Urban Precinct Studio - Final Report

Grattan Street sits between the north and south precincts of the University of Melbourne, demarcating two visibly different zones of the University the Gown area, an enclosed compound with a strong campus character and the Town area, a mixed-use zone more akin to the city. The visual dominance of lateral elements along Grattan Street, such as its promenade of trees, strengthens this divide. Yet, as the University continues to grow, it is inevitable that it will expand further into the Town. The divide must be breached to ensure the University can maintain its identity beyond its historic north campus boundary.

GRATTAN STREET:BREACHING THE TOWN-GOWN DIVIDE

The aim of this report is to provide: - ANALYSIS: of the existing urban qualities of the precinct, along and surrounding Grattan Street -

To establish an urban design framework of strategies that address Grattan Streets divisive nature, and, -

FRAMEWORK:

To develop design concepts in accordance with the established framework

DESIGN:

Ly-Jane Wong 378629

GRATTAN STREET: BREACHING THE TOWN-GOWN DIVIDE

2

ANALYSIS MOVEMENT

1.1 VEHICULAR TRAFFIC NETWORKGrattan Street is a significant east-west lateral connector in Parkville, with a traffic flow of approximately 20,000 vehicles per day (RATIO, 2000). It is also used as an emergency route to the Royal Melbourne Hospital. There are several large impermeable areas in the district, namely the Melbourne University campus superblock and the Royal Exhibition Gardens. Their rigid boundaries segment the road system, so that there is lack of lateral connectors between Royal Parade and Alexandra Parade, the two arterial roads that service regional traffic flows. Thus, heavy non-local traffic is forced into Grattan Street. During peak hours, this can result in 10 to 20 minute delays along just a stretch of approximately 550 meter (RATIO, 2000).

LEGENDDISTRICT DISTRIBUTOR LOCAL DISTRIBUTOR COLLECTOR (MINOR LOCAL ROAD) GRATTAN STREET

DIAGRAM 1.1.1: VEHICULAR TRAFFIC NETWORK (EXISTING)

MAJOR TRAFFIC NODE


3

ANALYSIS MOVEMENTDIAGRAM 1.2.1: QUANTITY OF END LOCATIONS OF UNIVERSITY OF MELBOURNES TRAM AND BUS NETWORK (EXISTING)55

DIAGRAM 1.3.1: CYCLING NETWORK (EXISTING)

4 4

North North Melbourne Melbourne Station Station

Cyclist Network500 m

Pedestria Network45 4 00 m

MELBOURNE CENTRAL

MELBOURNE CENTRAL

LEGEND

8Stops/nodes Bus route

LEGENDIMPORTANCE

IMPORTANCE

Intensive Green Roof Network

8

TRAM route

Stops/nodes

#

No. of end locations

Bus route TRAM route

1.3 CYCLING NETWORKSimilarly, the current bicycle network is disjointed with designated bicycle lanes only along the North-South arterial roads. Along Grattan Street, cyclists share the northern sidewalk with pedestrians. The lack of dedicated infrastructure for cyclists makes accessibility both unsafe and inconvenient.

1.2 PUBLIC TRANSPORTATION NETWORK# No. of end locations

Melbourne University is serviced by a multi-modal public transportation system, primarily by trams and buses, which connect to further rail services. However, it is restricted by limited East-West links. Radial North-West connections are plentiful with 13 different end locations, whilst only 8 East-West Proposed bicycle lane connections exist (Public Transport Victoria,crossing Existing 2012).

Legends:

Existing slowed Additionally, east-west connectors are often pathway by traffic congestion, thus affecting efficient service provision. Internal pathway Proposed crossing Proposed pathway Proposed internal pathway Major/minor

Proposed informal bicycle path Existing bicycle lane Existing informal bicycle path Roof top semipublic space Roof top connections

1.4 PEDESTRIAN NETWORKSee: Building Footprint (p. 5)


4

ANALYSIS FORMDIAGRAM 2.1.1: PARKVILLE BUILT FORM (EXISTING)T DIAGRAM 2.1.2: HIERARCHY OF THE ROAD NETWORK (EXISTING)

LEGENDARTERIAL ROADS LOCAL ROADS GLOCAL PATHS / INTERNAL PATHWAYS

LEGEND

DIAGRAM 2.1.3: PEDESTRIAN NETWORK (EXISTING)

ARTERIAL ROADS LOCAL ROADS GLOCAL PATHS / INTERNAL PATHWAYS

2.1 BUILT FORM AND THE PEDESTRIAN NETWORKThe northern campus is an insular structure, a mega block in itself with a boundary that spans four vertical city blocks. Primarily a pedestrian zone, the layout of the buildings does not adhere to the rigid logic of vehicular roads, whereas the south conforms to Melbournes city grid. Within the campus, pedestrians circulate through Pedestria localCyclist streets and alleys, an unconstrained and conNetwork Network tinuous network, whereas in the south, the network is strongly influenced by the local roads 500 m block edgand 500 m es. It is further constrained by the density and largeness of building grain, which prevent both visual and physical permeability through the block.



5

ANALYSIS FORM

DIAGRAM 2.2.1: EDGE QUALITY ALONG NORTH AND SOUTH PRECINCT (EXISTING)

MEDICAL BUILDING

ABOVE: MEDICAL BUILDING - A LONG, MASSIVE BUILDING ALONG NORTH CAMPUS EDGE; RIGHT: IMPERMEABLE FENCING

LEGENDHARD EDGE PASSIVE ACTIVE EDGE ACTIVE EDGE

IMPERMEABLE EDGE: FENCING

DIAGRAM 2.2.2: ENTRANCES NORTH AND SOUTH OF GRATTAN STREET (EXISTING) LEGENDHARD EDGE PASSIVE ACTIVE EDGE ACTIVE EDGE

2.2 EDGES AND ENTRANCESEdges have a huge impact on pedestrian experience. The north campus structure is bound by a perimeter of hard edges. Along the north side of Grattan Street, long stretches of fencing and lengthy, massive buildings create a highly-impermeable edge. It is a continuous length of inactive facades, pierced by only 4 entry ways into the campus. Whilst the south side has a greater number of entrances, they are predominantly private and thus, inconsequential to pedestrians. Apart from several eateries with al-fresco seating, the edge is mostly blank facades that contribute little to the streetscape. Throughout the southern campus, there is a similar tendency. For most people, in most places, the edge of the space is the space (Bently et al, 1985, p.59). Without active frontages, pedestrians have little to interact with and the street becomes a mere circulatory path, instead of a space of activity (Gehl, 1987).

LEGENDPUBLIC ENTRANCE THROUGH BUILDING ENTRANCE PRIVATE ENTRANCE


6

ANALYSIS FORM

Public Space AnalysisBEFOREMaterial distributionDIAGRAM 2.3.2: URBAN FURNITURE (EXISTING)

DIAGRAM 2.3.1: SURFACE MATERIALS (EXISTING)

Street furniture: formal seats

DIAGRAM 2.3.3: VEGETATION COVERAGE (EXISTING)

Vegetation Cover

The north campus has a distinct brick pattern paving throughout the campus, which contrasts sharply with the south, which is covered in City of Melbourne-dicCurrent pedestrians, cyclist, automobile traffice tated blue stone.

Issues

use same materials, diffrentiate paving materials to demarcate university space.

Limited amount of sitting spaces are being provided at Medical building &Grattan street south.

The north has more informal distribution of seating scattered throughout the campus. Seating is limited and arranged more formally in the south.

The north has a greater amount and variety of vegetative cover, organically distributed across the space, whereas there is minimal vegetation in the south. The pure decigious concentrated in University and There, vegetation is tree at unisquare make Lincoln empty and cold during elements along space feelSquare, whilst trees, as linear cold seasidewalks, strengthen the edge of the blocks.

sons.

Fixed chairs arranged in open spaces(e.g. Traffic Calming to slow down traffic and in2.3 SMALL-SCALE FEATURES: university square) are awkward. Rigid cold creasing the pedestriansMATERIALITY, URBAN FURNITURE & VEGETATION priority. concrete sitting space undermins usage. Small-scale features, such as material and vegetation, can define west connections Connect lateral east and the sensory character of a space. Thus, the sitting change Limited abrupt arrangement which facilitate from the north to south side of Grattan Street accentuates the through making routes visually accessible and interactions(e.g.little group oriented sits) lack of a cohesive identity. comfortable for pedestrians and cyclists.

Lack of medium height ground cover makes LEGEND university psychologically unprotected. The sense of spatial progression is weak. GREY BRICK PAVING UNIVERSITYCONCRETE PAVINGOTHERS are plantLimited number and types of trees (SAND, ETC) ASPHALT ed at grattan south. GREEN SPACE URBAN FURNITURE - SEATING

Group 9

Urban Precinct Studio

Team Members: Bond Chong, Iris Ding, Jane Wong, Qin Yang Zhu (Aland)

ABPL 30052 Course Coordinator: Barrie Shelton


7

ANALYSIS ACTIVITYDIAGRAM 3.1.1: PRECINCT FUNCTIONAL MIX (EXISTING)

3.1 ACTIVITY & FUNCTIONAL MIXThe precinct consists predominantly of medical and university buildings. According to Jane Jacobs (1961), any primary useis by itself relatively ineffectual as a creator of city diversity[unless it] is combined, effectively, with another that puts people on the street at different times (p.175). She addresses two parts of the existing issue along Grattan Street: Firstly, the concentration of buildings of singular use within the precincts core, without complementary functions, limits the growth of diverse activity in the area. Without such diversity or complementarity, it is difficult for connections to form, as evidenced by minimal linkages across Grattan Street. The result is scattered nodes of activity without legible pathways that guide pedestrians towards them (Salingaros, 2005)

DIAGRAM 3.1.2: PRECINCT FUNCTIONAL MIX - MAIN ACTIVITY (EXISTING)

DIAGRAM 3.1.2: APPLYING THE SALINGAROS NODELINKAGE THEORY - DENSE CONNECTIONS WITHIN INDIVIDUAL PRECINCTS BUT FEW INTER-PRECINCT LINKAGES THAT CROSS GRATTAN STREET

Secondly, university buildings are often closed at night and thus, do not sustain activity beyond student hours. Without another primary function in the area, activity in the evening is limited, whilst people who service the area during the day are mainly limited to regular users of the precinct, such as students and medical workers.

LEGENDHealth/Medical:

DIAGRAM 3.1.3: VOLUME OF ACTIVITY AND TIME OF DAY (EXISTING)

RESIDENTIAL ACTIVITY PASSIVE RECREATION

Education: University general: Business : Residential : Public park: Mixed: Others: car parking, uniton, factory, construction site, unde ned areas.

NIGHT

DAY

EVENING

INSTITUTIONAL SERVICES

(I.E. STUDENT CENTRES, ELDERLY CARE)

COMMERCIAL/RETAIL ACTIVITY ACTIVE RECREATION (I.E. GYMS)

ACTIVITY

ACTIVITY SPACES (I.E. PUBLIC PARKS)

9am

6pm

500 mEXPERIENCING MICRO-CAFE CULTURE ATTENDING LECTURES RELAXING IN THE SUN

LEFT: ACTIVITIES THAT OCCUR DURING THE DAY


8

FRAMEWORK

TRANSFORMING PARKVILLE INTO A KEY NODE IN A POLYCENTRIC MELBOURNE

IMPROVING PUBLIC TRANSPORT ACCESSIBILITY

NURTURING A COHESIVE SENSE OF PLACEDIVERSIFYING FUNCTIONS AND ADDING NEW ACTIVITIESENHANCING STREETSCAPE VITALITY

CREATING A MORE PEDESTRIANFRIENDLY ENVIRONMENT


9

FRAMEWORK

MOVEMENTIMPROVING PUBLIC TRANSPORT ACCESSIBILITYTRANSFORMING MOVEMENTDIAGRAM 1: LINKAGES BETWEEN MOVEMENT-FORM-ACTIVITY STRATEGIES LEGEND - Diverting vehicular traffic to Tin AlleyPARKVILLE INTOunderused streets (5.1a) and other A KEY - Modifying Bouverie, Berkeley and PelhamNODE IN A for greater circulation (5.1b) Streets FORM - Altering Grattan Streets form (5.2) POLYCENTRIC ACTIVITY - Enhancing the cycling network (5.3) MELBOURNE

CREATING A MORE PEDESTRIAN-FRIENDLY ENVIRONMENT5.1a 5.2 5.1b 5.3 11.1- Diversifying the pedestrian network (6.2) PUBLIC TRANSPORT - Introducing a Melbourne University train station (8.1) ACCESSIBILITY - Activating exits as transport and activity hubs (8.2)

NURTURING A COHESIVE SENSE OF PLACE

IMPROVING TRANSFORMING PARKVILLE INTO A KEY NODE IN A POLYCENTRIC MELBOURNE

FORM8.1 6.2 8.2 7.2 6.1 9.1

CREATING A MORE PEDESTRIAN-FRIENDLY ENVIRONMENT

CREATING A MORE PEDESTRIAN-FRIENDLY ENVIRONMENT10.2 9.2

- Creating a more permeable built environment (6.1)


- Creating cohesion with small-scale elements (11.1)

ACTIVITYENHANCING STREETSCAPE VITALITY7.1 10.1- Enhancing street frontages (7.1) - Activating laneways (7.2) - Pedestrianising Barry Street (9.1) - Improving University Squares spatial experience (9.2)

DIVERSIFYING FUNCTIONS AND ADDING NEW ACTIVITIES

- Diversifying functional and activity mix (10.1) - Enhancing flexible use of upper University Square (10.2)


10

DESIGN MOVEMENT FORM ACTIVITY

IMPROVING PUBLIC TRANSPORT ACCESSIBILITYDIAGRAM 5.1.1: VEHICULAR TRAFFIC NETWORK (PROPOSED)PHASE 2 (2020+)

5.1 DIVERTING VEHICULAR TRAFFICAccording to Melbournes transport department, the new tunnel will link the Eastern Freeway, Western Ring Road and Citylink. This new linkage will provide a more convenient route for east-west connections for almost 30,000 to 60,000 vehicles per day. This will reduce Grattan Streets importance as a distributor, so that by 2031, a 60% reduction of non-local traffic is likely to occur (Department of Transport, 2008). Prior to those changes, the intermediary proposal to lighten Grattan Streets traffic load involves opening up Tin Alley. This punctures the north campus mega block structure and provides an additional east-west connector across the precinct. It is also suggested that traffic is directed along Bouverie, Berkeley and Pelham Streets. In their current form, they are primarily slow, low trafficked roads mainly used for parking (Diagram 5.1.2). For safety reasons, midlane parking prevents cars from moving at higher speeds. With modifications to their form, they can become more significant to 20m 5m 10m the road network for circulation.5m 10m 20m

DIAGRAM 1.1: VEHICULAR TRAFFIC NETWORK (EXISTING)

-

5m

10m

20m

DIAGRAM 5.1.2: PELHAM STREET SECTION (EXISTING)PHASE 1 (2012 - 2020)LEGENDDISTRICT DISTRIBUTOR LOCAL DISTRIBUTOR COLLECTOR (MINOR LOCAL ROAD) GRATTAN STREET MAJOR TRAFFIC NODE

5m

10m

20m

5m

5m

10m 5m 10m

20m 20m 20m 20m

10m

DIAGRAM 5.1.3: PELHAM STREET SECTION (PROPOSED)

`

5m

10m

5m

10m

20m

LEGENDNEW CITY-WIDE DISTRIBUTOR NEW LOCAL DISTRIBUTOR NEW TRAFFIC NODE DISTRICT DISTRIBUTOR LOCAL DISTRIBUTOR COLLECTOR (MINOR LOCAL ROAD) GRATTAN STREET MAJOR TRAFFIC NODE

Pelham

`

`

Pelham


11



5.2 ALTERING GRATTAN STREETS FORMA lighter traffic load along Grattan Street provides the opportunity to alter its form to support greater integration of public transportation modes, such as bicycle lanes and indented bus stops, as well as to widen and activate pedestrian foot paths to create more active edges.20m

DIAGRAM 5.2.1: GRATTAN STREET (EXISTING)

5m

10m

DIAGRAM 5.2.2: GRATTAN STREET SECTION (EXISTING)

5m

10m

20m

5m

10m

20m

5m 5m 5m 10m 10m 20m 20m

10m

20m

DIAGRAM 5.2.3: GRATTAN STREET (PROPOSED)

DIAGRAM 5.2.4: GRATTAN STREET SECTION (PROPOSED)

5m ` 5m`

10m 10m

1 3 4 5 6STRATEGIESPelham

1

20m 20m

2

220m` `

3 4

8

5m

10m

7Grattan

5m

10m

20m

1 2

By closing off one automobile lane, footpaths are widened to addressed the anticipated rise in pedestrian traffic Parked cars as barriers that protect cyclists from traffic

3 4

Using paving as both a physical and psychological connection between the existing North and South precincts Raising pedestrian pavement path to act as traffic calming speed hump. Pedestrians are king at the crossing.

5 6

Enhancing bus stops

7 8

Increasing curb radiuses to slow traffic entering Leicester Street Widened footpaths allow for more places to linger and stay on along the street edge`

Pedestrianizing Barry Street seals disjointed pedestrian network

Pelham

Grattan


12

DESIGN MOVEMENT FORM ACTIVITYDIAGRAM 2.1.1: BUILDING FOOTPRINT (EXISTING)

CREATING A MORE PEDESTRIAN-FRIENDLY ENVIRONMENT0 100 m

0

100 m

DIAGRAM 6.1.1: BUILDING FOOTPRINT (PROPOSED)

DIAGRAM 6.1.2: NEW NORTH-SOUTH AXIS ACROSS GRATTAN STREET

6.1 CREATING A MORE PERMEABLE BUILT ENVIRONMENTBy strategically arranging future building development, a network of laneways is proposed to increase the east-west permeability of the city blocks in the south. Changes along the Grattan Street facade of the north campus are also proposed. The resultant new pathways and entrances correlate with openings of the laneways in the south, thereby allowing greater north-south permeability. This enhances the visual connection of the two precincts and produces a sense of continuity.

0

100 m


13

DESIGN MOVEMENT FORM ACTIVITYDIAGRAM 2.1.3: PEDESTRIAN NETWORK (EXISTING)

CREATING A MORE PEDESTRIAN-FRIENDLY ENVIRONMENTDIAGRAM 6.2.1: VOLUMETRIC PEDESTRIAN NETWORK WITH SECONDARY LEVEL GREENROOF CIRCULATION SYSTEM (PROPOSED)



DIAGRAM 1.3.1: CYCLING NETWORK (EXISTING)

Enriching Internal Cycling and Pedestrian Links

Enriching Internal Cycling Enriching Internal Cycling and Pedestrian Links 5.3 ENHANCING THE CYCLING and Pedestrian LinksNETWORKWith the proposed changes to Grattan Street, a more continuous formal cycling network emergIssues: es. Laneways also Gtrattan St south: the enhance University: 1. Some paths are visually secondaryunderminesimper- 3. Most small laneways are network of informal meable, which usage. underused with low level of permeability. 2. paths.Some areas within uni are physicaltop space is underused. 4. Roofdisconnected with streets.

Cyclist Network500 m

Pedestria Network500 m

Pedestria Network500 m

Issues:

University:

1. Some paths are visually imper- 3. Most small laneways are meable, which undermines usage. underused with low level of 2. Some areas within uni are physical permeability. 4. Roof top space is underused. disconnected with streets.

Gtrattan St south:


DIAGRAM 5.3.1: CYCLING NETWORK (PROPOSED)Legends:Existing crossing Existing pathway Internal pathway Proposed crossing Proposed pathway Proposed internal pathway Major/minor transport interchange point Proposed bicycle lane Proposed informal bicycle path Existing bicycle lane Existing informal bicycle path Roof top semipublic space Roof top connections External access point (Roof garden)

Proposals:Larger scale: More routes connecting inner suburbs. More and better connected bicycle & pedestrian priority routes to ensure traveling safety and enlarge choices. More bike sharing and parking facilities along key routes.

Proposals:Larger scale:

e lane

6.2 DIVERSIFYING THE PEDESTIAN NETWORKThe laneways transform the pedestrian network into one with more choice and variety - a form similar to the organic, winding pathways of the north. The entrances and exits Pedestrian open onto paths and nodal points Network for ease of connectivity. A secondary green roof network is also proposed as a way of offering a pedestrian-only circulation system that spans both precincts. It is a public network, accessible from ground level and through internal building links. Again, this offers greater choice for movement, whilst also linking existing parkland to form a substantial new green amenity to the area. Proposed bicycle lane

More routes connecting inner suburbs. More and better connected bicycle & pedestrian priority routes to ensure traveling safety and enlarge choices. More bike sharing and parking facilities along key routes.

Issues:

Grattan street area:


mal

lane

l bicycle

ublic tions

DIAGRAM 6.2.2: GREEN ROOF ACCESS POINTS (PROPOSED)

point

Enhance direct internal connection within blocks. Thus, contributing to inclusive campus and grattan St area. Connect transport nodes, activity nodes, incooperat major historic & public buildings. Increase permeability of small laneways(Xjunction and intermediated markers). Encourage deformed grid in laneways to relate topological features and enrich spatial experience. Few secondary laneways for informal cycling paths could bring life to small lanes. Create a seconday roof top landscape as a tranquilizing space allowing more dynamic of public use.

University:

Pedestrian Network

1. Some paths are visually impermeable, which undermines usage. 2. Some areas within uni are disconnected with streets.


Gtrattan St south:

3. Most small laneways are underused with low level of physical permeability. 4. Roof top space is underused.

Cyclist Network

Pedestria Network500 m500 m


Grattan street area:LEGENDGROUND LEVEL ACCESS INTERNAL ACCESS

Proposed informal (See: 9.2 Pedestrianising Barry Street) bicycle path Existing bicycle lane


Enhance direct internal connection within blocks. Thus, contributing to inclusive campus and grattan St area. Connect transport nodes, activity nodes, incooperat major historic & public buildings.


0

100 m

13

DESIGN ACTIVITY FORM MOVEMENT

ENHANCING STREETSCAPE VITALITYDIAGRAM 7.1.1: DEVELOPING ACTIVE FRONTAGES (PROPOSED)

DIAGRAM 2.2.1: EDGE QUALITY (EXISTING)CAPTIVATING WINDOW DISPLAYS

ABOVE: POROUS FRONTAGE; BELOW: ACTIVE FRONTAGE

AL-FRESCO DINING

LEGENDHARD EDGE PASSIVE ACTIVE EDGE ACTIVE EDGE

7.1 ENHANCING STREET FRONTAGESLEGENDHARD EDGE PASSIVE ACTIVE EDGE ACTIVE EDGE Not only will laneways serve practical purposes, the development of the edges as active, porous frontages draws on the function of Melbournes iconic laneways as activity centres. The proposal will inject activity and vibrancy into the streetscape.

DIAGRAM 7.2.1: LANEWAY (EXISTING)

DIAGRAM 7.2.2: LANEWAY TYPE A (PROPOSED)

DIAGRAM 7.2.3: LANEWAY TYPE B (PROPOSED)

2 3 1 4 5

7.2 ACTIVATING LANEWAYSSTRATEGIES

1 2 3 4

Widening laneways to allow circulation of supply vehicles and for alfresco seating along the edges Vertical setbacks for solar access Ensuring adequete lighting in laneways Green roof pedestrian system with bridges above laneways Increased porosity of frontages to enhance pedestrian flow and visual interaction

10 10 10 10 10 10

5

NEW TRAIN LINE (DONCASTER TO DIVIDE GRATTAN STREET: BREACHING THE TOWN-GOWNSOUTHERN CROSS)

DESIGN TRAM LINE TRANSFORMING PARKVILLE INTO A KEY NODE IN A MOVEMENT BUS LINE POLYCENTRIC MELBOURNE ACTIVITY MAIN TRANSPORT INTERCHANGE POINT (EXISTING) FORMNEW/ENHANCED TRANSPORT INTERCHANGE POINT (PROPOSED)

TRAIN LINE

LEGENDNEW TRAIN LINE (CAULFIELD TO WEST FOOTSCRAY) NEW TRAIN LINE (DONCASTER TO SOUTHERN CROSS) TRAIN LINE TRAM LINE BUS LINE MAIN TRANSPORT INTERCHANGE POINT (EXISTING) NEW/ENHANCED TRANSPORT INTERCHANGE POINT (PROPOSED)

Creating A More Re able Trasport Netw14

DIAGRAM 8.1.3: A FANTASY MAP OF HOW THE NEW EAST-WEST RAIL LINES WILL BE INTEGRATED INTO MELBOURNES EXISTING RAIL NETWORK. THROUGH INTERCHANGE STATIONS, THE MELBOURNE UNIVERSITY STATION IS ABLE TO SERVICE COMMUTERS FAR BEYOND Uni THE NEW RAIL LINES.

DIAGRAM 8.1.1: UNIVERSITY OF MELBOURNE AS A MAJOR INTERCHANGE IN THE TWO NEW EAST-WEST RAIL LINES

CBD

ROYAL PARKNEW MARKET FLEMINGTON BRIDGE

ROYAL PARK CLIFTON HILL

NEW MARKET

FLEMINGTON BRIDGE

CLIFTON HILL

FOOTSCRAY

VICTORIA PARK

FOOTSCRAYNORTH MELBOURNE

MELBOURNE UNIVERSITY

REB

COLLINGWOODREB NORTH RICHMOND PARLIAMENT

East-west route in the inner city is heavily congeste VICTORIA PARK MELBOURNE 1.Tram & bus: Key east-west & North-south routes, REB UNIVERSITY COLLINGWOOD ence NORTH heavy delays in the peak periods due to giving prio MELBOURNE REB MELBOURNE NORTH RICHMOND tra c movements. CENTRAL PARLIAMENT FLAGSTAFF 2,Railway: During peak periods, many pessangers in ern & clifton Hill groups(east-west link) are unable FLINDERS STATION SOUTHERN CROSS 3.Inferior public transport system increase tra c de

Issues in large scale:

MELBOURNE CENTRALFLAGSTAFF

DIAGRAM 8.1.2 PARKVILLE A MAJOR CENTER IN A POLYCENTRIC MELBOURNEEpping airport Sydenham Broadmeadows Greensborough

Railway: 8.1 INTRODUCING A MELBOURNE UNIVERSITY TRAIN STATIONSHRINE OF REMEMBERANCE

Proposals:

EAST RICHMOND

SOUTHERN CROSS

FLINDERS STATION

elton

sun shine

Parkville/carlton:

Education and health pricinct

Nodes represent focal points where there are concentration CBD. of a significant activity or facility (Lynch, 1960). A Melbourne University train station is proposed to enhance the precincts public transport services and connections. In doing so, tra c congestion. Parkville becomes a transportation node and an integral part of the polycentric vision of 3new train station provide base for activity to thrive Melbourne.

Footscray:

Urban denci cation and multiculture pricinct

EAST RICHMONDCBDDoncaster Camber well Ringwood central pricinct

werribee

Docklands:

Financial, insurance service and recreation cau eld

SHRINE OF REMEMBERANCESouthbank:Arts, recreation

ST. kilda:

Business service Dandenong

Frankston

The station serves as a major interchange stop along two new Tram, Bus & Taxis: east-west rail links, one from West Footscray to Caulfield and another from Doncaster 1More signal priority for trams & buses.Disto Melbournes Central Business trict (CBD) (Department of Transport, 2008). These lines extend 2More bus only lanes(Grattan st,Princes st,College C into the outer suburbs toCenmetry Road). transport access to provide public and from areas not serviced by the existing system. This new 3Increase bus frequency (401,402,546,205). extensive system is complemented by improved tram, bus and cycling networks within 4Increase bus services making commuting the precinct, thus to meet night travel demand via public transport from the wider Melbourne area a more at5Manage taxi parking zones. tractive option. This will alleviate non-local traffic congestion along Grattan Street.


DESIGN ACTIVITY MOVEMENT FORM

ACTIVITY

15

TRANSFORMING PARKVILLE INTO A KEY NODE IN A POLYCENTRIC MELBOURNE

DIAGRAM 8.2.2: DENSE TRANSPORTATION NETWORK WITH CONCENTRATION OF FACILITIES AT EXIT SQUARES

UNIVERSITY SQUARETRAIN STATION

AIN STATION - TRANSPORT NODETO MELBOURNE UNIVERSITY NORTH

DIAGRAM 8.2.1: TRAIN STATION EXIT SQUARES AS TRANSPORT AND ACTIVITY HUBS

To enhance public transport accessibility and connectivity to Melbourne University and the surrounding areas.

Melbourne UniversityTRAIN STATION0 100 M

LEGEND

BUS STOP5 MINS

UNDERGROUND TRAIN NETWORK UNDERGROUND CAR NETWORK UNDERGROUND PEDESTRIAN NETWORK FORMAL CAR NETWORK MINOR CAR NETWORKTO CAMPUS

TO ROYAL MELBOURNE HOSPITAL

3 MINS

FORMAL CYCLE NETWORK INFORMAL CYCLING NETWORK BUS NETWORK TRAM NETWORK

UNDERGROUND CIRCULATION SYSTEM

TO UNIVERSITY SQUARE

8 MINS

BICYCLE PARKING

TRAIN STATION

TO SWANSTON STREET

DIAGRAM 8.2.3: CONVENIENT ACCESS OF SURROUNDING PLACES PEDESTRIAN ACCESS POINTSINTEREST FROM THE OF CAR ACCESS POINT TRAIN STATION EXITS

TO LYGON STREET

10 MINSTO ROYAL EXHIBITION GROUNDS

CAR NODE (I.E. TAXI COLLECTION POINT) BICYCLE NODE (I.E. PARKING FACILITIES) BUS STATION NODE TRAM STATION NODE UNDERGROUND CAR NETWORK NODE (I.E. CARPARK)

TO VICTORIA MARKET

10 MINS

CONNECTING TO SURROUNDING PLACES OF INTEREST

OVE GROUND TRANSPORT RCULATION SYSTEM

8.2 ACTIVATING EXITS AS TRANPORT AND ACTIVITY HUBSTwo train station exits are located on Pelham Street. Commuters exit onto a square that is both a transport and activity hub. Various facilities are concentrated at each square for ease of connection with other transport modes, both private (the underground car park) and public (the existing north-south tram nodes on Royal Parade and Swanston Street). Commuter experience and safety is also addressed active frontages line the edges of the squares to ensure that there is life and activity, which provide the eyes on the street to passively monitor the area throughout the day (Jacobs, 1961).

HAYMARKET PARK

UNIVERSITY SQUARE

LINCOLN SQUARE


16


ENHANCING STREETSCAPE VITALITY

UNIVERSITY SQUARE+ PEDESTRIANIZING AND ACTIVATING BARRY STREET & ENHANCING THE SITTING SPACE OF THE SQUARE

DIAGRAM 9.1.2 ACTIVATING BARRY STREETS EDGES TO ADD VITALITY TO THE SCREETSCAPE

UNIVERSITY SQUAREDIAGRAM 9.1.1 PLAN OF A REDESIGNED UNIVERSITY SQUARE, INCLUDING A PEDESTRIANISED BARRY STREET (PROPOSED)

GRATTAN STREET

+ &

Issues: The space is car park or car dominated PEDESTRIANIZING AND ACTIVATING BARRY espciently used by pedestrians and not STREET and cyclists. ENHANCING THE SITTING SPACE OF THE SQUAREGRATTAN STREET

Issues: The space is car park or car dominated and not espciently used by pedestrians and cyclists. Strategies: 1.Using pedestrian-friendly paving to increase the priority of pedestrians and cyclists. 2.Using vegetation to create a better walking/cycling environment. 3.Linking to the future pedestrian dominated Plaza. 4. More Sitting and other basic facility.

Strategies: 1.Using pedestrian-friendly paving to increase the priority of pedestrians and cyclists. 2.Using vegetation to create a better walking/cycling environment. 3.Linking to the future pedestrian dominated Plaza. 4. More Sitting and other basic facility.GRATTAN STREET

LEGEND = TREE = BENCH = TRAIN STATION EXIT = ROAD

9.1 PEDESTRIANISING BARRY STREET

Barry Street

Pedestrian Facility

The pedestrianisation of Barry Street is proposed to activate its frontThe lawn Pedestrian-friendly Materials ages, as well as to bridge movement onto University Square, and consequently, encourage more lateral movement from the Squares main north-south circulation pathway. Barry Streets edges are currently not wide enough to support activity, thus, by making use of its entire width and joining it with the Square, a more expansive pedestrian zone is formed. It creates a new transitional area to linger within (Alexander, 1977).

DIAGRAM 6.2.1 PEDESTRIAN NETWORK (PROPOSED)

LEGEND = TREE = BENCH = TRAIN STATION EXIT = ROAD

Enriching Internal Cycling and Pedestrian Links

Group 9


Physically and sociallyare akinsitting space: Conditions comfortable to the north

Pedestrian Facility

Pedestrian-friendly Materials

campus South Lawn - a central lo- 30052 ABPL Course Coordinator: Barrie Shelton cation where students, green space and urban furniture meet. SimiThe lawn lar functions, like student group barbeques, can thus be held there.

BarryPrecinct Studio Urban Street

Issues:

University:

Gtrattan St south:

1. Some paths are visually impermeable, which undermines usage. 2. Some areas within uni are disconnected with streets.

3. Most small laneways are underused with low level of physical permeability. 4. Roof top space is underused.

DIAGRAM 9.1.3 REDESIGNED LAWN USELEGEND = TREE = BENCH Physically and socially comfortable sitting space: = TRAIN STATION EXIT = ROAD


Group 9



Pedestrian Network


9.2 IMPROVING UNIVERSITY SQUARES SPATIAL EXPERIENCE

ABPL 30052 Course Coordinator: Barrie Shelton

Urban Precinct Studio

Modifications to University Squares lawn are also proposed to provide variation in spatial experience to enhance its new function as a place to stop and stay in, for example, with graded seating along the edges.


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DIVERSIFYING FUNCTIONS AND INTRODUCING NEW ACTIVITIESDIAGRAM 10.1.1: FUNCTIONAL MIX (PROPOSED) DIAGRAM 10.1.2: FUNCTIONAL MIX - MAIN ACTIVITY (PROPOSED)

LEGEND

NIGHT

DAY

EVENING

Health/Medical:

RESIDENTIAL ACTIVITY PASSIVE RECREATION

Education: University general: Business : Residential : Public park: Mixed: Others: car parking, uniton, factory, construction site, unde ned areas.

INSTITUTIONAL SERVICES

ACTIVITY

(I.E. STUDENT CENTRES, ELDERLY CARE)

ACTIVITY SPACES (I.E. PUBLIC PARKS) COMMERCIAL/RETAIL ACTIVITY ACTIVE RECREATION (I.E. GYMS) NEW FUNCTIONS

DIAGRAM 10.1.3 VOLUME OF ACTIVITY BY TIME OF DAY (PROPOSED - BLACK)/(EXISTING - GREY)

9am

6pm

NIGHT

DAY

EVENINGRIGHT: NEW ACTIVITIES ENABLED BY DIVERSIFIED FUNCTIONAL MIXCOMEDY CLUBS ART GALLERIES

ACTIVITY

AL-FRESCO DINING AT NIGHT

PUBLIC ART WORK & DISPLAY

9am

6pm

10.1 DIVERSIFYING FUNCTIONAL AND ACTIVITY MIXWith the addition of laneways and the newly enlarged square, the southern precinct has more opportunity to introduce new activities and services to diversify its functional mix. This will include activities that extend beyond student hours, so that the precinct remains active at night. A diversified functional mix in the south offers activities that contrasts with those offered in the north but that are complementary to the needs of its users. This promotes linkages between activity nodes and movement across Grattan Street (Salingaros, 2005).

500 m


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DESIGN FORM MOVEMENT ACTIVITY


DIAGRAM 11.1.1: SURFACE MATERIALS (PROPOSED)

DIAGRAM 11.1.2: URBAN FURNITURE (PROPOSED)

DIAGRAM 11.1.3: VEGETATION COVERAGE (PROPOSED)

Material distribution

Street furniture: formal

Extending paving across Grattan Street to demarcate pedestrian-priority pathways leading north and south, as well as along main pedestrian pathways in the south.

With the south sides modified spatial form, more formal and informal urban furniture can be added. It can also be scattered more organically throughout the precinct, as is the existing condition in the north.

With the south sides modified spatial form, more vegetation, as well as a greater diversity of cover can be added, for example, along the laneways. The elevated system of roof gardens also adds diversity to the souths vegetation cover.

11.1 CREATING COHESION WITH SMALL-SCALE ELEMENTSAccording to Edward Relph (1976), a sense of place refers to a particular character or personality that a place possesses. The character of the northern campus is shaped by its historic buildings and insular structure, whilst the southern precinct has claims to neither. Previously mentioned strategies address structural and circulation differences, yet small-scale changes can also have a big impact.

LEGENDSURFACE PAVING MODIFICATION GENERAL MODIFICATION ZONE


DESIGN: EXPANDING IDEAS

0

19

50

10.2 ENHANCING FLEXIBLE USE OF UPPER UNIVERSITY SQUAREAll the suggested design principles are longterm interventions that require certain conditions to take effect before they can be fully established. However, in recent years, the design of urban spaces and experiences has become less about making large-scale changes and more about providing greater opportunity for people to create their own small-scale, temporal interventions. This is known as tactical urbanism or D.I.Y. urbanism (Lydon et al, 2012) A key advantage of this is that a space can be activated relatively quickly and with fewer resources In order to introduce this sort of communitydriven urbanism, upper University Square can be retrofitted to provide services and facilities that support the flexible use of its space.

POP-UP STORE FIELD

SHELTERED SEATING AREA

PUBLIC TOILETS

INSERTING AN ENERGY GRID

To service users of thespace who are unfamiliar with facilities provided by the university

To power pop-up stores, new sheltered study areas and informal seating areas

GREATER SEATING CAPACITY

To o er more seating and a variety of seating options for a range of activities and uses

RAMP

replaces stairs to allow greater accessibility to set up and remove pop-up stores


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DESIGN: CRITIQUELANEWAYS TO CREATE A MORE PERMEABILITY PEDESTRIAN ENVIRONMENT CREATING A MORE COHESIVE SENSE OF PLACE USING SMALL-SCALE ELEMENTS OF MATERIALITY, URBAN FURNITURE AND VEGETATION TO DEVELOP NORTH-CAMPUS CONDITIONS IN THE SOUTH TRAFFIC CALMING MEASURES ALONG GRATTAN STREET SO IT IS NO LONGER A STRONG PHYSICAL BARRIER

CONCLUSIONThe framework was based on the desire to mitigate the divisive nature of Grattan Street between the north and south campus. The focus was not on explicitly redesigning the street but rather, to alter the existing conditions of movement, form and activity to create a shared sense of place. In this way, Grattan Street becomes a cohesive part of new larger and more integrated campus precinct.

ACTIVATING THE PRECINCT BY DIVERSIFYING FUNCTIONAL AND ACTIVITY MIX AND ENSURING ACTIVE EDGES THROUGHOUT FOR GREATER PEDESTRIAN EXPERIENCE

A MORE EXPANSIVE PEDESTRIAN NETWORK, INCLUDING A PEDESTRIANISED BARRY STREET AND A GREEN ROOFTOP CIRCULATION SYSTEM

ADDITION OF A MELBOURNE UNIVERSITY TRAIN STATION, WITH EXIT SQUARES AS MAJOR PRECINCT NODES


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LIST OF REFERENCESAlexander, C 1977. A Pattern Language. Oxford University Press, Oxford, UK. Bently, I., Alcock, A., Murrain, P., McGlynn, S. & Smith, G. 1985. Responsive Environments: A Manual for Designers. Elsevier Ltd, Oxford, UK. Gehl, J. 1987. Life Between Buildings. Van Nostrand Reinhold Company Inc, New York. Jacobs, J. 1961. The Death and Life of Great American Cities. Penguin Books. Middlesex, England. Lydon, M., Bartman, D., Garcia, T., Preston, R., & Woudstra, R. 2012. Tactical Urbanism 2. Short-Term Action || Long-Term Change. The Street Plans Collaborative. Scribd. Lynch, K. 1960. The Image of the City. Technology Press and Harvard University Press, Cambridge, Mass. Melbourne Fantasy Rail Map, 2011, digital image, Railpage, accessed 11 November, 2012, Public Transport Victoria, 2012. How to travel to Melbourne University Parkville Campus. University of Melbourne, Australia, accessed 29 October 2012, < futurestudents.unimelb.edu.au/> RATIO, 2000. University of Melbourne Traffic/Transport Strategic Overview Issues & Options Report. University of Melbourne, viewed: 15/09/2012, Relph, E. 1976. On the identity of places in Carmona, M. & Tiesdell, S, 2007, Urban Design Reader, Elsevier Ltd. Oxford, UK. Salingaros,N. 2005. Principles of Urban Structure. Techne Press, Amsterdam, The Netherlands

LIST OF REFERENCES: IMAGESANALYSIS: FORM EDGES & ENTRANCES Medical Building, University of Melbourne, 2012, digital image, University of Melbourne, accessed 11 November 2012, Fencing, digital image (Photo Credits: Aland) ANALYSIS: ACTIVITY Walter & Eliza Hall Institute of Medical Research 2012, Melbourne Brain Centre Auditorium, University of Melbourne, digital image, University of Melbourne, accessed 11 November 2012, < http://www.dayofimmunology.org.au/public_lecture >. South Lawn Activity, University of Melbourne, 2012, digital image, University of Melbourne, Melbourne, accessed 11 November 2012, < http://www.hr.unimelb.edu.au/careers/> Caf Culture, digital image (Photo Credits: Ly-Jane) DESIGN: 7.1 ENHANCING STREET FRONTAGES Widman, G. 2009, Al-Fresco Dining, digital image, uwishunu.com, accessed 12 November 2012, Heller, D. 2012, Window Display, digital image, Dan Heller, accessed 12 November 2012, < http://www.danheller.com/ images/Europe/Italy/Venice/Streets/Slideshow/img14.html> DESIGN: 10.1 DIVERSIFYING FUNCTION Comedy Clubs, 2012, digital image, New York Show Tickets, accessed 12 November 2012, < http://www.nytix.com/ComedyClubs/index.html> Art Gallery, 2012, digital image, Manchester Central Art Galleries, accessed 12 November 2012, < http://www.manchestercentral.co.uk/art-galleries> Public Art Ford Focus Makeover, 2011, digital image, Evans Halshaw, accessed 12 November 2012, Widman, G. 2009, Al-Fresco Dining, digital image, uwishunu.com, accessed 12 November 2012,

Documents

Urban Precinct Studio - Final Report