses at the park side of the site

Recommendations

Integrate parking management and solutions*

Above ground/underground parking – Clayton Lane, Denver, preserves street level shops and active frontages

Introduce parking fees to encouragelocal area walking and cycling.

* Potential off-site parking when land at QUT is released for development

Recommendations

Designed street furniture and other elements

Recommendations

Introduction of well designed, adapted, mobile and/or pre-fabricated structures where/if appropriate

Clockwise: • Prefabricated community art

centre in Greensburg, USA • Adapted shipping containers• Mobile library• Mobile coffee hutch

Recommendations

Design for sustainability and climate

Queensland’s first sustainablydesigned train station -planned for Varsity Village Gold Coast, Queensland

Proposal for Noosa Transit Hub Bark DesignNoosa, Queensland

8.1 Options

Options for the train station, given issues such as cost and ongoing

management, include:

1. Doing nothing despite the intensification of development, the imperative

of climate change and projected population increase in the area.

2. Making smaller scale cosmetic improvements that are intended to

enhance the pedestrian environment e.g. plantings, street furniture etc.

3. Introducing the ‘softer’ elements of these recommendations, such as

community and volunteer engagements, which are less costly and

result in capacity building.

4. Exploring other possibilities to meet construction needs e.g. adapted

shipping containers or pre-fabricated buildings for community uses.

5. Redevelop train station and/or parking space

Assessment of Options

Social Environment Cultural Economic

Do nothing Short term saving

Small scale cosmetic improvements

Limited benefit

Possible benefit

Limited benefit

Soft engagement

Possible benefit

Short term saving

Explore other possibilities

Possible benefit

Limited benefit

Possible benefit

Redevelop train station

Long term benefit

Assessment of Options

Redevelopment of the train station and/or car park is the best option, but may not be the most immediately affordable. It is proposed that if a multistorey car park is constructed then parts of the site and/or building are allocated for purposes that enhance the local area and develop the transit hub as a sustainable community resource. Given the extent of proposed development in the area, developer contributions could be directed to transit infrastructure and community benefit.

Preferred Option

A possible configuration for the site

9. Conclusion

This precinct study has identified the Carseldine Train Station

and surrounds as a strategically located site warranting

development in accordance with TOD and sustainability

principles. As the station is centrally located in an emerging

development area and emerging community, there is a need

to ensure accessibility and desirability of public transit. This

study proposes a range of initiatives to support that goal while

enhancing the station environment and its connection to the

community by enhancing mixed uses, designing for

sustainability and introducing community uses.