city of botany bay 3 · urban spaces n mascot station town centre precinct study 1.5km regional...

City of Botany Bay

3Urban Analysis

SECTION | URBAN ANALYSIS

MASCOT STATION TOWN CENTRE PRECINCT MASTERPLAN 1 1

Figure 10: Mascot Station Town Centre Precinct in Regional Setting: Sydney CBD - Green Square - Sydney AirportNot to scale

R e g i o n a l : U r b a n S t r u c t u r e

The Sydney Airport to City Corridor is a multi-stranded movement corridor with a rapidly changing land use pattern. Mascot Station Town Centre Precinct and Green Square are transforming into mixed use Town Centres with residential dwellings, diverse retailing and community services from a predominantly industrial area.

The City to Airport Rail Link has increasing patronage and transport modes are diversifying as urbanisation gathers momentum. The regional roads of O’Riordan Street, Botany Road and Gardeners Road provide the majority of regional traffic movements. Bourke Street north of Gardeners Road has had traffic calming measures and a dedicated cycle lane implemented recently by the City of Sydney.

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MASCOT STATION TOWN CENTRE PRECINCT STUDY

1.5km

REGIONAL OPEN SPACE

LOCAL PARKS

CONTRIBUTORY GREEN SPACE

DISTRICT OPEN SPACE PROPOSED PUBLIC OPEN SPACE(DA Approved)

100 200 5000 50

scale in metres

URBAN SPACES

N


1.5km

REGIONAL OPEN SPACE

LOCAL PARKS



100 200 5000 50

scale in metres

URBAN SPACES

N


1.5km

REGIONAL OPEN SPACE

LOCAL PARKS



100 200 5000 50

scale in metres

URBAN SPACES

N

The current provision of open space (Figure 11) in the immediate district comprises two parks in addition to the four local parks. Mascot Oval on the corner of O’Riordan and Coward Streets provides areas of passive open space as well as a fenced oval.

Mascot Memorial Park on the corner of Botany Road and Coward Street provides more amenity, a playground and has a cohesive structure.

Parks similar in scale to Mascot Memorial Park are encouraged as they provide important usable green space, and will become more intensively utilised as population density increases. As such larger parks should be provided as part of the public domain strategy of the Mascot Station Town Centre Precinct.

Figure 11: Existing Public Open Space - Regional Context

R e g i o n a l : P u b l i c O p e n S p a c e

N


MASCOT STATION TOWN CENTRE PRECINCT MASTERPLAN 1 3Figure 12: Public Open Space Comparison of Mascot, Alexandria/Redfern, Newtown/Erskineville.

P u b l i c O p e n S p a c e C o m p a r i s o n

Number of Local Parks: 5District: 2Regional: 1

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STUDY AREA - MASCOT 1:10000 ALEXANDRIA/REDFERN 1:10000 NEWTOWN/ERSKINEVILLE 1:10000

REGIONAL OPEN SPACE

LOCAL PARKS


DISTRICT OPEN SPACE

Local parks: 5District: 2Regional: 1



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ALEXANDRIA PARK

SYDNEY PARK

CAMPERDOWN

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REGIONAL OPEN SPACE

LOCAL PARKS


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ALEXANDRIA PARK

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CAMPERDOWN

MEMORIAL REST PARK


REGIONAL OPEN SPACE

LOCAL PARKS


DISTRICT OPEN SPACE




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ALEXANDRIA PARK

SYDNEY PARK

CAMPERDOWN

MEMORIAL REST PARK


REGIONAL OPEN SPACE

LOCAL PARKS


DISTRICT OPEN SPACE




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PRINCE ALFRED PARK

ALEXANDRIA PARK

SYDNEY PARK

CAMPERDOWN

MEMORIAL REST PARK


REGIONAL OPEN SPACE

LOCAL PARKS


DISTRICT OPEN SPACE




N

100 200 5000 50

scale in metres

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PRINCE ALFRED PARK

ALEXANDRIA PARK

SYDNEY PARK

CAMPERDOWN

MEMORIAL REST PARK


REGIONAL OPEN SPACE

LOCAL PARKS


DISTRICT OPEN SPACE




N

100 200 5000 50

scale in metresALEXANDRIA/REDFERN


NEWTOWN/ERSKINEVILLE


N

When directly compared to other areas close to Mascot Station Town Centre Precinct (Figure 12) the need for additional open space to cope with increased residential and employment densities is highlighted. Both Alexandria/Redfern and Newtown/ Erskineville have a large proportion of local parks and numerous district parks, both areas will have a lower proposed population density than that proposed for the Mascot Station Town Centre Precinct. More public open space needs to be provided in conjunction with population growth. The redevelopment of Mascot Station Town Centre Precinct serves the opportunity to provide greater levels of public open space.



The topography of the Town Centre Precinct is gently sloping down northward towards Alexandra Canal, and down towards O’Riordan Street.

The highest point in the Town Centre Precinct is at the intersection of Coward Street and Bourke Street, in close proximity to the railway station entry. This is a prominent point due to being at the highest point and it has had some good quality development and active street frontages along the southern side of Coward Street in recent years.

With active frontages and public domain improve-ments in Bourke Street, the opportunity exists in the future to reinforce the visual prominence of this high point in the Town Centre Precinct.

Stormwater within the Mascot Station Town Centre Precinct generally speaking flows in an westerly direction through the network of streets and drains toward Alexandra Canal. Certain low lying areas of Church Avenue are subject to periodic inundation during storm events.

The development and changing use of the area pro-vides a unique opportunity to incorporate a network of Water Sensitive Urban Design initiatives into new and existing streets as well as into new proposed public open space.There are key sites identified within the Study Area in which WSUD projects should be initiated in order to filter and treat surface runoff before it reaches the Alexandra Canal.

To p o g r a p h y

M i c r o C a t c h m e n t A n a l y s i s

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Figure 13: Topography (Not to Scale)

Figure 14: Micro catchment (Not to Scale)

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STRUCTURE

The primary structure of major roads (Gardeners Road, Kent Road, Coward Street and O’Riordan Street) around the Town Centre was in place in 1943, but little else. O’Riordan Street was the only link from Sydney Airport to central Sydney. Bourke Street did not exist inside the Study Area, between Church Avenue and Gardeners Road or John Street to Coward Street.

This 1943 street structure is an important indicator for today’s street structure. The main roads carrying the majority of traffic link to the Princes Highway to the west, Kensington and Botany Road to the east, Central Sydney to the north and the Airport to the south.

The central cross of today’s street, Bourke Street and Church Avenue, either does not exist or is little occupied with houses or traffic. The streets in the Study Area were ‘calm’ in 1943 and the opportunity exists for them to remain ‘calmed’ today by providing for a range of transport modes in the central streets of the Study Area, and allowing the majority of regional traffic to follow the major regional roads that were in existence in 1943.

GROWTH

The Study Area has grown rapidly since 1943, when it was primarily market gardens (hence the name Gardeners Road) in the central area between Gardeners Road, Kent Road, Coward Street and O’Riordan Street.

A few industrial buildings front Kent Road and Gardeners Road. Some houses front John Street and Church Avenue, however the most complete residential street is Miles Street.

It is remarkable that this area has developed through 3 development phases so quickly, from market gardens to industrial sheds, and now to a high rise mixed use Town Centre.

Rapid change has also occurred in history in areas adjacent to the Study Area. Sydney Airport as with most large International airports, has seen rapid growth, particularly in recent decades. Sydney Airport has been a strong factor in the rapid growth of the Mascot Station Town Centre Precinct.

Also, rapid change from idyllic landscape to the industrialised city has occurred in nearby Alexandra Canal. Once Shea’s Creek, one of the largest creeks in Sydney, abundant with plants and wildlife, was formalised and built as Alexandra Canal, a large scale infrastructure project built in part to ease unemployment in the 1890s.

The Mascot Station Town Centre Precinct is growing rapidly and is itself in a context that has seen, and continues to see rapid change. The planning and urban design challenge is to shape that growth to create a fine Town Centre, and to ensure that the public domain of streets and parks and community facilities, and a range of transport modes are provided for the future Town Centre.

H i s t o r i c a l E v o l u t i o n

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Figure 15: 1943 Aerial (Not to Scale - Source: Department of Lands)

Figure 16: 2011 Aerial (Not to Scale - Source: Google Maps) Figure 17: Main Streets at the periphery of Mascot Station Town Centre Precinct (Not to Scale)

This 1943 Aerial photo (Figure 15) reveals a number of pertinent facts regarding the growth and structure of the Town Centre Precinct:

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M a s c o t S t a t i o n To w n C e n t r e P r e c i n c t To d a y

Miles Street has a small scale residential character, however parking on footpaths and in front setbacks detracts from the character.

Solar powered lights in the parking area and an articulated roof top silhouette are features of this development.

Regional truck and traffic movements are currently limited to the major roads surrounding the Mascot Station Town Centre Precinct.

Outdoor dining under a high canopy creates an active edge to the square at the entry to Mascot Railway Station. Melaleuca trees are characteristic of low areas of landform such as this frontage to O’Riordan Street.

The Sydney Water SWSOOS is linear open space that is currently under-utilised. It has the potential to be a well landscaped linear park serving the recreational needs of an increasing residential population.

Recently built apartments at a key intersection of O’Riordan Street and Coward Street address the corner with colour and a variation in the balcony type.



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0 10 250 500m 1 KmRETAIL AREAS

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STUDY AREA BOUNDARY

SYDNEY AIRPORT

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STUDY AREA BOUNDARY

SYDNEY AIRPORT

1KM RADIUS

Figure 18: Retail areas (Source: Google Maps)

R e t a i l C e n t r e s

Various types of retail centres are within 1km radius of the Town Centre Precinct (Figure 18). Small scale, traditional main street shops are located along Botany Road.

On the northern side of Gardeners Road, big box homeware stores such as Bunnings and Harvey Norman provide regional retail outlets. Car dealerships and other high visibility retail outlets are located on Gardeners Road.

Sydney Airport contains its own airport-related retail, which has the potential to expand in the future.

There is a negligible amount of retail west of the Town Centre Precinct.

Whilst there are various types of retail in the context, these types of retail are not necessarily relevant to the needs of a rapidly growing residential population in the Mascot Town Centre Precinct. There is a distinct lack of retailing for food shopping and related services that would be provided by a large supermarket and numerous related specialty shops.

Mascot railway station is an activity hub for the Town Centre Precinct that would benefit from a high concentration of new retail shops, local services, community uses, restaurants and cafes.

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The existing street layout is comprised of a clear rectilinear grid of streets. The street grid easily traverses the gently sloping topography and provides a regular framework for development.

The street layout is strongly influenced by its history of having market gardens and large floorplate industries on the western and northern street blocks. These are excessively large for urban development in a walkable Town Centre.

As shown in Figure 19, the street layout to the south and east of the Town Centre Precinct contains more typical block dimensions between 50m to 115m wide. Dimensions between 50m to 70m are typical of urban block dimensions in most Town Centres in metropolitan Sydney, and dimensions above 110m are rare.

The current street layout in the blocks east of O’Riordan Street and south of John Street offer greater permeability, walkability and vehicle access than the blocks to the west and north of the Town Centre Precinct.

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Figure 19: Block Dimensions



Land uses in the Town Centre Precinct create areas of distinct character. In the eastern boundary of the Town Centre Precinct is low density residential. These are detached or semi-detached houses that is part of the residential fabric of Mascot.

In the centre of the Precinct, between O’Riordan Street and Bourke Street, is a substantial amount of medium to high density residential development, some with ground level retail or commercial. This housing has been recently built or is under construction and is of a scale and density that has substantially changed the character of the Town Centre Precinct in recent years. Many buildings are built to the maximum height permitted by the Civil Aviation Authority and have transformed the scale and character of streets such as John Street and Church Avenue.

Sites to the north and west of the Town Centre Precinct and on O’Riordan Street near the intersection of Coward Street are a mix of generally low rise industrial distribution warehouse and commercial buildings. They are typically not recent developments and a number of these sites have re-development potential under the Draft BBLEP 2012 zoning and development controls.

L a n d U s e s

Figure 20: Land Uses

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This lot subdivision pattern changes substantially to the east and the west of O’Riordan Street. East of O’Riordan Street is predominantly small lots for residential dwellings, with a relatively small commercial lot subdivision along Gardeners Road.

For the great majority of the Study Area, however, the lots are very large, with many being greater than 4,000sqm and up to 14,000sqm (Figure 21). These large lots are a reflection of the areas recent history as market gardens and industrial warehouses. The challenge with the redevelopment of these large lots is to create a walkable Town Centre, with permeable blocks and a network of public streets and parks to serve the needs of the growing population.

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L o t S u b d i v i s i o n

Figure 21: Lot Subdivision

city of botany bay 3 · urban spaces n mascot station town centre precinct study 1.5km regional...

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