The Urban Taskforce represents Australia's most prominent property developers and equity financiers. We provide a forum for people involved in the development and planning of the urban environments to engage in constructive dialogue with government and the community.

12 February 2015

Parramatta Road Urban Renewal

PO Box 237

PARRAMATTA NSW 2124

Email: info@newparramattard.com.au

Dear Sir/Madam,

New Parramatta Road – Draft Parramatta Road Urban Renewal Strategy 2014

The Urban Taskforce has reviewed the Draft Parramatta Road Urban Renewal Strategy2014 ("the draft strategy") and the limited supporting material available for review and we have identified a number of issues worthy of further consideration. Our comments are generally outlined below for your consideration.

1. The aims of the draft strategy are too conservative – more jobs and housing are possible

It is encouraging to observe that the Government is looking at ways to drive planning processes that are focused on the renewal of urban environments such as significant renewal corridors like Parramatta Road. The Government should be congratulated for seeking ways to activate logical renewal areas that cross local government boundaries. This causes added complexity and would benefit from State Government coordination which will hopefully result in tangible and measurable urban renewal outcomes.

Areas such as the Parramatta Road corridor are prime examples of locations that have suffered from inconsistency between the many local governments that control this important and potentially productive urban renewal corridor.

We are encouraged to read that the draft strategy acknowledges that the Parramatta Road Corridor has the potential to deliver a significant number of new jobs and housing. The draft strategy says that:

The NSW Government is aiming for 50,000 new dwellings and 50,000 jobs in the Parramatta Road Corridor.1

However, we argue that these aims are far too conservative. In June 2012 the Urban Taskforce released a strategy to transform Parramatta Road into a “Liveability Corridor” providing 100,000 new dwellings and 100,000 new jobs.2 At the time of drafting that strategy the Urban Taskforce was aided by development advice from members of the Urban Taskforce with significant development sites, ready for redevelopment within the Corridor. We also obtained design advice from a number of highly regarded architects who we were able to demonstrate

1 UrbanGrowth NSW 2014, New Parramatta Road-Draft Urban Renewal Strategy, p.4. 2 Urban Taskforce Australia June 2012, Urban Ideas: 100,000 new apartments and 100,000 new jobs can transform Parramatta Road into a liveability corridor – new approach to mixed use zoning.

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the value and desirability of higher density development as a driver of urban renewal. In all, nine (9) development schemes were outlined, with each scheme providing a viable and varied means of housing delivery and being strategically located along the Parramatta Road Corridor would act as a catalyst to further renewal.

Therefore we urge the NSW Government to take a fresh and bold look at the Parramatta Road Corridor and reconsider its overly conservative aim of only providing 50,000 new jobs and dwellings. The Government should aspire to facilitate the provision of at least 100,000 new dwellings and jobs along the most significant urban renewal corridor in Sydney. Enclosed with this submission is the Urban Taskforce strategy for the Parramatta Road Corridor.

With respect to identified precincts the draft strategy says that by 2031 the:

Granville precinct would see up to 19,000 new dwellings; Auburn precinct would see up to 4,800 new dwellings; Homebush precinct would see up to 16,200 new dwellings; Burwood precinct would see up to 6,400 new dwellings; Kings Bay precinct would see up to 4,200 new dwellings; Taverners Hill precinct would see up to 5,500 new dwellings; Leichhardt precinct would see up to 2,400 new dwellings; and, Camperdown precinct would see up to 2,100 new dwellings.

The draft strategy does not provide justification for these dwelling aims however we say that these aims are far too conservative. These precincts are exceptionally well serviced by development supporting infrastructure and within easy access of employment opportunities. It is inconceivable to think that by 2031 (16 years from now) that the Leichhardt and Camperdown precincts will provide, at a maximum, only an additional 4,500 new dwellings. This is only 280 new dwellings per year across two of the most desirable and accessible precincts within the Parramatta Road Corridor. This does not represent the efficient and economic use of land.

Our fear is that if we are not aspirational and bold in our aims, we will fall short in the delivery of much needed homes and jobs and a once in a lifetime opportunity to transform Sydney will be lost.

The Urban Taskforce recommends that the Government review the housing and employment aims and publicly exhibit the data used to support the housing and jobs targets.

2. Local government support is expected

Working across several local government areas relies on coordination and genuine collaboration. We applaud the Government’s desire to work with all local governments along the Parramatta Road Corridor. However, we are advised that some local councils are more willing to cooperate than others. We are also aware of a number of local councils being outwardly obstructive and disengaged from the process. We hear that some councils may also be suggesting that they should not be expected to make provisions in their local environmental plans for additional housing and population growth as there newly adopted local environmental plans already provide sufficient zoned land for housing and jobs to meet Government targets.

The Government must show leadership in such instances and continue to encourage cooperation between state and local government. However, the Government must not give in to small minded anti-growth local councils.

The Urban Taskforce recommends that where local council opposition cannot be satisfactorily resolved in a timely fashion, local planning powers for that portion of Parramatta Road should be removed from the local council and given to the Minister for Planning and Environment.

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3. A single Parramatta Road planning authority is required

Notwithstanding the above, consideration must be given to the establishment of a single planning authority that will take control of the strategic planning, local plan making and development approval for proposals within the Parramatta Road Urban Renewal Corridor. This authority could act within the Government’s proposed Greater Sydney Commission.

4. Development industry urgently needs planning certainty

The investigation and preparation of the draft strategy has been underway for some time. At least two (2) years have passed and the result of this work is the exhibition of the draft strategy. We say that what has been placed on exhibition cannot by any stretch of the imagination be considered a “strategy”. What has been placed on exhibition is little more than an information brochure summarising the consultation process and very general aims for the Corridor. The precincts have not be properly defined, the aims not justified, and implementation/actions to move the renewal process forward in a timely manner not articulated. We can only assume that there is much more work that has been completed, but for whatever reason, has not been placed on public exhibition at this time. However, in the interest of not wasting any more time, we urge the Government to finalise this strategic part of the planning process and move quickly towards the statutory planning phase. That is, bring about the amendment of inconsistent environmental plans so that development may proceed.

Notwithstanding the above, the planning processes completed thus far has made it clear that there is strategic justification for urban renewal along the Parramatta Road corridor. Furthermore, the recently released Metropolitan Strategy for Sydney identifies Parramatta Road as a renewal corridor where a mix of land uses will be encouraged. Hence, a process should be established to enable projects to be considered now. Waiting for local government initiated local planning process could result in excessive delays to development.

Urban renewal and the delivery of housing is reliant upon private sector investment. It is the private sector that will bring about beneficial changes to the private and public domains. This can only happen if development opportunities in all appropriate locations are acted upon, including single or multiple development sites along the Parramatta Road renewal corridor. Development sites, outside of the loosely defined precincts should also be considered. Sites which are able to contribute to the realisation of the strategic aims for the Parramatta Road corridor must be considered by the Government, even if not permitted under current local environmental plans.

Unfortunately under current planning schemes, ideal development sites, in the appropriate locations and of suitable proportions often cannot be developed due to outdated and prohibitive planning controls. The only means of having these controls varied is to seek the support of the local authority to have a planning proposal referred for a gateway determination prior to rezoning. With the removal of ability to have a project declared a Major Development pursuant to Part 3A of the Environmental Planning and Assessment Act 1979, development proponents are forced into a non-appealable rezoning process, controlled by an often ambivalent or hostile local authority. However, seeing that Parramatta Road has been identified as the location for redevelopment, if the development site was to be located within the Parramatta Road corridor and the local authority was not supportive of a proposal, then the rezoning process should be dealt with by the State Government.

For example, until local environmental plans have been brought into line with the renewal strategies for the Parramatta Road corridor, an owner of land should be able to approach the State Government and demonstrate that the development of an appropriately located site would for arguments sake:

• satisfy the objectives of the Parramatta Road Urban Renewal Strategy including: • the delivery of new housing in an appropriate location; and, • efficient use of existing and/or planned infrastructure.

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If the Government is satisfied that the development proposal is indeed strategy consistent, then the proposal should be determined as if the local plan had been amended to be strategy consistent.

However, by the time the Parramatta Road Urban Renewal Strategy has been finalised, there would have been considerable strategic planning, stakeholder and community consultation, hence, once the strategy has been finalised, there need not be any further consultation. Community engagement is important and community input must be actively sought as part of the strategic planning investigations. The community should be encouraged to review and comment on precinct studies and plans. However, once completed the landowner should be certain in their ability to have a legitimate development proposal determined by the appropriate consent authority without delay brought about by the actions of anti-development, self-interested local governments and activists.

5. Benchmark projects could set the standards

There are a number of large sites along the Parramatta Road corridor that are ready for development now. Rather than wait a few years until local plans are updated, the State Government should nominate half a dozen benchmark projects, make them state significant and get these important projects underway.

I confirm that the Urban Taskforce supports urban renewal strategies that are economically sound and recognises the important role of private sector investment. We are always willing to work closely with the Government and the relevant stakeholders to provide a development industry perspective on urban renewal strategies and planning controls. I encourage you to review the enclosed Urban Taskforce publication on the renewal of the Parramatta Road Corridor and should you require any further clarification on the content of any of this material, please feel free to contact me on telephone number 9238 3927.

Yours sincerely

Urban Taskforce Australia

Chris Johnson AM

Chief Executive Officer

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New approach to mixed use zoning

June

201

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Ideas from Sydneyʼs top architects and urban designers// AJ+C // COX// FKM// GSA// HASSELL

// LAVA// OLSSON// TRIBE// TURF

100,000 new apartments and 100,000 new jobs can transform Parramatta Road into a Liveability Corridor

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This was the first toll road where travellers on their horse and cart had to pay a toll at a handsome tollgate designed in 1819 by colonial architect Francis Greenway. The umbilical cord that connected Sydney to Parramatta symbolised the hopes and the vision of our forebears in settling in a new land. That vision needs some urgent attention to turn an eyesore into a vibrant new urban precinct.

This issue of Urban Ideas sets out to present a new concept for this historic corridor by helping solve Sydney’s population growth. Over the next 25 years 770,000 new houses are required for Sydney and many of these will be located on infill sites near to transport and services. The first issue of Urban Ideas called for 500,000 new apartments to be located in Sydney over the 25 year period. This issue demonstrates how this can be done by focussing on corridors and transport nodes. We have proposed that 100,000 new homes, in the form of apartments, be built along the Parramatta Road corridor.

Our proposal is to match the 100,000 new apartments with 100,000 new jobs so that people can walk or cycle to work. We see the precinct as a new mixed use liveability corridor where the vitality of urban living generates an exciting environment. This requires density at a reasonably high level to create the atmosphere and the economic viability for change.

The Urban Taskforce has a number of members who own land along the Parramatta Road corridor and we have collated some of the concepts for their sites through the work of their architects in this magazine. So many of the ideas are grounded on real sites and on real opportunities for change.

There are however difficulties in implementing projects particularly as there are 9 different councils along Parramatta Road. A unified approach is required where a single body sees the corridor as an opportunity to create something new. We are calling for a special Urban Renewal Authority to champion the Parramatta Road corridor and to be responsible for planning and for development approvals. This should facilitate opportunities for the private sector.

The brief to our team of architects was to have a 25 year vision. New infrastructure has also been proposed to align with the development. We believe that major infrastructure projects should be aligned with major increases in densities to help with Sydney’s housing and jobs supply. While the concepts in this publication are bold they are not unrealistic and build on past work.

An important ingredient we are bringing to the table is the reality of the market place. Urban Taskforce members are keen to build but they need financial viability and they need planning approvals. But more importantly we need a strong vision and leadership to make the projects happen.

The Urban Taskforce is keen to get responses and feedback on the proposals suggested in this issue of URBAN IDEAS. Please send comments to admin@urbantaskforce.com.au

This is the second issue of URBAN IDEAS. We intend to produce further issues on important planning and development issues to generate debate in the public interest.

Chris JohnsonChief Executive OfficerUrban Taskforce Australia

Parramatta Road–from eyesoreto vibrant new urban precinct

Most Sydneysiders see Parramatta Road as an eyesore with a hotchpotch of car yards, run-down buildings and decaying infrastructure defining its character. Yet this is Australia’s first major road connecting the fledgling settlement at Sydney Cove with the developing new centre at Parramatta.

“Our proposal is to match the 100,000 new apartments with 100,000 new jobs so that people can walk or cycle to work.”

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Pre-European settlementThe Wangal Clan of the Ku-ring-gai people lived in the area.

1788 European settlement, the Parramatta River is named and Parramatta settled from the water.

1791 A track was established which Parramatta Road still follows closely today.

1792 Longbottom Stockade and Government Farm were established at Concord.

1810 Governor Macquarie moved to Government House at Parramatta.

1811 Toll road to Parramatta opened.

1819 Francis Greenway’s tollgate and lodge were built at what is now Railway Square.

1820 First public transport with stage coaches. Bath Arms Inn built at Burwood.

1831 Regular ferry services established between Sydney and Parramatta.

1855 The railway from Sydney to Parramatta Junction (Granville) was built.

1882 A steam tram service began between Sydney and Norton Street Leichhardt.

1920 Parramatta Road was paved and upgraded due to an influx of motor vehicles.

1993 Sydney won the right to host the 2000 Olympic Games.

2000 Olympic Games held and significant new development was completed.

2002 Inner Metropolitan Regional Organisation of Councils Parramatta Road competition won by Choi Ropiha.

2006Parramatta Road Taskforce established to co-ordinate 9 councils and state government and a new plan.

2012 Urban Taskforce develops a vision for Parramatta Road with key architects.

It was with great vision that the early settlers connected Sydney Cove

with Parramatta

Tollgate 1819

1788-1792

1810

1820-1840

1855-1930

1992-2006

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Parramatta Road has becomerundown and an eyesore

Sites are available NOWto begin the renewal

While there are some reasonably good heritage buildings at the eastern end even these have become uncared for and the businesses in them are struggling. The extent of peak hour traffi c means that there is litt le parking and that impacts on the viability of the strip shopping.

Further west, the character of Parramatt a Road changes but it is dominated by car yards and large industrial buildings.

Strong support from an urban renewal authority for those sites could begin the change of this degraded part of Sydney into a new liveability corridor.

To create the dynamics for real change the government must encourage the private sector to present ideas for individual sites within a broad planning structure.

It is the owners of the sites who are best able to assess the potenti al for realisti c development and to understand the market dynamics that lead to real built results. Development Sites

Parramatt a Road has become an eyesore with litt le development of disti ncti on.

Many Urban Taskforce members have sites along the Parramatt a Road corridor that are ready for development if planning approval for feasible soluti ons can be achieved.

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We need a vision for Parramatta Road to be the best

place in Sydney by 2036

A bustling mixed use urban neighbourhood

The Parramatta Road corridor will be the place to live and work. With 100,000 new apartments a whole new series of neighbourhoods will develop. This will be the Gen X and Gen Y activity strip where everything is at your doorstep. But the liveability corridor will also be a place for older people with more time on their hands and who want to be near amenities and activities.

Walk or cycle to work

By having 100,000 jobs along the corridor many residents will be able to walk or cycle to work. We need a diverse approach to work that includes light industrial, technology industries, traditional offices and flexi offices where residents can plug into a shared work node.

Catch the light rail or the metro

With car traffic reduced once the M4 East is complete the current light rail that is planned to come to Summer Hill can be extended along Parramatta Road right up to the Parramatta CBD. The light rail will only work with sufficient

density of development along its length. Previous studies looked at the width of the road and suggested locating the trams at the sides of Parramatta Road leaving 3 lanes in the middle for cars. The 3 lanes work well for tidal flow at peak times where 2 lanes are used. The other option is the Melbourne approach of having the trams in the middle of the road.

With sufficient density a number of metro stations can be justified adding to the viability of the proposed metro line from Parramatta to Sydney’s CBD.

A new council network to help residents

To really make the corridor, with its extra 200,000 residents from 100,000 apartments, function in a co-ordinated manner a new council network could service the residents and workers along the renewal corridor. The new council network would manage the public realm, provide community facilities and manage ongoing planning issues. Some services may be subcontracted to neighbouring councils. The council network is an opportunity to develop a new form of governance that evolves with the new population.

The green network will be extended

There are already some extensive green networks along the corridor including Duck Creek, Centennial Parklands, Rookwood Cemetery and a series of parks and ovals. By planning for some tall towers along the corridor more open space can be opened up for landscaped areas. A major street tree planting program, particularly along Parramatta Road, can add a vast number of trees to the area, all maintained by the new council network.

Cafes, restaurants, supermarkets, theatres, cinemas

With densities that come with 100,000 new apartments and 100,000 new jobs comes the need for retail, recreation and cultural facilities. The new council network will ensure the provision of cultural and community facilities and the market will deliver the shops, retail and recreational facilities.

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There are many infrastructureproposals that reinforce the potentialfor urban renewal

Above: The illustration for transport infrastructure and the analysis of the various options has been prepared by HASSELL.

There are many proposals for continuing the importance of the connection between Parramatta and Sydney that began with the early toll road of 1811.

These include road, heavy rail, light rail and metro rail proposals. Some of these options are focussed on taking traffic congestion off the Parramatta to Sydney route by carrying people from west of Parramatta directly to the city centre.

Other proposals are planned to serve people along the corridor and these proposals will allow greater development along Parramatta Road and across to the heavy rail stations to the south and to the waterways in the north.

Very Fast Train (VFT) – Green

A number of studies have been made into the potential for a fast train (350km/h) along the eastern seaboard. The current proposal is for the Sydney stop to be located at Parramatta and if this occurs it would reinforce the importance of Parramatta as a major urban centre and generate the need for excellent connections to the Sydney CBD.

Heavy Rail – Pink

The existing heavy rail line between Parramatta and Sydney has a series of stations that serve the precinct. There have been proposals to develop the Western Express (WEX) as a duplication of the western line from Penrith to the city. The intent of this duplication would be to collect passengers west of Parramatta and then bypass the stations between Parramatta and the city. This would increase dramatically the capacity at the local stations. The Parramatta Road corridor connects to 16 stations that serve the surrounding precincts.

Metro – Red

There have been a number of proposals for a high frequency metro service to connect Parramatta and Sydney’s CBD. One proposal has been named the CBD Metro which would have a number of stops at emerging urban centres along the route between the two major centres.

Light Rail – Yellow

Sydney once had an extensive tram network that spread across the city. In more recent years a light rail network has been established and this is planned to extend from Central Station to Lilyfield and then onto Dulwich Hill. This network can be extended along the entire length of Parramatta Road once the M4 East is completed. This network would have stops every 400 to 500 metres. Over time the network could extend through branches from Parramatta Road along the ridges down to the harbour and to the south towards the Cooks River.

Ferry – Blue

As the densities increase in the zone between Parramatta and the city the existing Parramatta ferry service can be increased in frequency as the commuter population increases over time. Major Roads – Purple

The current arterial road bringing traffic from the west is the M4, but it stops well short of the CBD which creates significant congestion on Parramatta Road. The recent federal budget allocated planning money for the M4 East extension. This is likely to be an underground link to the City West Link at Haberfield. This infrastructure is critical to the renewal of the Parramatta Road corridor.

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Australia’s first mixed use liveability corridor

What is a liveability corridor?

We propose using the current mixed use zone to genuinely mix up uses in the corridor. The mixed use zone needs to be used more often in urban areas and it needs to be flexibly controlled to ensure that the various waves of development driven by market place desires are encouraged.

Our proposed liveability corridor zoning is all about mixing uses up so that for every new apartment there is a new job close by. The character of these precincts would be urban and bustling with lots of diversity.

Residents would feel part of their walkable neighbourhood that includes their favourite coffee shop, gym, supermarket and a range of work options. The character would be a bit like King Street Newtown but with much more density and higher buildings.

Parramatta Road Before

Parramatta Road AfterApartments above commercial and retail space

Will we need a new approach to planning rules?

Yes. The Parramatta Road liveability corridor is a great opportunity to rethink our zoning rules to encourage a more interactive mixed use market based approach. It is also an opportunity to rethink the rules that define height and floor space ratios.

New planning rules that are based on merit based arguments for defining the bulk of buildings and the spaces between them should be explored.

What will the buildings be like?

The architects who have contributed to this issue of Urban Ideas have developed concepts for the corridor that give some idea of the built form.

Buildings nearest to Parramatta Road, where it is noisiest may be kept to 6 storeys with higher buildings, up to 9 storeys behind. We also expect to have taller buildings up to 20 storeys located at key locations. The built form should reflect the diversity of the mixed uses.

What about vehicular traffic?

With jobs closer to home there would be less need to drive to work. There would also be the light rail and a future metro as well as the existing heavy rail which is quite close to Parramatta Road.

Detailed studies have been done on vehicular traffic and the M4 East is a

necessary infrastructure project to allow the full vision for Parramatta Road to be realised.

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Being shared by 9 differentcouncils does not helpParramatta Road’s identity

The diversity of diff erent councils has led to the lack of a co-ordinated approach to planning. There are diff erent FSRs and diff erent height limits on either side of the road and from one end to the other.

The Parramatt a Road Taskforce of 2006 did involve all the councils along with government departments, but no fi nal report was presented.

Involvement of communiti es

The previous Parramatt a Road Taskforce held a number of community meeti ngs and more recently Leichhardt Council has held meeti ngs with residents and shop owners along Parramatt a Road. Interesti ngly, many of those people want change. They want anything that can improve the current situati on and they understand that more density and height is required to change the area and they are happy with that.

BURWOOD

SYDNEY CITY

MARRICKVILLE

LEICHHARDT

ASHFIELD

STRATHFIELD

CANADA BAY

AUBURN

PARRAMATTA

Creati ve industries

Already there are some exciti ng creati ve industries operati ng on Parramatt a Road. David Leach (left ) runs a business called LOOKPRINT on Parramatt a Road at Leichhardt that employs 70 people.

It is a state of the art digital printi ng company with the very latest equipment.They seem to be able to print anything onto any material including very large sizes. Most of the staff now live nearby and walk or ride to work. On the top fl oor are arti sts’ studios for 16 local arti sts and around the corner is an Italian coff ee shop.

LOOKPRINT, which is doing work around Australia, can easily operate in a mixed use environment with residenti al buildings. Similar businesses can occur along Parramatt a Road as part of the Liveability Corridor.

The boundary of some of Sydney’s inner councils has been drawn along Parramatt a Road. This means that each of the 9 councils is unlikely to see Parramatt a Road as the most important part of their area.

David Leach at LOOKPRINT

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A single Urban Renewal Authority must drive the vision for the

Parramatta Road Liveability Corridor

Sydney residents have developed a very negative attitude to change and to increased densities according to a recent Productivity Commission survey. The survey found that 64% of Sydney residents were against change while in Melbourne the figure was 52% and in Hobart it was 36%. But Sydney’s population will increase dramatically with at least 770,000 new homes needed by 2036.

To minimise change for most people we must protect the vast majority of Sydney’s low density suburban dwellings. We must locate the new population in denser living areas around transport nodes and along corridors. 100,000 new housing units or apartments in the Parramatta Road Corridor, means they do not need to be spread across the surrounding suburban areas.

Urban renewal authority

To achieve the targets of 100,000 apartments and 100,000 jobs a focussed urban renewal authority, that works with the community and with the 9 councils will be needed. The authority should be able to amalgamate sites, develop the overall plan and have approval authority delegation. The overall plan must be grounded in economic reality and needs to recognise where the larger sites that are most likely to proceed are located.

New approach to zoning

A new approach to zoning, to floor space ratios and to height controls should be explored so that built form outcomes that are more economically viable, as well as creating good urban spaces, can occur.

Planning approval

The new authority should be the approval authority to ensure that the vision is implemented. Another planning approval option would be to establish a Parramatta Road Joint Regional Planning Panel (JRPP) with representation from the relevant councils and the authority.

Acquisition powers

The new authority should be able to acquire land where it is in the public interest to amalgamate sites for the renewal project. Appropriate levels of financial compensation must be made.

Community consultation

The new authority must develop excellent skills in communication with the broader community along the corridor. New techniques need to be explored to ensure that it is not only the minority action groups that are involved but the whole community. A good example of involving communities is the work of the Urban Renewal Team at Brisbane City Council.

Can do attitude

If the targets of 100,000 apartments and 100,000 jobs is going to be achieved over 25 years it is essential that the new authority has a “can do” attitude to drive the project. While communities must be involved it must be with the reality of the targets to be achieved. Communication skills will be very important.

A number of Urban Taskforce members are land owners and developers who own large sites in the Parramatta Road corridor. Some of these sites are illustrated in this edition of Urban Ideas but most are having difficulty getting approvals for viable projects.

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Urban Ideas has harnessed the design ideas of Sydney’s toparchitects and urban designers

The Urban Taskforce is keen to demonstrate ways forward in developing quality design soluti ons for Sydney’s growth. This requires thinking at the scale of the city as well as at the scale of individual sites.

We therefore assembled a team of creati ve designers, many of whom are Taskforce members and many of whom are working directly with Taskforce members on real sites in the corridor. Our challenge was to come up with ideas for the Parramatt a Road Corridor that could accommodate 100,000 new apartments and 100,000 new jobs.

We had a number of workshops at the offi ces of LAVA where individual projects were presented as well as concepts for the whole corridor. As the project progressed we found more Taskforce members and their architects with large sites who wanted to be involved.

Urban Ideas also wanted to explore some special sites that could be criti cal to achieving our targets. GSA looked at the 43 hectare Flemington Markets site. While the markets have no plans to move we thought such a large site, with its own railway stati on could well change in 25 years ti me. Hannah Tribe took a diff erent approach by examining the narrow sites to see how they could be developed to reasonable densiti es. Our workshop discussions ranged over new ways to defi ne planning rules and new approaches to zoning.

AJ+C Mark LouwAllen Jack and Cotti er (AJ+C) are a very respected architectural fi rm with great experience in apartment design. They are designing a new project for Crown Internati onal alongside Parramatt a Road.

COX Philip GrausCox Architecture are leading Sydney architects and Philip Graus is very experienced in planning and urban design. He is developing design soluti ons for Ford Land at the western end of Parramatt a Road.

FKM Rob MiramsFender Katsalidis Mirams Architects (FKM) is an innovati ve fi rm based in Sydney and partnered with FKA in Melbourne. Rob Mirams runs the Sydney offi ce and was previously an associate with Norman Foster in London. FKM is working on a site for EG Funds Management in Auburn.

GROUP GSA Lisa-Maree CarriganGroup GSA are an award-winning multi -disciplinary design practi ce. Lisa-Maree is a Director who has keen experience in urban design and mixed use projects. They have explored the Flemington Market’s site with a view to a long-term future vision.

HASSELLMatt hew PullingerHassell is an internati onal design practi ce. Matt hew Pullinger is a Principal of the practi ce working on the Summer Hill Flour Mill project for EG Funds Management. Matt hew is also the NSW President of the Australian Insti tute of Architects.

LAVAChris BosseLAVA is the Laboratory for Visionary Architecture with offi ces in Sydney and Stutt gart. The offi ce has won a number of internati onal competi ti ons and is well known for its creati ve ideas. Sydney Director, Chris Bosse, was a key designer (whilst at PTW) of the Watercube for the Beijing Olympics.

OLSSON ASSOCIATES ARCHITECTSRussell OlssonRussell Olsson is an architect and urban designer trained in Paris. Russell was the lead consultant for the Parramatt a Road Taskforce and has researched the area in detail and designed a number of buildings in the area.

TRIBE STUDIOHannah TribeHannah is an emerging talent in Sydney architecture who recently won a Byera Hadley Travelling Scholarship to study in London. Hannah has explored the narrow lots along Parramatt a Road.

TURF DESIGN STUDIOMike HorneMike is a landscape architect and urban designer who has worked on some large projects in Sydney including the CUB site on Broadway and Sydney University.

The architects and urban designers involved in the Parramatt a Road Liveability Corridor include the following:

DisclaimerThe views expressed on the following pages are those of the architects and urban designers not of Urban Taskforce Australia.

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155–159 Parramatta Road

Five DockMark LouwALLEN JACK + COTTIER

AJ+C, FKM and other leading architectural fi rms such as BatesSmart have carried out feasibility studies to the 155-159 Parramatt a Road 4.3ha site owned by the following two enti ti es; Crown Internati onal and the Drivas Group. All sites have involved rezoning from light industrial to mixed use to ensure that the desired character of and frontage to Parramatt a Road was maintained allowing for commercial/retail/car showroom faciliti es. Strong urban design soluti ons were required to support site specifi c design and

The site illustrated below is proposed for development by Crown Internati onal Holdings and Drivas Property Group.

A quality development and the creati on of a town centre for Canada Bay.

www.architectsajc.com

development intent and there was an opportunity to use the site as a marker in such a locati on to rejuvenate the area.

Given the sites geographical excellence and its proximity to the transport corridor, public ameniti es and water it was considered that the development be considered a neighbourhood/town centre and that ideally a light rail/bus interchange be provided as a community benefi t to the site. The tower buildings serve as a visual focus for the ‘town centre’ and a series of connecti ons/through site links are proposed to connect Parramatt a Road to the harbour. In additi on to the major through site links are a series of pedestrian and vehicular routes providing a fi ner grain and greater permeability to the overall site and its wider context.

The form making of the buildings ensures a consistent 3-4 storey podium with frontage to Parramatt a Road allowing towers to be setback and a variati on of slab and courtyard perimeter blocks. Height has been kept predominantly to the southern edge ensuring a relati onship with the medium density development context along the harbour perimeter.

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290–292Parramatta RoadAuburn

www.coxarchitecture.com.au

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CLYDE

AUBURN

Site Plan

Site Context

M4 Motorway

PARRAMATTA 3km

Harris Park

Granville

Clyde

Auburn

M4

Parramatta Rd

Parramatta Road

Western Line

This 3.2 hectare site on Parramatt a Road is owned by Ford Land and Cott le and it could accommodate 1,000 apartments and 800 jobs in 25,600m2 of commercial, employment and retail space. The frontage to Parramatt a Road would be lined by showrooms, galleries, restaurants, commercial and offi ce buildings. The streetscape would be kept in scale with the width of Parramatt a Road and be supported by higher density urban living behind.

With a fl oor space rati o of 4:1 and a mixed use zoning, a quality urban development could be achieved on this site. The higher density housing would be built around parks and squares and residents would be within walking distance of two railway stati ons.

The precinct map indicates how development can occur along both sides of Parramatt a Road with a combinati on of commercial and residenti al uses. The stati ons of Clyde and Auburn would provide public transport and with a decrease of traffi c once the M4 East is completed, Parramatt a Road could become a pleasant boulevard.

Our studies look at a consolidated site in Auburn that demonstrates a development model that could occur along this secti on of Parramatt a Road.

The above site is proposed for development by Ford Land Company and Cott le.

Philip GrausCOX ARCHITECTURE

13

8–24 Queen Street

Auburn

www.fk marchitects.com

Partnered with FKA in Melbourne our practi ce has designed numerous tall residenti al buildings in Australia and Internati onally. Together we delivered a 16 storey apartment building on the old Children’s hospital site close to Parramatt a Rd in Sydney.

The above site is proposed for development by EG Funds Management.

FKM is now working on a large site in Auburn for EG Funds Management which is close to Parramatt a Road. The site is at the juncti on of two street grids with one at 45 degrees to the other. We have carried the angle of Louisa Street through the site as a pedestrian connecti on and emphasised the connecti on by an avenue of trees.

The buildings are designed as street edge blocks that use the 45 degree geometry to open a number of the corners. Heights range from 4 storeys to 9 storeys on the base scheme. A high-rise soluti on has also be developed with one tower up to 20 storeys and another up to 16 storeys. Both towers are set back from the street and are screened by the lower rise street edge buildings. The tower soluti on enables the reducti on in height of some buildings to get a more open feeling to the precinct.

Overall the site of 2.7 hectares can accommodate 840 apartments and a number of retail outlets and shops at ground level. The street edge buildings adjacent to lower rise residenti al buildings have been kept to 4 fl oors with another level stepped back behind that.

Another apartment project by FKA, together with FKM in Sydney, are the new buildings at the Trio Project in Camperdown for Frasers. This project demonstrates how the form of a large building can be broken down to give an interesti ng appearance. The building incorporates a green wall with plants growing up the full height of the northern elevati on.

Rob MiramsFENDER KATSALIDIS MIRAMS

Children’s Hospital Site

14

Flemington Markets

The scheme we have developed has evolved from an analysis of the sites around the Flemington Markets. It seemed important to get a green connecti on across Parramatt a Road to link with Bicentennial Park and Sydney Olympic Park to the north and to the golf course to the south. The market faciliti es have been rati onalised and consolidated on the Parramatt a Road side of the site over a number of levels with some forming a land bridge over Parramatt a Road. Building heights range from 30 storeys along the landscaped Parramatt a Road stepping down to 6 storey buildings along the railway knitti ng into the existi ng residenti al community.

The proposal uti lises some of the market faciliti es to acti vate the precinct along with strong retail uses. An educati onal hub is proposed in the centre of the site possibly a TAFE related to the market acti viti es. With Flemington stati on adjacent to the site there is a great opportunity to create a truly mixed use centre.

While this scheme keeps the markets in a reconfi gured form there may be another opti on in the next 25 years that relocates the bulk market acti viti es at a new site on the M7 and to retain the fresh food markets for Sydney restaurants and Paddy’s Markets at the centre of the site. Many of the principles of the revitalisati on shown here would sti ll be applicable with more density possible. Up to 10,000 apartments could ulti mately be accommodated along with signifi cant market functi ons, retail, commercial and educati onal acti viti es that could yield 10,000 jobs.

Urban Ideas asked us to look at the 43 hectare markets site at Flemington to explore long term development opportuniti es with or without the markets.

www.groupgsa.com

Lisa–Maree CarriganGroup GSA

15

Summer Hill Flour Mill

www.hassellstudio.com.au

Hassell has designed a proposal for the Summer Hill Flour Mill and master plan for the adjacent McGill Street precinct. Together the work on these two adjacent sites defi nes a strategically transport oriented urban village.

The Summer Hill Flour Mill is an iconic set of silos adjacent to a disused freight line that will soon form an extension to the light rail system in Sydney’s inner west. The 2.5 hectare site is also located close to the railway stati ons of Summer Hill and Lewisham. The planning was complicated by the fact that the site crossed two local council areas, Ashfi eld and Marrickville. Adding to the planning complexity was the heritage signifi cance of the existi ng silos and some of the mill buildings, the need to integrate into a sensiti ve local community and to provide access to the new light rail stop.

Hassell was engaged by EG Funds Management to develop a scheme for the site, and later engaged by Marrickville Council to develop a master plan for an area of 3.5 hectares of land between Old Canterbury Road and the Hawthorne Canal. The combinati on of these sites, either side of the new light rail route, creates an urban village close to the Parramatt a Road corridor. The Flour Mill scheme proposes approximately 300 apartments and townhouses, including some within the silos. This is complemented by around 7,000 sqm of commercial and retail space providing local jobs. New buildings up to 10 storeys are planned to relate to the silos, which themselves are up to 13 storeys in height. The adjoining McGill Street precinct includes for buildings up to 8 and 9 storeys with new public open space and acti ve uses on the street edges.

The above site is proposed to be developed by EG Funds Management.

Matt hew PullingerHASSELL

16

Parametric Parramatta

Parramatt a Road is a congested channel surrounded by opportunity. For the last several years we at LAVA have been using parametric models to challenge the conventi onal design approach to architecture. For us, nature holds all the answers. The physics that rule nature go way beyond the quadrangular grid. Our aim is to emulate the intelligence and adaptability of natural systems. Think of a coral reef that hosts thousands of species that thrive in coexistence of each other and the elements - air, water and sun.

LAVA’s proposal therefore interprets Parramatt a Road as a neural system that connects Sydney and Parramatt a in a fl uid manner while insti gati ng change in the surrounding suburbs.

Our vision for Parramatt a Road is a highly acti ve, sustainable, decentralised city network. Our plan is to generate a fl uid ribbon of mixed use that dilutes the transportati on density and favours local connecti vity. By identi fying att ractor poles that are either an eco-zone or an infrastructural node, the concept creates a network of value/energy zones for a merit-based scale of density.

Sustainability is the criti cal word – social, environmental of course and also, importantly, commercial. This fl exible approach brings Parramatt a Road into the 21st century by transforming a major highway into an experience.

We have taken a visionary approach to renewing the Parramatt a - Sydney corridor and used our parametric modelling skills to envisage a new future.

htt p://l-a-v-a.net

Chris BosseLAVA

17

Olsson Associates have designed new residenti al buildings on Parramatt a Road following our preparati on of the Parramatt a to City of Sydney Corridor Plan for DIPNR.

Designing for Residenti al Amenity:

1. Northern sun - for sites on the northern side of the road, orientate living areas/balconies to the north, away from the road.

2. Environmental screens - for sites on the southern side of the road, screens of operable louvers permitti ng solar access and cross venti lati on whilst controlling noise and polluti on.

3. Dual balconies - for sites on the southern side of the road, dual orientati on of living areas and balconies provides choice at diff erent ti mes of the day and year, in relati on to solar access and cross venti lati on, noise and polluti on.

4. Set backs - on larger sites on the northern and southern sidesof the road, setbacks for residenti al buildings enhance the potenti al for residenti al amenity.

Environmental screens to residenti al balconies, Parramatt a Road / Cooper Street Strathfi eld, Olsson Associates Architects (with Fyfe Design), for Omaya Holdings.

Dual orientati on of residenti al balconies, Parramatt a Road/ Leicester Avenue, Strathfi eld, Olsson Associates Architects (with Integrated Design Group), for Omaya Holdings.

8 Parramatta Road and 39 Cooper Street

Strathfi eld

www.olssonassociates.com.au

Russell OlssonOLSSON ASSOCIATES ARCHITECTS

Sites developed by Omaya Holdings

18

Tribe Studio has looked at soluti ons for the narrow blocks along Parramatt a Road so that skinny buildings could be built without the need for amalgamati on of sites.

Narrow blocks alongParramatta Road

www.tribestudio.com.au

Tribe took on the challenge of how to take an under-uti lized ribbon of well-serviced and well-located, but essenti ally unpleasant real estate and transform it into a vital, urban experience that is a key provider of housing and jobs. How can one deal with the existi ng subdivisions and complex patt erns of ownership sti ll achieve a great outcome for the city, new workers and new residents?

The fi rst key move is to take the two centre lanes of traffi c and give them over to a tram system. Elevated above this tram is a pedestrian and cycle way, 6m wide and lushly landscaped. This interventi on creates three alternati ve, more pleasant means of transportati on along Parramatt a Road. It reduces vehicle traffi c and separates the road visually and acousti cally into two so that the sense of speed, noise and frenzy is removed, thus creati ng a pleasant pedestrian experience at street level and on the elevated walkway. It also gives future residenti al development a lovely, acti ve, green outlook from above.

The second move is to create a 6 storey height limit to the sides of the road. This creates a dramati c and urban character to the secti on. It also provides a buff er wall for the single storey residenti al areas that back

onto Parramatt a Road, respecti ng their character. The height limit is determined to preserve solar access to the south side of Parramatt a Road and to the residenti al bungalows to the rear of the Parramatt a Road sites.

The new building envelopes will contain a mixture of retail, commercial and residenti al creati ng a vibrant live-work community along this stretch of Parramatt a Road. The apartments will look down on a lushly landscaped urban cycleway/pedestrian park. Offi ces, apartments and shops will be serviced by vehicle, tram, bike and pedestrian links and all will enjoy a new, vibrant, urban street experience.

Hannah TribeTRIBE STUDIO

19

As landscape architects we have looked at the network of parks, waterways, streets and squares that can be woven into a new ‘green corridor’ along Parramatt a Road.

Green Corridor along Parramatta Road

www.turfdesign.com

We began with the existi ng green assets - the local parks, waterways such as the Duck River that connect into Sydney Harbour, Sydney Olympic Park (including Bicentennial Park the Millennium Parklands) and the green lung provided by Rookwood Cemetery.

Turf has added to this a new overlay of tree lined avenues connected to a network of new urban parks. Our offi ce along with Jeppe Aagaard Andersen of Denmark designed the public domain of Frasers Central Park project at the Broadway end of Parramatt a Road.

The centrepiece of this development is Chippendale Green, a one hectare park - an ideal size that could be replicated many ti mes along the Parramatt a Road corridor as part of similar new development sites. The signifi cant greening of rooft ops and facades at Broadway is again an idea worthy of repeti ti on within the corridor.

There is a fantasti c opportunity to unlock the potenti al of Parramatt a Road itself. It can become one of the great streets of Sydney, just add broad shade trees, wide sidewalks, great public transport, apartments for living and local enterprise. Let’s make it a place for people as well as cars! Build it and they will come.

Mike HorneTURF DESIGN STUDIO

20

Future issues of URBAN IDEAS will investi gate the public domain related to changing retail trends, the new workplace that requires more fl exible, mixed use zoning, and other issues that relate to the changing nature of our urban environment.

GPO Box 5396, Sydney NSW 2001

Level 12, 32 Marti n Place, Sydney NSW

Level 6, London Circuit, Canberra ACT

T: (02) 9238 3955F: (02) 9222 9122E: admin@urbantaskforce.com.auW: www.urbantaskforce.com.au

Cover: HASSELLPg 5: TURF DESIGN STUDIOPg 6: HASSELLPg 7: Haycraft Duloy; Turner + Associates; LAVAPg 9: HASSELLPg 15: Portrait by Neil Fenelon

Photography/Image Credits