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P L A N N I N G C O M M I T T E E R E P O R T Agenda Item 5.2 4 July 2006

SOUTH KENSINGTON STATION PRECINCT – CONCEPT PLANS

Division Sustainability & Innovation

Presenter Jodie Harris, Acting Manager City Strategy

Purpose

1. To seek Committee approval for:

1.1. the public release of the draft South Kensington Station Precinct – Urban Design Study; and

1.2. the preparation and release of tender documents which seek expressions of interest in establishing a business use in the former ticket office of the South Kensington Station.

Recommendation from Management

2. That the Planning Committee:

2.1. approve the release of the draft South Kensington Station Precinct – Urban Design Study, June 2006 for public consultation purposes; and

2.2. approve the preparation and release of tender documents which seek expressions of interest in establishing a business use in the former ticket office of the South Kensington Station; and

2.3. note that the results of the expression of interest process referred to in paragraph 2.2 will be the subject of a report to be presented to the Finance and Governance Committee in 2007.

Key Issues

3. The South Kensington Station Precinct Urban Design Study (Attachment One) assists implementation of specific actions in the Kensington Action Plan and the JJ Holland Park Concept Plan regarding revitalisation of the South Kensington Station and its public interface.

4. The State Government has committed to upgrading South Kensington Station, currently in a state of disrepair, including the provision of new shelters, signage, lighting and landscaping.

5. To complement the proposed ‘internal’ works to the station, it was seen as timely to implement the actions of the JJ Holland Park Concept Plan and Kensington Action Plan, and to concurrently improve Council land and buildings surrounding the station. Proposed actions identified in the study report that Council would be responsible for are:

5.1. revitalisation of the Station forecourt, incorporating a shared zone for traffic , cyclists and pedestrians;

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5.2. provide weather protection to the window of the former station ticket office and to look at appropriate uses for this space. It is noted that this vacant building is owned by Council and the Department of Infrastructure has acknowledged this ownership;

5.3. consider the establishment of an additional Kensington community garden or ‘urban forest’ on undeveloped land west of the ticket office and railway lines;

5.4. review the priorities of the JJ Holland Park Concept Plan to ensure that paths to the Station are as direct as possible , well-lit, are legible and have suitable surface treatment;

5.5. undertake streetscape works to ensure Childers Street functions as an effective and safe through route for cyclists;

5.6. provide a turning circle at the corner of Childers and Tennyson Streets to facilitate commuter “kiss-and-ride” vehicle turning movements and provide associated short term parking in vicinity of the Station forecourt;

5.7. provide angle parking for commuters and park users along Childers Street which will also address the proposal for reduced parking at JJ Holland Park, arising from implementation of the JJ Holland Park Concept Plan; and

5.8. once the upgrade to the station and its environs is complete, promote these works to the community to promote increased usage of the Station.

6. These actions have been developed by the consultancy, Planning Collaborative, in consultation with Council officers from the areas of engineering services, parks and recreation, development planning, place management and urban design, as well as external stakeholders, including the Kensington Association and the Kensington Management Company.

Time Frame

7. It is suggested that the majority of actions suggested by the draft Study would be commenced from mid 2007, and would be completed by 2009. As outlined below, it is expected that a further report with the final Study and a more detailed implementation framework will be presented to the Planning Committee by October 2006, following consultation.

8. Subject to the Committee’s approval, expressions of interest for use of the ticket office would be sought late in 2006 or early 2007, if the viability of a community garden (in vicinity of the station) was established, as a complementary business use may also be appropriate. Any such use would be subject to the usual Permit requirements under the Melbourne Planning Scheme; a range of uses are permitted under the Public Use Zone, subject to Council consent. Whilst the building is in Council ownership, the Department of Infrastructure and Connex would be consulted and involved in the selection of an appropriate use.

9. A report summarising the expressions of interest received from individuals/ businesses interested in establishing a business use in the former ticket office at South Kensington Station would be presented to the Finance and Governance Committee in 2007.

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Relation to Council Policy

10. The Draft Study seeks to implement key actions in the Kensington Action Plan, adopted by Council in 2005, and the JJ Holland Park Concept Plan, adopted in 1998. Both plans aim to improve the public interface to South Kensington Station. The Kensington Action Plan also promotes sustainable transport options and proposes that Council will investigate provision of a second community garden. The draft Study is also consistent with Council’s City Plan 2010 and Municipal Strategic Statement.

Consultation

11. In developing the Urban Design Study actions, some consultation with external stakeholders (including the Kensington Association, the Kensington Management Company and the Department of Infrastructure) has been carried out. Subject to the Planning Committee’s approval, a two week formal public consultation period is now proposed. Owners and occupiers in the immediate vicinity of the Station; the JJ Holland Park Public Tenants Association; the Kensington Association; and the Kensington Management Company will be provided a copy of the draft report and will be invited to make comments.

12. Council officers would also liaise with VicTrack, Connex and the Department of Infrastructure to discuss the timing of actions, and to confirm the State Government’s ongoing commitment to, and timing for, the station upgrade. Officers will also discuss opportunities for State Government funding of certain actions, such as weather protection of the former ticket office, and the commitment to a more stringent maintenance regime than what presently appears to exist.

13. Further investigation into the viability of a community garden would also take place in liaison with key external stakeholders. Issues of safety, the costs of establishment and management, community feedback, and consistency with the draft Open Space Strategy (under development) would be considered before determining the viability of any community garden.

Government Relations

14. The Department of Infrastructure, VicTrack and other State Government agencies have been involved in consultations during the preparation of the Urban Design Study. Their continuing involvement will be on-going and is vital to implementation.

Finance

15. Where possible, the draft Urban Design Study incorporates and builds on work already committed to by Council, such as the provision of angled parking at Childers Street, and the improvement of pedestrian paths through JJ Holland Park, but pulls these works together to ensure an integrated design for the station surrounds.

16. Implementation of the Study would be subject to the normal budgetary process of Council. However, where possible , the Plan will utilise the existing budget allocated to implementation of the JJ Holland Park Concept Plan for works within and immediately adjacent to the park at Childers Street. Other capital works which fall under the definition of ‘sustainable transport’ may be considered for funding under the Long Term Parking Levy allocation (Calender Year Allocation- 07/08).

17. Council officers will also seek a financial contribution from the State Government toward certain actions. The overall costs and most likely source of funding will be presented in detail to the Planning Committee by October 2006.

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Legal

18. Legal advice in relation to the implementation of the Concept Plan for the Precinct including the tender documents for the ticket office will be provided as the need arises.

Sustainability

19. The process of developing the draft Study as well as public consultation process involved has promoted community networking and cohesiveness, fully consistent with this theme. The potential development of community uses in vicinity of the station, such as a community garden, will also support community inclusiveness and engagement.

20. The draft Study recommendations for pedestrian linkages, cycling parking and safety measures will improve access for the community and particularly users of the Station, consistent with this theme.

21. Promotion of the use of the Station to rail travellers, and the provision of walking and cycling links will promote sustainable transport options and less dependency on car travel.

22. The works items recommended in the study is likely to provide for a small business use in the former ticket office and, combined with the community garden, would represent a more productive and innovative use of land.

Background

23. South Kensington Station began operation in 1891 as one of the stations built as part of the Williamstown line development. The station is located on Childers Road, opposite JJ Holland Park and is served by two separate railway lines, Werribee and Williamstown. The Station is also midway between the North Melbourne and Footscray Stations.

24. The draft Urban Design Study was prepared by consultants to improve the South Kensington Station and environs. Key issues raised in the draft Urban Design Study include;

24.1. The Station Forecourt: The physical environment of the station forecourt area is in deteriorating condition in terms of design, amenity, safety and a sense of ‘place’

24.2. Catchment Areas: The relatively low patron numbers for South Kensington Station may be associated with its proximity to Kensington Station, which results in overlapping catchment areas. Kensington Station, with its proximity to Macaulay Road commercial and retail facilities and almost double the number of trains going to and from the City, may be the preferred station for some. However, the Broadmeadows line, which serves Kensington Station, has significant crowding issues during peak hour and its current services are reaching capacity. There is some impetus for rail travellers to look at the nearby South Kensington Station as an alternative station to access services to the City. Also the Station offers further potential use by residents within Kensington Banks and at the former JJ Holland Park Public Housing Estate.

24.3. Walking Routes: The current lack of pedestrian paths and directional signage to South Kensington Station is part of the reason for low patronage. There is also no designated pedestrian path along Childers Street for rail patrons.

24.4. Safety and Lighting: There is insufficient lighting along the walking routes to the Station and together with the presence of low lying shrubs, results in an unsafe environment. The key walking routes to and from the station must be well-lit and appropriately landscaped so as to reduce the threat to safety.

Attachment: 1. Draft South Kensington Urban Design Study

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24.5. Passive Activities: The problem of urban fear is also often a result of there being simply not enough people in an area offering natural surveillance and ‘eyes on the street’. The introduction of ‘passive’ activities, such as people playing or watching sports, a newsagent or coffee kiosk, an exercise and jogging trail, a quiet garden, perhaps a community allotment could improve natural surveillance and safety.

24.6. Parking and Setting Down: There is a need for a ‘drop-off point’ close to the station entrance, as well as commuter parking. Parking should be provided along Childers Street to accommodate rail users and people attending sports events. This is likely to generate pedestrian movements across Childers Street and therefore a new pedestrian footpath should be provided along the park edge. Park events are unlikely to coincide with weekday peak use of Childers Street and are likely to attract station users during the day. It is noted that traffic management design measures may need to be implemented to slow vehicle movements and promote safer traffic behaviour in the area overall, particularly given the possible additional vehicular traffic (including truck movements) that will be generated by the Simplot site.

24.7. Traffic considerations : Traffic volume along Childers Street is currently low but this is anticipated to change with the redevelopment of the industrial site at the eastern end of Childers Street on the former Simplot site.

24.8. The Station and Improving the Quality of Service: As part of a current state government initiative, the station is about to undergo an upgrade. This will be limited to work within the station; the underpass, ramps and platforms.

24.9. Disused Buildings: There is an opportunity for new active uses for the defunct ticket booth and the old Signal Box in the Station. These might include a community office, artists’ studios, a newsagent, or even a community garden and meeting place.

Attachment 1 Agenda Item 5.2

Planning Committee 4 July 2006 South Kensington Station

Precinct

Urban Design Study

Prepared for the City of Melbourne by

Planning Collaborative (Vic) Pty Ltd & Urban Cultures Pty Ltd

The Urban Setting of South Kensington Station

June 2006

Planning Collaborative (Vic) Pty Ltd Urban Cultures Pty Ltd 145 Clark Street Box 1629 Port Melbourne Vic 3207 Kingscliff NSW 2487 [email protected] [email protected]

South Kensington Station Precinct: Urban Design Study

Planning Collaborative & Urban Cultures Ltd June 2006

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Table of Contents Section Page 1 Introduction 3 2 Urban Context and Relevant History 7 3 Summary of Key Issues 8 4 City of Melbourne Draft Transport Strategy 13 5 Urban Design Directions 14 6 User Survey 16 7 Design Proposals 18 7.1 Station Forecourt 18 7.2 New Uses for Vacant Premises 19 7.3 JJ Holland Park 23

7.4 Childers Street 25 8 Implementation Plan 28 List of Figures 1 The Study Area 4 2 Images of the Station and its surroundings 5 3 Images of the Station and its surroundings 6 4 Properties located within 800m radius of

South Kensington Station 9 5 Public Realm: Design Principles 15 6 A Metaphor for Place 15 7 Walking routes to and from the Station 17 8 Station Forecourt: Recommended Works 22 9 JJ Holland Park: Path Routes 24 10 Childers Street: Recommended Works 27 List of Tables 1 Issues Matrix 8 2 Traffic Volumes 11 3 Mode of Access to and from the Station 16 4 Pedestrian numbers, using routes to and from the Station 16 5 Implementation Plan 28 List of Appendices 1 The Study Brief 31 2 The User Survey 34 3 The “Cross of Obstacles” 37 4 Attendees at Workshops 1 and/or 2 on 10 January and 7 February 38 References 38



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1. Introduction This report has been prepared for the City of Melbourne and implements specific actions in the Kensington Action Plan including the preparation of Concept Plans to improve the public interface of South Kensington Station. This report recommends a suite of actions to revitalise the Station’s surrounds, enhance the walkability of the precinct and the approach routes to the Station and address issues relating to pedestrian safety, traffic and cycle movement and overall amenity. These works do not encroach onto rail property and are complementary to upgrade works that are proposed to occur to the station during 2006. The study area is focussed on Childers Street at the station entrance, but includes those parts of Childers Street, other nearby local streets and JJ Holland Park to the extent that these places are part of the environment used by rail travellers. Figure 1 shows the Study Area and Figures 2 and 3 show various images of the Station and its surroundings. The study program included these phases:

- familiarisation - workshop one - data collection and analysis - identification of key issues - workshop two - draft proposals - final report.

Workshop One was held on 10 January 2006 at the Kensington Community Recreation Centre. The Workshop was attended by representatives of the local community and various Council and public agency officers dealing with such matters as development planning, urban design, parks and recreation, traffic engineering and strategic planning. The Workshop was held primarily to discuss the key issues that any urban design study for the area would need to addressi. An Issues Paper was prepared which provided a summary of the material discussed at Workshop One, and its contents are included in Section 3. Workshop Two, also attended by representatives of the local community and various Council and public agency officers, was held on 7 February 2006. This presented the findings of the User Survey, which recorded data about people using the station during the morning and evening peaks, on Tuesday 31 January and Wednesday 1 February 2006. The survey recorded the total number of users by direction of approach and departure, by mode of access and, for car drivers, location of parking. Details from the survey are summarised in Section 6. Workshop Two also considered draft design schemes and the rationale behind them for the Station forecourt, the former ticket office and the vacant land adjacent to it, Childers Street beyond the forecourt area, and works within JJ Holland Park. There was a high level of support for these draft proposals and valuable feedback was obtained from attendees. The draft proposals were refined and presented to Council officers on 3 March, and further responses were noted. Section 7 presents the recommended works.



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Figure 2: Images of the Station and its surroundings

The Station entrance and former ticket office View from the Station underpass

Commuter parking in Childers Street The former Signal Box



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Figure 3: Images of the Station and its surroundings.

Approaching the Station along Childers Street Ormond Street road closure at Childers Street

Popular approach route to the Station Vacant land between Childers Street and the rail tracks



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2. Urban Context and Relevant History South Kensington Station began operation on 11 March 1891, and was one of a number of stations that were built as part of the Williamstown line development which began in 1859. Prior to 1900, the station was called “Browns Hill Junction”. The Station is located on Childers St, opposite JJ Holland Park. It is close to the midpoint between North Melbourne and Footscray Stations, and is serviced by two separate railway lines, Werribee and Williamstown. South Kensington Railway Station exists as 2 above-ground platforms accessed via an underpass from Childers St. The platforms are accessed via ramps from the underpass. There is one entry/exit point to Childers St, an additional entry/exit point provides access to the container yard, but this gate is locked and only opened for employees. The nearest connecting public transport is bus route 402 with the nearest stop located at the corner of Childers St and Kensington Rd, approximately 500m from the Station. The Station entry and its surrounds are dingy, but functional in a minimal sense. The station presence is only obvious close up and there is no signage directing patronage to the station. The station entrance sits on a curve in what was once a heavily trafficked road (now closed at one end) which was reinforced for B-doubles to service a nearby pie factory (now closed). The road still carries the hallmarks of this use, with heavy metal buffers in the footpath inhibiting pedestrian access, and large directional arrows and double lines in the road to reinforce lane usage and restrict vehicles from stopping or parking. There are no commercial facilities close by to support station patronage. A roller door in a small adjacent brick building was once a ticket office but is now not functioning. To the north, across Childers Street, is JJ Holland Park, a large site which contains a number of community and recreation facilities, ranging from Maternal & Child Health, swimming pool, recreation centre, and extreme sports precinct. Two large residential estates are located within walking distance to the station, namely: the Kensington Banks Estate, located to the North-west, across Kensington Road; and Kensington Estate, a former Public Housing Estate currently under redevelopment for public and private housing, located to the North-East. The redevelopment plan for the Kensington Public Housing Estate involves the demolition of all existing buildings on the site except for two high-rise buildings (94 Ormond Street which is an older persons high rise building, and 56 Derby Street, a mixed household building), and the construction by Becton of 616 new residences, of which 421 will be for private purchase and 195 for public housing. The Redevelopment is due to be completed in 2008 and will result in a significant increase in residential dwellings, located within short walking distance to South Kensington Station; and with a profile which lends itself to high public transport patronage. Low income households, a significant student population renting private dwellings, aged, CALD ii population offer an opportunity to increase usage of the station throughout the day. It is also noted that the station, being on the Footscray line (distinct from Kensington Station) is highly utilised by these residents, accessing Footscray Market and shopping centre. There are also two large redevelopment sites located within close proximity to the South Kensington Station: one is generally known as the ‘Simplot Site’, located to the east of the station at Tennyson Street being redeveloped for warehousing; and the other at 1-89 Hobsons Road, located on the south-west side of Hobsons Road and to the west of the station, which has been previously the subject of a residential rezoning application.



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3. Summary of Key Issues At Workshop One, the various comments, observations and suggestions tended to fall within a handful of key themes, most of which were mutually reinforcing. These can be summarised under the following nine headings (Table 1).

Table 1: Issues Matrixiii The matters of uppermost concern expressed during the workshop were as follows:

1. Catchment Areas and Walking Routes: The survey results outlined in Table 3 show relatively low patron numbers for South Kensington Station. This may be associated with its proximity to Kensington Station, which results in overlapping catchment areas. Kensington Station, with its proximity to Macaulay Road commercial and retail facilities and almost double the number of trains going to and from the City, may be the preferred station for some. However, the Broadmeadows line, which serves Kensington Station, has significant crowding issues during peak hour and its current services are reaching capacity.

The currently poor access to and the physical state of South Kensington Station itself (the station presence is only obvious close up and there is no signage directing patronage to the station) are also the likely reasons for low patronage. Hence, there is a need to establish a network of clear, well-lit, easily understood, convenient and visible walking routes to and from the station. This is especially important for rail users walking from the direction of Kensington Banks, and who must at present walk over playing fields in addition to negotiating Kensington Road. If rail patrons walk along Childers Street, there is no designated pedestrian path. Improvements to the pathway routes, underfoot materials and the breaking up of the route into identifiable stages are all be important. Whilst 800 metres may be a theoretical 10-minute walking distance in Europe, this is less true of hot climates in the summer and of routes where very little natural surveillance is available. The optimum walking distance limit in this case is probably 500 metres, or 5-7 minutes.

Quality of Station Environment

Catchment Areas and Walking Routes

J. J Holland Park

The Station and Improving the

Quality of Service

Safety, Fear and Lighting

The Station Forecourt

New Uses for Disused Buildings

Passive Activities

Traffic



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Figure 4: Properties located within 800m radius of South Kensington Station

Improvements to the South Kensington station platforms and entry (scheduled for completion later this year) are likely to increase patronage. Quality of service, particularly in relation to train frequencies and crowding, is an important factor, however station patronage is nonetheless likely to grow due to redevelopment of the Simplot site, and completion of the JJ Holland Park Housing estate redevelopment. Further, growing costs associated with private car use, such as petrol prices and parking fees in the Central City, have also been proven to be effective incentives for increases in public transport use.

2. Safety, Fear and Lighting: The fear experienced when walking through an environment

or along a route is usually a result of there being insufficiently bright lighting (metal halide preferably) or low lying shrubs behind which potential attackers may be concealed. In this way, the key walking routes to and from the station must be well-lit and landscaped so as to reduce the potential for concealment. CCTV cameras around the station area, and at key staging posts, should also be considered. In addition, the issue of safety associated with commuters walking (on the road) along Childers Street should be addressed by providing a safe and convenient off road pathway.

3. Passive Activities: the problem of urban fear is also often a result of there being simply

not enough people in an area offering natural surveillance and ‘eyes on the street’. It is all the more worrying when only two or three other people are visible, as opposed to a dozen, for these might be potential attackers. The only way around this problem is to introduce ‘passive’ activities, such as people playing or watching sports, a newsagent or coffee kiosk, an exercise and jogging trail, a quiet garden, perhaps a community allotment.



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4. JJ Holland Park: The 1998 Concept Plan for JJ Holland Park shows a reconfiguration to

allow for two relocated playing surfaces as well as the existing oval and the removal of large areas of asphalted parking areas in the centre of the Park. Implementation of the Concept Plan will have an impact on the popular walking route which traverses the Park direct from Mercantile Parade to the station, particularly when the grass is wet due to irrigation or rain. Any alternative route will need to be on designated paths with appropriate levels of lighting.

5. The Station Forecourt: The presentation of the station to the public realm is quite

possibly the worst example of its type we have seen in a metropolitan setting. The physical environment of the station forecourt area is very poor in terms of design, amenity, safety and a sense of ‘place’. The aspect is unwelcoming to say the least, the paving shabby and the overall environment threatening and grubby. A key aspect of the urban design study will be to create a new forecourt area, to increase the visibility of the station entry, to improve lighting and surveillance and provide a stronger edge to the public realm

6. Parking and Setting Down: The design study should incorporate a ‘kiss and ride’ drop-

off point close to the station entrance, as well as commuter parking (as shown on Figure 10). Parking should also be provided (right-angled) along Childers Street to accommodate rail users and people attending sports events. To avoid a canyon effect of driving between rows of parked cars, we believe the parking should be restricted to the rail embankment side. This is likely to generate pedestrian movements across Childers Street and therefore a new pedestrian footpath should be provided along the park edge. Park events are unlikely to coincide with weekday peak use of Childers Street and are likely to attract station users during the day. It is noted that traffic management design measures may need to be implemented to slow vehicle movements and promote safer traffic behaviour in the area overall, particularly given the possible additional vehicular traffic (including truck movements) that will be generated by the Simplot site.

7. Traffic Existing vehicular traffic Volumes on Childers Street are very low. Current traffic comprises:

• Commuter vehicles which park in Childers Street (these number less than 10

per day), • Construction traffic accessing the new industrial development at the eastern

end of Childers Street, • ‘Kiss-and-ride’ vehicles, • Other local traffic.

Traffic generated by the redevelopment of the industrial site at the eastern end of Childers Street The developer of the industrial development on the former Simplot site commissioned a traffic engineering report (Grogan Richards, 2005) which provides information regarding anticipated traffic volumes on Childers Street following completion of the development as multi-unit warehousing buildings. The report estimates that there are currently about 40 vehicles leaving Childers Street at the Kensington Road intersection in each of the morning (8.00 – 9.00am) and evening (5.00 – 6.00pm) peak periods, and about 11 vehicles entering Childers street at these times. The actual volumes currently using Childers Street at the station entrance is not identified.



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In terms of future traffic volumes, the report estimates that 25 percent of traffic generated by the development will use Childers Street (the balance using Lloyd Street). This equates to about 65 vehicles leaving Childers Street at Kensington Road during the morning peak and about 80 vehicles in the evening peak. Entering traffic is estimated to be about 50 vehicles in the morning peak and about 24 vehicles in the evening peak.

Thus, the industrial development will cause some 115 vehicular movements past the station entrance in the 8.00 – 9.00am peak and some 104 in the 5.00 – 6.00pm evening peak. These volumes must be added to the current low figures of less than 10 vehicle movements in the peak hour. Notwithstanding, the likely traffic volumes, and in particular the size of the vehicles entering Childers Street, cannot be truly verified until such time as the Simplot site is redeveloped and occupied. For example, current vehicle height restrictions in Lloyd Street will have some impact on the use of Childers Street. On the one hand, it may be vans rather than large trucks entering the Simplot site given its use for ‘factory-ettes’ rather than heavy/large industrial operations (in which case Lloyd Street may be more readily utilised). However, just as a range of truck sizes serve the house moving industry, so too do a range of trucks serve the retail and warehousing sectors and the full impact of the proposed redevelopment of the Simplot site will not be known for several years. However, a consultant employed by Council to assist development of Council’s Transport Strategy, and who contributed to the preparation of this report, confirmed that while the traffic numbers provided by Grogan Richards may ultimately vary, the likely traffic generation from the Simplot site is unlikely to change the nature of Childers Street significantly in the long term.

Notwithstanding, it is critical that traffic calming be implemented for the length of Childers Street, not only installed at the station forecourt. This will mean vehicles approach slowly and the entire environment transmits messages to drivers that other users are present and have rights to the space. This will also make the area safer for ‘kiss and riders’. To some extent vehicle arrivals will be controlled by the Childers / Kensington traffic lights which will generate gaps in the traffic stream for other users to move about comfortably. Of interest, some equivalent traffic volumes (number of vehicles) in the area are below iv .

Table 2: Traffic Volumes

Road AADT (average daily traffic)

Am peak

Ormond Road 200 20 Westbourne Road (Ken. Banks) 700 70 Hobsons Road (Ken. Banks) 1500 200 Bateman Road (Ken. Banks) 1500 200+ Gatehouse Drive (Ken. Banks) 3 – 4,000 300 – 400 Mercantile Parade (Ken. Banks) 2,000 250 Kensington Road 10,000 1,000

Elsewhere in City of Melbourne, such as in Carlton Street, Faraday Street and Palmerston Place in Carlton, show similar peak hour volumes, as do Gipps, Grey and Jolimont Streets in East Melbourne. With appropriate traffic calming measures, these streets provide comfortable environments for pedestrian, cycle and vehicular traffic.



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To summarise, the Childers Street peak volume of about 150 vehicles per hour, based on the Grogan Richards calculations, while steady is not undue and is compatible with pedestrian and cyclists movements elsewhere in City of Melbourne. As noted, this may be an underestimate, but Council’s Engineering Services Group commented that the traffic generation anticipated no travel demand management or particular use of other means of access to the Simplot site, which could take more advantage of the proximity to public transport, and opportunities for walking and cycling for the nearby labour market. So there are means available to reduce the car traffic volume on Childers Street. However it is essential that this traffic be calmed, and required to travel slowly through engineering works rather than relying on signs or enforcement. The more pressing issue is the possible requirement for large vehicles to use Childers Street site, which may generate incompatibility with traffic management measures to favour pedestrians and cyclists. This is less likely to be a peak hour problem, but will make the length of Childers Street unsuitable for the current pedestrian use and require pedestrian facilities bordering Childers Street, ideally in the park.

8. The Station and Improving the Quality of Service : As part of a current state

government initiative, the station itself is about to undergo an upgrade. This will be limited to work within the station; the underpass, ramps and platforms. The extent of works may be seen to be complementary to the scope of this study, the works do not impact on the public realm of Childers Street or other parts of VicTrack property. Nevertheless, by installing new lighting, closed circuit TV (CCTV) and, possibly, a new entry system, such as automatic doors, the entrance to the Station can be made safer and more convivial., The City of Melbourne is actively lobbying the State Government and public service providers for overall infrastructure and service improvements, particularly pertaining to train frequencies, as part of its Transport Strategy agenda.

9. New Uses for Disused Buildings: new active uses for the defunct ticket booth and the

old Signal Box should be considered. These might include a community office, artists’ studios, a newsagent, or even a community garden and meeting place.



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4. City of Melbourne Draft Transport Strategy

The recently City of Melbourne Transport Strategy provides guidance when considering mobility facilities in local areas such as South Kensington. Specifically, Section 6 provides general principles for mobility changes, Section 8 more particular implementation strategies. Reducing dependence on car usage in the inner city enables the essential ‘liveability’ of these areas to be maintained by minimising the general intrusion of traffic on local amenity. The Strategy then identifies particular tools and strategies which have some bearing on the recommendations of this report, including:

• Improvement of the pedestrian environment and associated linkages and promote walking as a significant mode of transport;

• Increased road space allocation for pedestrians and design footpaths to accommodate all abilities;

• Improve cycling opportunities and achieve a mode shift toward cycling through promotion;

• Provide education programs that promote mutual respect amongst all road users;

• Address road congestion and improve connections to public transport; • Achieve an overall decline in commuter vehicle trips to the CBD by prioritising

public transport and sustainable transport modes; • Partner with transport providers and State Agencies to improve amenity, safety

and access around transport stops and station; ands • Advocate for improved intermodal facilities and services at train stations and,

where possible, provide secure bicycle storage at transport stops and stations. Translating these statements to the South Kensington station precinct would support adjustment of the local area mobility networks for greater accommodation of walking and cycling, and if necessary, reallocating road space to do so, and prioritising access to public transport. It follows that this would contribute to the overall goal of a greater share of trips by the more sustainable modes, which simultaneously enhances the general amenity of the area by relieving congestion, providing healthier travel options, reduced car dependence and environmental benefits. The Draft Transport Strategy also commits to transport facilities to support the commercial and business sector, in particular freight movement throughout the metropolitan area. In general terms this can be seen as reducing car usage to relieve congestion and hence facilitate vehicular freight traffic, but translated into the South Kensington situation, will mean ensuring Childers Street can provide truck access to the Simplot site. While the expected truck volumes should not be at a frequency likely to significantly impact on pedestrian movements from the park to the station (for further details refer to Summary of Key Issues Traffic, in Section 3). Any proposed design solutions must address this conflict.



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5. Urban Design Directions

Council received a report by noted consultant Mr Rod Tolley which examined South Kensington’s pedestrian environment (Grant and Tolley, 2005). The ideo-gram below (Figure 5: Public Realm: Design Principles) is in the form of a four-leaf clover, with each leaf representing one of the 4 C’s of ‘walkability’ as described by Tolley. The four C’s can be summarised as follows:

• Connected – the degree to which walking routes give good access to key locations,

connect well to other parts of the local area and are integrated with key public transport services, in this case South Kensington Station.

• Convivial – the extent to which walking routes are pleasant to use, offering things to see

along the way and, importantly, are free of anti-social behaviour and urban fear. In the urban design field, the problem of urban fear is often at least partially offset by there being opportunities to ‘people-watch’ and engage in passive activities such as reading a newspaper or chatting to friends on a park bench.

• Convenient – the degree to which the walking route is negotiable without having to

climb steps, take small detours to reach a road-crossing or circumvent insensitively parked cars. This includes, for our purposes, Tolley’s fifth ‘C’: Comfort, which refers mainly to conditions underfoot – the quality of paving. This is similar to the concept of ‘permeability’ in the urban design literature, being the extent to which it is easy to meander through an urban environment.

• Conspicuous – by which is meant signposting, way-finding and ease with which people

can form mental maps of a local environment. This is similar to the concepts of ‘legibility’ and ‘visibility’ in the urban design literature.

The above concepts are key underlying principles in the redesign of the pedestrian urban environment, notably around the station itself and along key walking routes. Important walking routes need to feel safe, be comfortable and well-used, be easy to comprehend, offer opportunities for people-watching and creating passive surveillance and should provide visibility between important staging posts along the route.



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Figure 5: Public Realm: Design Principles

Figure 6: A Metaphor for Place

Figure 6: A Metaphor for Place, is a ‘venn’ diagram of three over-lapping circles which stresses the importance of place-making and the need to keep in balance

• a beneficial combination of uses and activities, both day and night in most cases,

• a sense of identity and a strong image of place, and • a good ‘fit’ of the built form to these activities and meanings, through

streetscape improvements and the basic layout of streets, buildings and spaces.

By introducing and reconfiguring a small range of active uses, it is possible to make the station and its immediate environs a ‘place’ with a strong sense of identity, as opposed to merely a transition point on the route to other places. This sense of place can be reinforced by also addressing the route-ways and the local public realm beyond the station’s immediate environs.

Connectivity Absence of Urban Fear

Legibility

Activity Built Form Meaning

Permeability



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6. User Survey

Two surveys were conducted to identify the volume of people using the station and their modes and directions of access to the station for both the morning and evening commuter periods. Details of the Survey data are included as Appendix 2. In summary, the surveys found:

Table 3: Mode of Access to and from the Station

User Type

to the Station Morning Afternoon

from the Station Morning Afternoon

Pedestrians 106 23 12 68

Car driver 10 0 0 7 Car passenger 2 0 0 2

Kiss-and ride 9 0 0 1 Bicycle 4 2 0 4

Table 4: Pedestrian numbers, using routes to and from the Station Access route Number of Pedestrians Childers Street (west) 67 Across the Park 61

Along the Park path 23

Ormond Street 42 Childers street (east) 16

Total: 209

Figure 7 shows the walking routes to and from the Station. The User Survey identified, among other things, the high use of JJ Holland Park as an access route for pedestrians to and from the Station. Most pedestrians approached the Station across the nearby oval, making use of the paved internal roadway and parking areas within the Park. Others crossed towards Childers Street near the pavilion and used the roadway of Childers Street. Mercantile Parade appears to be the main approach route from within the Kensington Banks residential area. The pedestrian signals on Kensington Road appear to attract little use by rail commuters. However, the ‘platooning’ effect of traffic signals on Kensington Road and the median islands, particularly those at Mercantile Place, make crossing Kensington Road a relatively safe proposition. Pedestrian desire lines across the Park involve negotiating such barriers as railings, grass and poorly lit areas. Improved use of the station and a generally safer pedestrian environment will necessitate a review of the JJ Holland Park Concept Plan. As noted above, the majority of pedestrians using Childers Street (west) and the direct route across the Park were coming from or going to Mercantile Parade. During the two survey periods (a total of 4 hours and 20 minutes) a total of 82 bicycles travelled along Childers Street in either direction.



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7. Design Proposals

A set of Design Principles for improvements to the South Kensington Station Precinct has been developed. These Principles are:

Ø Conviviality – of the station and immediate environs; Ø Arrival – a new station forecourt as an arrival point; Ø Connectivity – of pedestrian routes across J. J. Holland Park; Ø Legibility – of the path network and route-markers; Ø Visibility – of the path travelled, including lighting at night; Ø Convenience – of new parking provision along Childers Street; Ø Sociability – setting down, ‘kiss-and-ride’, meeting at the station; Ø Passive surveillance – the introduction of active uses for the vacant station buildings and

adjoining land.

These Principles were used to develop the range of design proposals that are recommended to be implemented in order to address the issues identified in Section 3. The proposals are presented in four parts, as follows: 7.1 Station Forecourt 7.2 New Uses for Vacant Premises 7.3 JJ Holland Park 7.4 Childers Street.

7.1 Station Forecourt The station ‘forecourt’ comprises Childers Street, the closed part of Ormond Street and some paved areas adjacent to the station entrance. Ancillary elements are the former ticket office, the kerbside parking area to the east of the station entrance in Childers Street and the adjacent area of JJ Holland Park. We consider it vital that, as well as a redesign of the Station forecourt, the success of the area as an attractive and safe precinct will depend on new uses and activities being attracted to the immediate area. These are discussed in Section 7.2. Figure 8: Station Forecourt: Recommended Works, shows a proposed up-grading of the station entrance and forecourt. It proposes a range of mutually-reinforcing improvements as follows: De-clutter the area Remove all existing barriers, street furniture, redundant infrastructure, railings to the Park, and any other impedimenta. Create a new Forecourt incorporating a Shared Zone for traffic movements Create a ‘shared zone’ in the area shown on Figure 8, with the following features:

• Kerbs and channels removed • The road area defined by change of paving and appropriately placed bollards • A ‘landmark’ feature at the intersection of the axis of the vista along Childers

Street (west) and the axis of the narrow view out of the station underpass (refer to the Install a Place Marker section below)

• Pedestrian scale lighting



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• Access by people with special mobility needs, particularly in view of likely elderly patronage from the Housing Estate, and proximity of child-centred land uses

• Provision of a zebra crossing if safety and statutory considerations require this • Seats, litter bins, bicycle ‘hoops’, etc. • Suitable landscaping • A design with features to induce low vehicle speeds.

Install a Place Marker The area presents as an aggressive and unwelcoming place. It is important that a perception of safety and orientation is provided in any civic works. The design of the forecourt and routes through JJ Holland Park must adhere to the principles of Crime Prevention Through Environmental Design (CPTED). At their most basic, these principles require clear walking routes which are free of places and structures that can harbour danger or provide opportunities for entrapment, and which are direct and enable pedestrians can see their destination and which are well-lit at night. It is also important to forewarn drivers approaching the forecourt and the dual bend in Childers Street that they are entering an area of pedestrian activity. To achieve this, we propose the construction of a place marker, located at the junction of the alignment of eastbound traffic on Childers Street and the alignment of the station underpass. This is a point in the currently closed portion of Ormond Street. A marker at this point will provide a ‘destination’ for pedestrians leaving the Station and, subject to redesign of elements of the Park, for people walking towards the Station from Mercantile Parade, Altona Street and along Ormond Street. Ideas for this marker include an urban art piece, a shade structure, or directional/destination map showing key points of interest in Kensington (eg. the Kensington Community Recreation Centre, Skate Park, Macaulay Road shopping centre etc.). Its primary purpose is to be a destination for people leaving the station underpass or approaching the Station across the Park. A shade structure is recommended, to be functional within the forecourt area in conjunction with some seating, but also to be visible at night. Up-lighting to an angled underside, making the sailcloth visible from Childers Street and from within the Park, is suggested as a cost-effective solution. Keeping in mind that installation of such lighting must not result in unwanted ‘glare’ issues for the existing house on the corner of Childers and Ormond Street. Provide some weather protection Provide a canopy at the station entrance and at the window of the former ticket office. This canopy would be fixed to both the ticket office building and/or the rail structure. To avoid issues due to different ownership and responsibility, it is suggested that the canopy be in two parts, one overlapping the other to provide continuous protection from rain. 7.2 New Uses for Vacant Premises There are three premises for which new uses should be found. They are the former ticket office, the land between Childers Street and the rail tracks, and the disused signal box adjacent to the westbound station platform. These buildings and open areas are unused, unkempt, and in a state of deterioration. This situation leads to a sense of abandonment by responsible agencies and sends a very poor message to train travellers and others. Securing viable futures for these facilities is considered to be as important as the urban design improvements to the public realm, as each action will complement the others.



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Further, the introduction of active uses will increase the reality and perception of a safer place (‘eyes on the street’) as well as bring people other than rail travellers to the area. Based on the Workshops and discussions with stakeholders, we consider that the following uses are achievable and appropriate: Reactivate the former Ticket Office While the ownership of and responsibility for this structure remains uncertain, we consider it to be an excellent opportunity to be the focus of activity at the station entrance. It is notable that the employee population of the industrial development at what is known as the ‘Simplot site’ will be in the order of 400 -500, (based on the proposed on-site parking capacity of 491 vehicles). While a café is proposed at the eastern end of the site, the on-site workforce, plus visitors and others in the immediate area (such as the Community Centre, other facilities on Altona Street, and rail yard employees from the other side of the railway tracks), means that there is a sizeable potential patronage for a small kiosk serving take-away food, drinks, travel cards, newspapers, etc. Holland Park could become an attractive destination for employees to enjoy their lunch breaks, either sitting or exercising. Users of the park (players, spectators, dog-walkers and joggers, etc.) and local residents would add to this clientele. It is pointed out that this study has not considered the economic viability of such a facility, but it is seen as a vital element in the success of the study’s objectives. A specific investigation into the costs and potential returns of establishing a modest business is recommended. The Kensington Management Company (based at the Kensington Estate) has expressed interest in working with Council and Department of Infrastructure to support an investigation and introduction of an active use at the former ticket office (Action 3.14 of the Kensington Action Plan, August 2005). A financial subsidy or grant from Council or other agencies may be worthwhile in the initial start-up period. Investigate possible uses for the former Signal Box adjacent to the station platform. This is another structure that has fallen into disrepair due to becoming redundant. Its current state reinforces a sense of abandonment in the Station environment. An initial reaction from officers of the Department of Infrastructure was that public access would not be allowed due to the entrance to the signal box being from the station platform. However, it appears possible that the building could be readily modified to make access from the underpass and ramp more direct, and the potential to re-use the signal box should be pursued with the Department of Infrastructure, in conjunction with the other upgrade works that are imminent. If there is a will to explore new uses for this appealing small building, we would encourage it. Possible uses could include artists’ studios, a community office or meeting rooms, or an adjunct to the community garden. Establish a Community Garden The sloping embankment west of the ticket office provides an opportunity for a new use. An additional community garden for Kensington was identified by many residents as warranting investigation during consultation on the Kensington Action Plan, due to the significant waiting list for the existing Kensington Community Garden. While this site may have some issues relating to poor soil conditions and the slope of the land, these are seen as soluble by such techniques as using ‘above-ground’ planting beds with imported soil, which is common practice where elderly people are participants, and ramped walkways are preferred. Subject to its suitability, some portion of the former ticket office building could be used as a ‘garden shed’ and could provide other facilities for the users of the garden plots.



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The extent of the area required for a community garden would need to be determined. There is a high voltage electrical tower (currently owned by City Power) at the western end of the area. As such, the potential community garden’s western boundary may need to be well clear of the alignment of the high-voltage transmission wires, giving a site of about 60 metres long. The tower may need to be fenced off from public access to limit risk from lines being in the "scaffolding" workers danger zone and to eliminate risk of children climbing on the structure. (see www.safetyline.wa.gov.au). The more complex issue of power frequency electromagnetic fields is one where the scientific consensus is that such fields, in their normal power bi-product presence, have not been demonstrated to directly initiate cancer. Also, the frequencies emitted by power towers are generally a fraction of those for mobile telephone towers. Nonetheless, the likely impact of the power pylon in relation to safety issues including community perception, should be investigatedv . Studies for soil contamination on the site need also be conducted in addition to impact of electromagnetic radiation. Finally, perimeter fencing would need to be installed. Urban Forest An additional enhancement to the area would be the establishment of an urban forest between Childers Street and the rail lines, west of the area set aside for the Community Garden. Restricted vehicular access for rail track maintenance vehicles would need to be retained. While this proposal is made without any research to support it, it is seen as an opportunity to use some vacant land which is in Council control for an environmentally beneficial use that is compatible with a Community Garden and a major public open space area. Whether the site could be for productive tree planting or as a habitat for birds and small fauna would require investigation.



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7.3 JJ Holland Park Design for Pedestrians accessing the station The User Survey demonstrated the high percentage of station users who walk across Holland Park. The routes taken respond to existing asphalted areas, particularly the car park, but generally a direct ‘bee-line’ is taken. Inclement weather, darkness, sporting activity, or hard surfaces cause people to move off their most direct route. In places, the desire line is interrupted by railings, such as on the Park boundary opposite Mercantile Parade. Council adopted the JJ Holland Park Concept Plan in 1998. While some works have occurred since its adoption, it remains the guiding document for the Park’s future development. Because the Park plays a major role as access routes to the station, the need to provide reasonably direct and safe paths across the Park is evident. The existing ovals interrupt direct desire lies to the station. The Concept Plan proposes relocation of two sportsgrounds which will exacerbate this situation. If this aspect of the Concept Plan is implemented, it is to be expected that pedestrians will continue to take the most direct routes, if they are able. Further, paths that meet the desirable safety and convenience principles of directness, lack of obstacles and adequate illumination will be more circuitous than at present. We would recommend a review of the Concept Plan, having regard to the capacity to provide direct and safe pedestrian paths, particularly between Mercantile Parade and the Station forecourt. If a review of the Concept Plan, and thus oval redesign, is not possible, then barriers, such as railings, will need to be designed in such a way as to allow crossing of the ovals by pedestrians. Where necessary, railings should be removed and replaced with bollards, particularly opposite Mercantile Parade, and lower branches of some trees may require removal to ensure good visibility. It is recommended that improved access for those who wish to walk across the ovals is supported by provision of an all weather path extending along the western side of the main oval and connecting with a new path adjacent to Childers Street. Effectively, this would constitute a circuit path with dual use potential: for park users as a walking/jogging path; and for South Kensington Station patrons who currently have to walk on the road surface or who will find it inconvenient to walk across the ovals, particularly during wet weather or after dark. Figure 9 shows proposed all-weather paths within the Park and which respond to the movement patterns of station users. The sportsgrounds are shown in the locations proposed in the JJ Holland Park Concept Plan, not as they currently exist. Irrespective of the extent or nature of future works to the Park, the provision of safe and direct movement routes across the Park should be a key design determinant. While the process of continued implementation of the JJ Holland Park Concept Plan will proceed based on a variety of inputs and decisions, the key contribution of this Study, and the earlier report by Tolley and Grant, is that the Park has a role as a pedestrian thoroughfare and that, to meet the requirements of that role, paths within the Park should:

• be as direct as feasible and well-lit, • provide views of well-lit ‘destinations’ or ‘way-points’, and • be of a surface material that makes them suitable for year-round use.



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7.4 Childers Street Associated with the proposed works to the Station forecourt, a number of actions are proposed for Childers Street. They are discussed below and are shown on Figure 10. Design for Cyclists The User Survey identified Childers Street as a popular commuter cyclist route which needs to be considered in any redesign of the forecourt area or Childers Street itself. The JJ Holland Park Concept Plan shows an indicative off-road bicycle route in the strip of land south of Childers Street. A dedicated cycle track seems an excessive use of infrastructure, considering usage patterns and what else is available. As discussed elsewhere, there is potential to use this land for a Community Garden and an urban forest while still allowing for maintenance vehicles to access the rail tracks – solutions which could be jeopardised by this dedicated cycle path. Alternatively, the proposed all weather path on the southern edge of the park could be a shared walking and cycling facility. This solution however, is not inline with current City of Melbourne policy which limits cycle activity in parks to protect pedestrian comfort and safetyv i. Discussions with Council’s Transport Planner indicated that it is appropriate to retain bicycle movements along Childers Street, due to the directness of the route and the low traffic volumes. As such, it is recommended that reconfiguration of Childers Street for parking on the railway embankment; removal or modification of existing speed humps (to minimise interruption to smooth riding on the part of the road where cyclists travel); and implementation of other management measures to slow traffic should also incorporate a formal bike lane. Cyclist parking should be generous and placed close to the station entrance. Design for the specific types of Traffic While low, the anticipated volume of traffic using Childers Street is a design factor, particularly as a high proportion is likely to be truck traffic. Also, it is conceivable that the number of commuters parking near the Station and the number of ‘kiss-and-ride’ trips will increase over time. To accommodate this demand, we propose that a turning circle (suitable for cars) be constructed at the eastern end of Childers Street at its intersection with Tennyson Street. It is noted however, that this solution needs to be investigated against the potential conflict and congestion issues associated with increased station patronage and use of the redeveloped Simplot site. Further, and to increase pedestrian safety near the station entrance, we propose that 40km/h advisory speed signs be erected on each approach to the forecourt area. Because of the proposed angled car parking along Childers Street, and the park-related pedestrian volumes that this will generate, consideration should be given to formalising a 40 km/h speed limit along the full length of Childers Street. Improve the amenity and extent of commuter parking Commuters currently park in Childers Street, east of the station entrance and against the retaining wall of the rail tracks. Ormond Street is also used, but this is not as convenient, as most commuters are assumed to arrive from a westerly direction. While Childers Street has sufficient capacity for the current level of use, any increase in parking demand cannot be met on-street. It is therefore recommended that the parking along Childers Street west of the Station, as proposed in the Holland Park Concept Plan, be implemented, together with safe



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and well-lit walking paths to the station forecourt. Depending on demand, and the desire to replace at least the same number of spaces as would be lost in the Park upgrade, this parking could be at 60degrees rather than the 90degrees as shown on the Concept Plan, in order to improve safety for cyclists. It is possible that the industrial development may generate employee parking that cannot be accommodated on-site. Overflow parking should not occur on residential streets in the vicinity, and the section of Childers Street west of the forecourt is an appropriate location, using new parking spaces designed for park users. Time of use by these two groups would be expected to not conflict. Also, people parking in this location would provide a small additional source of patronage for the Kiosk. Provide for ‘Kiss-and Ride’ train travellers It is recommended that a ‘kiss-and-ride’ area be provided, either immediately west of the Forecourt on the north side of Childers Street, or immediately east of the Forecourt on the south side of Childers Street, with cars encouraged to drive to the Tennyson Street corner to turn around. The former location would be more convenient to passengers leaving cars, but the latter site would be more convenient for passengers waiting to be picked up.



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8. Implementation Plan

Set out below are the recommendations described in Section 7. Before any on-site works can occur, further design work and budgeting will be required, particularly in terms of the design of the Station Forecourt and the review of the JJ Holland Park Master Plan. The works to the Station entrance (construction of weather protection in the form of a cantilevered awning) require to be designed in conjunction with DoI. The lead agency for the implementation of the majority of the recommended works is Council and its various departments.

Table 5: Implementation Plan

____________________________________________________________________________ Objective Action Lead Project

Agency Partners/Key Stakeholders

____________________________________________________________________________ Enhance the safety De-clutter the area CoM of the “Station forecourt”, i.e. Childers Street Create a new CoM Forecourt incorporating a Shared

Zone for traffic Install a “Place CoM Marker” Provide weather CoM DoI protection to window of former Ticket office Provide weather DoI CoM protection to Station entrance

____________________________________________________________________________ Establish new uses Reactivate the CoM community stakeholders for Vacant former Ticket office Premises Establish a CoM community stakeholders Community Garden Investigate DoI CoM possible uses for former Signal Box Investigate CoM VicTrack potential for an Urban Forest ______________________________________________________________________________



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Table 5: Implementation Plan Continued Objective Action Lead Project

Agency Partners/Key Stakeholders

____________________________________________________________________________ Improve pedestrian Review JJ Holland CoM links and safety in Park Master Plan JJ Holland Park (1998) so that paths to the Station are direct, well-lit, have identifiable “way- points”, have suitable surfaces ______________________________________________________________________________ Undertake works to Ensure Childers CoM meet the varied Street functions as functions of an effective and safe Childers Street on-road through route for cyclists Provide turning circle CoM at corner of Childers and Tennyson Streets to facilitate commuter “Kiss-and-ride” vehicle turning movements Provide reduced speed CoM Advisory or fixed speed Signs at each end of

“Shared Zone” or for full length of Chiders Street Provide new commuter CoM parking on south side of Childers Street west of the Station forecourt, with new access path to Station Provide “Kiss-and-ride” COM drop-off and pick-up parking close to the Station forecourt

____________________________________________________________________________ Promote the Once Council has approved CoM proposed works The proposed works and the through a implementation program community liaison is determined, undertake program in a program of information



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conjunction with to Station users and the DoI resident community



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APPENDICES Appendix 1: The Study Brief Set out below is an excerpt from Council’s “South Kensington Railway Station & Surrounds: Improving Pedestrian And Cyclist Accessibility, Amenity & Activity, Concept Plans Project Brief, (November 2005)”, which constitutes the Study brief. Purpose The purpose of the project is to prepare preliminary concept plans for improving the connectivity, safety, convenience and attractiveness of key access routes leading to and the area immediately surrounding South Kensington Station. The concept plans will form the basis of comprehensive development plans to inform Council’s works program. Objectives

• Improve pedestrian and cyclist route connectivity between the station and key sites, such as the JJ Holland Park and facilities within it (eg. Kensington Community Recreation Centre, the Childrens’ Cooperative, Extreme Sports Precinct etc.); Kensington Banks Estate; Kensington Estate; 1-89 Hobsons Road potential redevelopment site; and the ‘Simplot’ redevelopment site, located in Tennyson Street.

• Improve connections between the railway station and other public transport in the area

(i.e. the nearby bus route 404).

• Improve access for the disabled along key routes to the station. • Improve pedestrian and cyclist safety through better use of road crossings, traffic

calming measures, street/path lighting, planting, and better urban design in general etc. • Make the access to the station and the area immediately surrounding it more

comfortable and convivial for walkers and cyclists.

• Make the railway station, and access to other key neighbourhood sites, more conspicuous through the use of well designed and well placed signage, public art, or other urban design initiatives- which are cost effective.

• Provide for convenient and safe pick-up set-down points for taxis and private vehicles

near the station. Significant Issues relevant to the project

• Childers Street is the main access route for pedestrians and cyclists from the Kensington Banks Estate to South Kensington Station. However it does not provide for a designated footpath or bike lane, nor is it lined with appropriate street lighting, and therefore poses a major safety issue as people generally walk on the road. The JJ Holland Park Concept Plan, and the group overseeing its implementation, are committed to overseeing the provision of dedicated walking path and cycle lines along Childers Street, along with the provision of 90 degree angle parking - the concept plans must take into account the proposed plans for this.



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• However, Council’s Engineering Services Group has indicated that parking difficulties may arise in Childers Street associated with rationalisation and relocation of parking areas within JJ Holland Park, as proposed under the JJ Holland Park Concept Plan.

• The other main route to the station from Kensington Banks appears to be across JJ

Holland Park. There is no direct path across the park to facilitate pedestrian or cyclist access, and the ‘goat track’ is across the football oval. The park is fenced along the Childers Street boundary, making pedestrian movement from the park to the station somewhat unwieldy.

• There is a main footpath through JJ Holland Park which provides a direct connection to

the Kensington Community Recreation Centre and childcare/ maternal & child health facility; and will provide access to the newly redeveloped Kensington Estate, across Altona Street. The subject pathway appears to be adequate and functional, but rather narrow if to be shared with cycles. It may also have Disability Discrimination Act (DDA) compliance issues.

• Ormond Road provides access to other residential parts of Kensington, including the

Kensington Estate, but it is used by fewer pedestrians/cyclists than other routes. It also functions as a passenger ‘dropped off/pick-up’ point.

• Childers Street to the east is currently blocked off and is used as a passenger ‘drop-

off/pick-up point’; and for parallel parking of ‘park-and-ride’ station patrons. It is also used by cyclists as a through route.

• There is no clear/direct connection between the station and other public transport

facilities. The nearest bus stop is located at the corner of Kensington Road and Childers Street. Opportunities for moving the bus drop-off and pick-up point closer to the station should be explored to better link/coordinate the two services.

• There are no commercial facilities close by to support station patronage or to provide

passive surveillance. A roller door in a small adjacent brick building was once the ticket office, and may provide a venue to trial a commuter support use with, say, coffee and newspapers.

• The large amount of road reservation at the station entrance is designed in a way not

convivial to the station patrons and poses safety issues. This space is large enough to be re-designed to facilitate pedestrian, cycle and dropping-off access plus generally enhance the area and promote the existence of the station.

• There is no designated cycle parking provided anywhere near the station.

• Kensington Road carries up to 10,000 vehicles per day, enough traffic to form a

significant barrier to safe and comfortable access for all user types from Kensington Banks to the park, South Kensington station and other facilities east of Kensington Road such as the recreation centre, school, etc.

• Directional and ‘locational’ signage is lacking, and would reinforce the walkability

/cyclability of the area.

• Low train frequencies, even during peak hours, as well as overcrowding on the train services provided is a major issue. While at present patronage is comparatively low,



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substantial growth in residential and worker population is expected in the near future, particularly with the completion of the new Kensington Estate and the redevelopment of the Hobsons Road and ‘Simplot’ sites.

• South Kensington Station is a poor quality facility which fails to meet a wide variety of

Guidelines set out in the Crime Prevention Victoria’s “Safer Design Guidelines” and the “Disability Standards for Accessible Public Transport Guidelines 2002.” However, Council is actively lobbying the Department of Infrastructure for improvements to the Station itself and has been given positive verbal feedback, but no formal commitment at the time of finalising this brief.

What the concept plans should consider

• Station usage i.e. by whom, how/which way do they get to the station and how many customers etc.

• Overlapping catchment areas for South Kensington and Kensington Stations • Access Ø Pedestrian (walkability) Ø Cyclist Ø Disabled Ø Vehicular • Safety Ø Pedestrian Ø Cyclist • Parking in Childers Street Ø Car Ø Bicycle Ø Disabled • Pick-up set-down points for Ø private vehicles Ø taxis Ø bus • Lighting Ø Path lighting Ø Street lighting Ø Station lighting (and area immediately around it ) • Furniture and other conveniences like water fountains, toilets, rubbish bins, public

telephones etc. • Signage Ø directional markers Ø distance markers Ø locality map Ø key points of interest around the Kensington neighbourhood • Planting/Landscaping • Footpath widths, Grading, Surfaces & Textures



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• The benefits of introducing an active use at the station to provide for customer convenience and safety through natural/passive surveillance.

• Presentation of the station, and how the area around its entry could be made more attractive

Required Tasks • Develop, conduct and report on the results of a User Survey, exploring: Ø Number and pattern (peak hours etc) of station patronage; Ø Where they come from to reach the station; Ø Which way they access the station (the route/path they take); Ø The mode of travel to the station (i.e. walking, cycling, ‘dropped-off’ by car etc.) Ø Patrons destinations. Ø Number of patrons getting off at the station.

• Prepare a Findings Report of short-term, medium-term and long-term recommendations

for improving the connectivity, safety, convenience and attractiveness of key access routes leading to and the area immediately surrounding South Kensington Station.

• Prepare concept plans of these recommendations. • Prepare graphic representation of recommendations superimposed over photographs of

existing conditions, to be used as a power point presentation, as required; • Provide graphic representation of User Survey results.

Appendix Two: The User Survey The User Surveys recorded the number of train passengers using the station on two occasions; 4.30 – 6.40pm on Tuesday 31 January and 6.30 – 8.40am on Wednesday 1 February. The following data was recorded, in 5 minute intervals: 1. Direction of approach and of departure 2. Mode of access 3. For car driver, location of parking Some people using the Station entrance may have been walking through the underpass to the railyards. These people were not specifically identified. The number of vehicles travelling along Childers Street past the Station entrance was also recorded. The weather during both surveys was fine. Survey 1: Approach to the Station by pedestrians, 4.30 – 6.40pm Tuesday 31 Jan Childers St (west) Across Park Park path Ormond St Childers St (east) Total 10 1 4 6 2 23 Train passengers arriving by: bicycle: 2



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car as driver: 0 car as passenger: 0 kiss-and-ride: 0 Survey 2: Departure from the Station by pedestrians, 4.30 – 6.40pm Tuesday 31 Jan Childers St (west) Across Park Park path Ormond St Childers St (east) Total 9 30 7 17 5 68 Train passengers departing by: bicycle: 4 car as driver: 7 (all cars parked in Childers Street east) car as passenger: 2 kiss-and-ride: 1 Survey 3: Approach to the Station by pedestrians, 6.30 – 8.40am Wednesday 1 Feb Childers St (west) Across Park Park path Ormond St Childers St (east) Total 40 30 10 17 9 106 Train passengers arriving by: bicycle: 4 car as driver: 10 (9 cars parked in Childers Street east, 1 in Ormond St) car as passenger: 2 kiss-and-ride: 9 Survey 4: Departure from the Station by pedestrians, 6.30 – 8.40am Wed 1 Feb Childers St (west) Across Park Park path Ormond St Childers St (east) Total 8 0 2 2 0 12 Train passengers departing by: bicycle: 0 car as driver: 0 car as passenger: 0 kiss-and-ride: 0



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Survey 5: Traffic along Childers Street (both directions) 4.30 - 6.40pm 6.30 -8.40am Tuesday 31 January Wednesday 1 February Cars 2 15* Trucks 2 12* Bicycles 46 36 * The vast majority of these vehicles were accessing the construction site at the former Simplot land, and were mostly construction employees’ cars or trucks removing building debris.



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Appendix Three: The “Cross of Obstacles” At Workshop One a fourth ideo-gram, not presented here, was the Cross of Obstacles to be overcome, circumvented or otherwise addressed. The point in using the ‘cross of obstacles’ as a point of focus is to remind people that there will always be obstacles, but that these can readily be addressed in most cases. These generally fall into four types: Regulatory, Physical, Cultural and Image. Regulatory refers to the fairly common problem of the bureaucracy not having a shared view around a particular issue or place. Fortunately, this is not true in the case of South Kensington Station and its surrounds, as most of the public agencies involved have shared or complementary aspirations. Physical refers to the identified works described above. It is now critical that all stakeholders, whose useful contributions in the past and during this study have assisted in developing the suite of recommended works, should continue to work co-operatively under the guidance of Melbourne City Council, to ensure that changes are effected. Cultural refers to the sense of community that works such as those proposed in this report can reinforce. The area is undergoing change, most notably the redevelopment of the former housing estate on Altona Street and the industrial development at the east end of Childers Street. The upgrade works to the Station and the progressive implementation of the JJ Holland Park concept Plan are also important factors in enhancing the sense of renewal for the area. Obstacles to do with Image are difficult to overcome where a particular area has a reputation for being unsafe, dirty, smelly, unfriendly or in some general way ‘not nice’ or inconvenient. This can be addressed by the urban design improvements discussed above, but also by a public relations campaign – ‘Use the new station and the park’. When implemented, the range of capital works proposed in this report will play a significant role in revitalising the presentation, use and viability of the precinct as part of the local community.



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Appendix Four: Attendees at Workshops One and/or Two on 10 January and 7 February Resident Representatives Geoff Cox Therese Fitzgerald Darragh O’Brien Michael Rowell Kensington Management Company Terri Soumilas City of Melbourne Council Kathy Bracket, Community Services Branch Jodie Harris, City Strategy Branch Josephine Lee, Development Planning Branch Stuart Nicoll, Parks and Recreation Branch Katherine Olszewski, City Strategy Branch Brian Pound, Place Management Program David Pryor, Urban Design Branch John Tekieli, Traffic Engineering Branch REFERENCES Kensington Action Plan, The Cities of Melbourne and Moonee Valley, 2005. Kensington: Measures to Improve Pedestrian Accessibility, Amenity and Activity, Dr John Grant and Mr Rodney Tolley, January 2005 Proposed Industrial Subdivision 50 – 60 Lloyd Street, Kensington: Traffic Engineering Report, Grogan Richards Pty Ltd, March 2005 JJ Holland Park Concept Plan, City of Melbourne 1998 i At the close of the meeting, a four-point framework for the future development of the South Kensington Station Precinct was proposed. This was presented as four ‘ideo-grams’ or helpful diagrammatic summaries: an action area or issues matrix, a metaphor for place, a cross of obstacles to circumvent or overcome (presented in the shape of a Scottish flag or Saltire), and a shamrock or four-leaf clover representing the 4 C’s of urban walkability. ii Culturally & linguistically Diverse iii The Issues Matrix can usefully be considered as two sets of parallel lines crossing at right angles, to give the grid for a game of noughts and crosses. This has the effect of creating nine spaces or ‘pigeon holes’ into which action areas - ‘things to do’ - can be slotted. iv Traffic volumes collected in 2003 v Looking at sites with similar issues, such as the CERES Community Environment Park, where electricity lines run near their organic farm along Merri Creek, and learning from their experience may be a good starting point. Also, it is understood that Darebin Council operates a community garden in a mobile-phone tower precinct and the feasibility study could look at how they manage that operation. vi Cyclist use of parks is often associated with discontinuity, discomfort or danger in the nearby cyclist routes. An overall upgrade and improvement of the bicycle network through Kensington would contribute to reducing cyclist demand on the park pathways.

Agenda Item 5.2 Planning Committee

4 July 2006

FINANCE ATTACHMENT

SOUTH KENSINGTON STATION PRECINCT: CONCEPT PLANS

There are no direct financial implications contained in the body of the report.

Any funding requirements arising from the South Kensington Station Precinct Urban Design Study will be subject to the normal processes.

Joe Groher Manager Financial Services

Agenda Item 5.2 Planning Committee

4 July 2006

LEGAL ATTACHMENT

SOUTH KENSINGTON STATION PRECINCT: CONCEPT PLANS

Section 3C of the Local Government Act 1989 (“the Act”) provides that the primary objective of a Council:

“is to endeavour to achieve the best outcomes for the local community having regard to the long term and cumulative effects of decisions.”

Section 3C of the Act goes on to state that in seeking to achieve its primary objective, a Council must have regard to facilitating objectives, including —

“(a) to promote the social, economic and environmental viability and sustainability of the municipal district;”

Section 3D of the Act provides that the role of a Council includes –

“(b) providing leadership by establishing strategic objectives and monitoring their achievements;”

Under section 3F of the Act, Council also has the power to do all things necessary and convenient to be done in connection with the achievement of its objectives and performance of its functions.

Legal advice in relation to the implementation of the Concept Plan for the Precinct including the tender documents for the ticket office will be provided as the need arises. If the contract for services is valued at $100,000 or more, section 186 of the Local Government Act 1989, (“the Act”) imposes a duty on the Council by public notice either to invite tenders or to invite expressions of interest.

Where a Council seeks expressions of interest, the Council must, when ready to enter into the contract, invite tenders from some or all of those who registered their interest in undertaking the contract.

The Act does not require Council to accept the lowest tender.

Kim Wood Manager Legal Services

south kensington sta tion precinct – concept plans€¦ · south kensington station began...

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