City of Moonee Valley - Essendon Junction
Structure Plan
Draft Structure Plan Background Report 2012
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Essendon Junction Structure Plan
Draft Background Report – August 2012
Table of Contents
1. Introduction Page 2
2. The Structure Plan Process
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2.1 Why do we need a Structure Plan?
3
2.2 The Structure Plan and Background Report 4
3. Background 6
3.2 The Study Area
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3.3 The Activities Area Boundary
3.4 Regional Context
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3.5 Policy Context
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4. The Analysis 20
4.1 Housing Analysis 20
4.2 Economic Analysis 23
4.3 Built Form and Character 29
4.4 Movement and Transport 38
4.8 Community Services and Facilities
4.5 Heritage
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4.6 Environment and Sustainability 55
4.6 Public Open Space 59
5. Community Consultation
63
6. Summary of Opportunities and Next Steps
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66
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Introduction
Essendon Junction and surrounds has experienced significant change and
development since its post colonial settlement in the late 1840’s. Today,
Essendon Junction offers a thriving commercial, recreational and educational
precinct, providing a range of services and facilities enjoyed by its growing
resident population.
The Essendon Junction area is nominated as a Neighbourhood Activity Centre in
the Moonee Valley Planning Scheme. State Government planning policy requires
activity centres like Essendon Junction to operate as vibrant hubs containing a
mix of residential dwellings, shops, services and public transport.
Council’s role is to develop a long term plan for the centre to ensure that this
future growth and development is managed appropriately and is located in the
right areas. Council also needs to ensure that future development and public
infrastructure is in keeping with the style of the neighbourhood and meets the
needs of current and future residents. This long term strategic plan is called a
‘Structure Plan’.
Once completed, the Structure Plan will provide a long term vision for future
growth and development within Essendon Junction. It will be used to guide major
changes to land use, built form, transport, community services and open space
within the centre over a 20 year timeframe.
This Structure Plan Background Report provides a detailed overview of the
Essendon Junction study area and offers an analysis of the economic, social and
environmental factors at play within the centre. It also provides a summary of the
main issues and opportunities within the centre moving forward.
The ideas and analysis presented in this Background Report provide a starting
point for further discussions with the community. At this stage no decisions have
been made as to the preferred future direction of the structure plan.
Council is now relying on feedback from you - the people who know and
understand Essendon Junction - to guide the development of the Structure Plan.
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The Structure Plan Process
The range of transport, housing and lifestyle choices available within Essendon
Junction, coupled with its proximity to Melbourne’s CBD, mean that it is going to
grow and change over time. Once completed, the Essendon Junction Structure
Plan will ensure that this growth and development is managed appropriately.
2.1 Why do we need a Structure Plan for Essendon
Junction?
Melbourne is a growing city. The population of Melbourne is expected to reach
five million by 2026. State and Local Governments have the challenging task of
working out how best to accommodate this growth.
Population growth is occurring right across metropolitan Melbourne, both within
established areas like Moonee Valley and in the growth areas such as Melton
and Wyndham. It is not possible for all this growth to occur on the outskirts of the
city as this leads to urban sprawl.
Urban sprawl brings with it a number of challenges. For example:
Expanding the edges of a city usually involves the destruction of important
farming land, forests or open green space
In these growth areas there is often no or little public transport and residents are
almost entirely car dependant. This causes increased pollution and traffic
congestion in areas closer to the city as more people are forced to drive through
places like Essendon to get to work.
Research has shown a link between urban sprawl, obesity and other social
problems like unemployment and social isolation.
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Urban sprawl often causes increased costs and taxes for everyone as
governments try to fund new roads, highways, schools, hospitals and services
like water, gas and electricity.
Importantly, not everyone wants to live on the outskirts of the city. Many people
want to live close to the CBD to take advantage of the lifestyle and transport
opportunities this offers. With an increasing number of people, an ageing
population and a declining household size there is going to be continued demand
for more housing in established inner city areas like Essendon.
The current State Government is looking at a multifaceted approach to
accommodating Melbourne’s population growth. This involves some expansion of
the urban growth boundary, urban renewal at former industrial sites including
Fishermans Bend and E-Gate as well as a continued focus on increasing
population and housing within ‘activity centres’ such as Essendon Junction.
Activity centres are nominated by State or local government and serve as vibrant
hubs incorporating a mix of residential dwellings, shops, services and public
transport. Essendon Junction is nominated as a Neighbourhood Activity Centre
(NAC) in the Moonee Valley Planning Scheme.
Both State and local planning policies aim to:
Increase population and housing density in and around these centres.
Encourage people in these centres to shop locally and to walk, cycle or use
public transport to access the centre and to get around.
Have a range of housing types in and around the centre including single dwelling
homes, town houses and apartments to cater for a diverse community such as
older residents looking to downsize, young families trying to get into the market
and couples without children.
The range of facilities, transport, housing options and lifestyle choices available
within Essendon Junction mean that it is going to grow and change over time.
This change is already occurring and can be seen in the new mixed use
developments occurring along Napier Street and Raleigh Street. There are also
many examples of shop top, commercial and medium density residential
development throughout the centre.
It is Council’s responsibility to develop a long term strategic plan for the centre
that will ensure this growth and development is managed appropriately, meeting
the needs of the current and future community.
This plan is called a ‘Structure Plan’.
The Structure Plan and Background Report
The Essendon Junction Activity Centre Structure Plan will provide guidance to
the community, planners, business, government and developers about
appropriate directions and opportunities for change. It will be arranged into two
parts:
Part 1 – The Background Report (this document)
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This Background Report provides a detailed overview of the study area and
offers an analysis of the economic, social and environmental factors at play
within the centre. It also identifies some of the key opportunities and constraints
for the centre moving forward.
The report will form the basis of the first round of community consultation to be
undertaken prior to Council’s development of a draft Structure Plan. It is hoped
that the report will provide a foundation for discussions between various
stakeholders that will assist in the development of a vision for the future of the
Essendon Junction Activity Centre.
It is important to note that the report’s final content – as well as that of the
Structure Plan itself – will be determined as a collaborative process between
Council, the community and key agencies. The comments and ideas received
during the consultation period will feed into Council’s development of the draft
Essendon Junction Structure Plan.
Part 2 – The Structure Plan
The Structure Plan is the long term development plan for the area. It will guide
major changes to land use, built form, transport, community services and open
space within Essendon Junction over a 20 year timeframe. The Structure Plan
will include specific recommendations, objectives, and strategies that will:
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Guide activities and land uses including nominating the preferred
location for things like community facilities, apartment buildings and
retail spaces.
Identify ways to improve car parking, walking, cycling and public
transport infrastructure.
Identify the preferred height and form of new buildings within the
centre.
Identify ways to enhance public spaces including parks, gardens and
footpaths.
Once completed, the draft Structure Plan will be placed on public consultation
providing a second opportunity for the community to have an input into the
report’s content and recommendations.
After all feedback and submissions have been considered, Council officers will
make any necessary changes to the draft report and prepare a final version that
will be put to Council for adoption.
3. Background
Essendon Junction and surrounds has experienced significant change and
development since its post colonial settlement in the late 1840’s. Today,
Essendon Junction offers a thriving commercial, recreational and educational
precinct, providing a range of services and facilities enjoyed by its diverse and
vibrant community.
3.1 The Study Area
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The extent of the preliminary study area boundary was determined in accordance
with the following State Government policy requirements around activities areas:
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The location of existing commercial areas and land uses.
The location of existing areas of public open space.
Commercial and residential needs both now and into the future.
Heritage constraints.
The availability of strategic redevelopment sites.
Consideration of physical barriers and opportunities for their
improvement.
Ease of ‘walkability’ within 400 to 800 metres of the core of the
activities area.
Proximity to public transport.
The centre is anchored around Essendon train station and consists of a mix of
land uses including retail, cafes, restaurants and offices as well as sport,
education and leisure facilities.
Importantly, the centre also acts as a modal interchange providing important
connections between train, bus and tram services. These transport links
significantly increase the desirability of the centre as a place to live, work and
visit.
The study area comprises a commercial core that radiates out from the junction
of Mt Alexander Road, Fletcher Street, Napier Street and Russell Street. This
commercial area is fragmented by Mt Alexander Road and the Craigieburn
railway line resulting in the creation of distinct commercial sub precincts:
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Rose/Buckley Streets
Russell Street
Mt Alexander Road
Fletcher Street
Napier Street
Each of these sub precincts has a unique role and identity which contributes to
the diverse character of the area. However, this fragmentation also creates
issues for pedestrian mobility and has prevented the establishment of a unified
and cohesive commercial centre.
Windy Hill Football Ground, Penleigh and Essendon Grammar School, St
Columbas College, Lowther Hall and Kangan Batman Tafe occupy prominent
sites within and adjacent to the study area. These community uses generate
considerable activity at particular times of day and serve as pedestrian anchors
within the centre. They also significantly increase the desirability of the area as a
home for young families with school age children.
The residential areas surrounding the commercial core present a mix of building
styles, heights and setbacks that reflect Essendon’s rich built heritage. These
residential precincts have been included in the study area as they have a clear
relationship with, and are likely to be impacted by, the activities and land uses
occurring within the commercial core.
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3.2 The Activity Centre Boundary
The State Government provides clear direction on what an activity centre is and
what it needs to include. Specifically, the State Government requires Council to
include the following land uses within the activity centre boundary:
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Residential areas that surround the activity centre and are likely to be
impacted by its future growth and development.
Sufficient land to cater for the commercial activities required within the
area over a 20 year period including retailing, office space and
entertainment.
Key public land uses such as schools, universities and hospitals.
Key public open spaces that have a strong relationship with the activity
centre.
Land within the activity centre boundary will be afforded with greater guidance
and control over future change and development. This can include providing
more protection to surrounding residential areas by controlling how high
development should be, how it should look and what materials should be used.
The final extent of the activity centre boundary has not been determined at this
stage. The boundary shown in this report indicates a study area and provides a
starting point for community consultation. Moving forward, Council and the
community will need to establish a final boundary for the Essendon Junction
Activity Centre.
3.3 Regional Context
Essendon Junction is the largest Neighbourhood Activity Centre within the City of
Moonee Valley. It is located on the Principal Public Transport Network (PPTN)
approximately 9km northwest of Melbourne’s CBD and 2km north of the Moonee
Ponds Principal Activity Centre. Figure 2 (Page 9) shows EJAC’s location in
relation to key regional features.
The centre serves a local catchment that draws from parts of North Essendon,
Moonee Ponds, Strathmore and Aberfeldie. Its regional role and context is
defined by its:
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Excellent public transport provision due to its location on the
Craigieburn railway line, number 59 tram route, smart and standard
bus routes.
Proximity to Melbourne CBD, Moonee Ponds Principal Activity Centre
and Essendon North Major Activity Centre.
Location at the intersection of Mt Alexander Road and Buckley Street,
which are major connector roads providing critical north-south and
east-west travel routes across the municipality.
Easy access to Citylink freeways via the Moreland Road on ramp.
Proximity to a range of schools and higher education facilities
including Kangan Batman Institute, Penleigh and Essendon Grammar
and Lowther Hall.
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Role as a focal point for social and community services highlighted by
the large number of schools, churches, medical and recreation
facilities.
Provision of a range of retail options, cafes, restaurants, office spaces,
professional, personal and community services.
Provision of commuter car parking facilities at Essendon station which
attract a large number of people from surrounding areas who may not
otherwise visit the centre.
3.4 Policy Context
A range of State Government and Moonee Valley City Council policies will inform
the development of the draft Essendon Junction Structure Plan. This section
provides a summary of those policies.
3.4.1 State Planning Policy
All Victorian Council’s operate within a broader State Government planning policy
framework. Because of this, it is essential that all planning decisions made by
Council support the broader strategic direction provided by the State
Government. This big picture approach is important as it ensures a coordinated
approach to planning issues right across metropolitan Melbourne.
Melbourne 2030 (2002)
The population of Melbourne is expected to grow to 5 million people by the year
2030. Melbourne 2030 is a State Government Policy designed to assist in
managing this growth over the next 30 years.
Of relevance to the Structure Plan, Melbourne 2030 attempts to direct a
significant proportion of population growth and development towards ‘Activity
centres’ such as Essendon Junction.
Activity centres are typically located on key transport routes and have been
identified as the preferred location for a diverse range of complementary land
uses including residential, commercial, office, retail, community and recreational
facilities.
Melbourne 2030 establishes a hierarchy of activity centres across metropolitan
Melbourne. Neighbourhood Activity Centres (NACs), such as Essendon Junction,
are the lowest form of activities area within the Melbourne 2030 hierarchy. They
fall below Major Activity Centres (MACs) like Essendon North/Keilor Road and
Principal Activities Centres (PACs) like Moonee Ponds. NAC’s make up the
majority of lower order activity centres across metropolitan Melbourne.
Melbourne 2030 directs that a large proportion of future growth and development
should be accommodated in activity centres. It is envisaged that this will increase
access to public transport and create vibrant, liveable urban spaces.
Melbourne@5 Million (2008)
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Melbourne@5 Million is the planning update of Melbourne 2030. It outlines the
implications of revised growth projections for Melbourne’s future settlement
pattern and provides a context for the Victorian Transport Plan.
Melbourne’s population is now projected to reach 5 million faster than previously
anticipated. This growth is being driven by high levels of natural increase (ie.
births), low levels of population loss through interstate migration and an increase
in net overseas arrivals to Victoria.
Melbourne@5 Million projects that an additional 600,000 households will be
needed in metropolitan Melbourne over the next 20 years. An additional 2.7
million people will need to be accommodated in Victoria, with housing for 1.8
million people to be provided in metropolitan Melbourne. It is expected that
approximately 950,000 of these people will need to be housed in established
areas such as the City of Moonee Valley.
Victorian Transport Plan (2008)
The Victorian Transport Plan outlined a $38 billion investment which was
designed to transform Victoria’s transport network through a range of short,
medium and long term major transport projects. The plan set strategic directions
for transport to 2020 and aimed to better satisfy current demand whilst providing
a foundation for future growth across Victoria.
Importantly, the plan highlighted the need for significant upgrades and
improvements to sustainable transport modes including public transport, cycling
and pedestrian links. It included several major infrastructure projects that,
amongst other things, were to provide an east west road link and extended
railway lines to Melbourne’s newly established growth areas.
The Victorian Transport Plan was abandoned by the then newly elected Victorian
Liberal Government in January 2011 pending a review of individual project costs
and benefits. To date, no new vision or strategy for citywide transport planning
has been tabled by the State Government. It therefore remains unclear which, if
any, of the proposed transport initiatives identified in the Victorian Transport Plan
will be implemented.
A New Melbourne Metropolitan Strategy
Over the next two years the State Government will be preparing a new
metropolitan strategy for Melbourne. The strategy will help guide Melbourne’s
growth and change over the next 30-40 years and will address issues relating to:
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Housing choice
Transport accessibility
Economic growth
Environmental protection
Infrastructure and services to support growth
A staged public consultation program is proposed for 2012/2013 that will inform
the development of a discussion paper, draft strategy and final strategy. The
likely outcomes and scope of this project are unknown at this stage. However, it
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is important that the Essendon Junction Structure Plan is able to respond to
future recommendations as they arise.
Proposed New Residential and Commercial Zones
The State Government has recently announced the release of new residential
and commercial zones for Victoria.
At the time of writing this report, the State Government had provided limited detail
as to how the transition will take place and where and how the new zones will be
applied. A brief description of the proposed new zones that may apply in EJAC is
provided below:
Residential Growth Zone: Seeks to enable new housing growth and dwelling
diversity in appropriate locations near activity centres, train stations and other
areas suitable for increased residential densities.
General Residential Zone: Seeks to respect and preserve urban character while
enabling modest housing growth and housing diversity.
Neighbourhood Residential Zone: Seeks to restrict housing growth in areas
identified for urban preservation. This could include areas with strong
neighbourhood or heritage streetscapes.
Commercial 1 Zone: Replaces the existing Business 1 and Business 2 Zones
and is likely to be applied to all commercial land within EJAC. It aims to
encourage the establishment of more retail and office businesses within existing
commercial centres.
Moving forward, the EJAC Structure Plan process will need to consider these
changes and how they relate to the study area. Some issues requiring further
consideration include:
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Whether there are residential areas around the commercial core that
can support housing growth and could therefore be rezoned to
‘Residential Growth Zone’
Whether the State Government will allow the use of the
‘Neighbourhood Residential Zone’ within activity centres given there is
an expectation that activity centres will accommodate increased
residential development.
The implications of permit exemptions contained in the proposed new
Commercial 1 Zone and what impact this is likely to have on the retail
mix within EJAC.
How the translation from old to new zones will take place and the level
of strategic justification required for Council to rezone land.
State Planning Policy Framework (SPPF)
Every municipal planning scheme in Victoria includes the State Planning Policy
Framework (SPPF). The SPPF comprises general principles for land use and
development in Victoria. To ensure integrated decision making across State and
Local governments, Council is required to adhere to the broader policy direction
contained in the SPPF.
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The following clauses in the SPPF are considered to be of particular relevance to
the Essendon Junction Structure Plan process:
Clause 11 – Settlement provides specific objectives and strategies for activity
centres, activity centre planning and structure planning. It encourages the
concentration of major retail, residential, commercial, administrative and cultural
developments into activity centres, which provide a variety of land uses and are
easily accessible.
Clause 15 – Built Environment and Heritage requires all new development to
achieve high quality urban design and architectural outcomes that contribute
positively to local urban character and enhance the public realm. It also
encourages the identification and conservation of places of heritage significance.
Clause 16 – Housing states that planning should provide for housing diversity
and ensure the efficient provision of supporting infrastructure. It seeks to increase
the supply of housing in existing urban areas and encourages higher density
development on sites that are well located in relation to activities centres,
employment nodes and public transport.
Clause 17 – Economic Development encourages development that will meet the
communities’ needs for retail, entertainment, office and other commercial
services. It also supports the establishment of commercial facilities in existing or
planned activity centres.
Clause 18 – Transport seeks to create a safe and sustainable transport system
by integrating land use and transport. This includes concentrating key trip
generators such as higher density residential developments in and around
activity centres.
Clause 19 – Infrastructure encourages the development of social and physical
infrastructure in a manner that is efficient, equitable, accessible and timely. It also
seeks to provide land for a range of accessible community resources including
education, cultural and health facilities.
3.4.2 Local Planning Policy (LPPF)
The Local Planning Policy Framework (LPPF) sets the local policy context for the
municipality. It consists of a Municipal Strategic Statement (MSS) and a single
local planning policy.
Municipal Strategic Statement (MSS)
Council’s MSS presents the planning vision for the City of Moonee Valley. The
following clauses within Council’s MSS are considered most relevant to the
Essendon Junction Structure Plan:
Clause 21.04 Housing seeks to provide a diversity of housing choices in
appropriate locations to accommodate projected population growth within the
municipality. Specifically, it encourages the development of new housing in
activity centres and in locations with easy access to existing public transport
networks.
Clause 21.05 Built Environment identifies the key built environment issues for
Moonee Valley as character, urban design, heritage and signage. Of relevance to
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the structure plan, it seeks to ensure new development makes a positive
contribution to the appearance and amenity of the streetscape.
Clause 21.06 Activity Centres seeks to promote commercial, retail and residential
growth within defined activity centres. It also identifies the preparation of the
Essendon Station Activity Centre Structure Plan (now called Essendon Junction)
as further strategic work to be completed by Council.
Clause 21.07 Economic Development identifies the key economic development
issues for the municipality as; employment, key strategic sites, airports and major
institutional uses. Importantly, it highlights the need to effectively utilise land with
redevelopment potential in order to promote investment and job creation.
Clause 21.09 Transport and Access seeks to reduce environmental impacts and
improve access to sustainable modes of transport. It acknowledges the high
levels of congestion currently experienced on key arterial roads and encourages
new development to be located within close proximity to public transport.
Local Planning Policies
Local Planning Policies (LPPs) are tools used to implement the objectives and
strategies of the MSS. LPPs give Council an opportunity to state its view on a
particular planning issue or its future intentions for an area.
Council has recently streamlined its LPPF to remove unnecessary policy
duplication. The policies that were removed from the LPPF have since been
incorporated into zone and overlay controls (Amendment C90) and only one LPP
remains within the Moonee Valley Planning Scheme:
Clause 22.01 Residential Development of Four or More Stories applies to any
residential development of four or more stories, including mixed use
developments with a residential component. The policy provides guidance
around 11 key design elements and aims to improve the design quality and built
form outcomes associated with taller developments.
3.4.3 Zones and Overlays
Zone and Overlay controls form part of the Victorian Planning Provisions and are
used in all Local Government planning schemes. They typically build on the
policy direction provided in the SPPF and LPPF.
The content and nature of all Zone’s and Overlay’s is determined by the State
Government, however Council can decide where they should be applied
throughout the municipality. Some zones and overlays also allow Council to
include a schedule that can address local issues or provide direction around the
preferred future development of an area.
Zones
Every property within the municipality is zoned for a particular use. This helps
Council to encourage certain types of development and land uses to establish
within appropriate locations. The map at Figure 3 (p14) shows the zoning
controls applicable to the EJAC study area
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Within Essendon Junction the majority of commercial land is zoned Business 1 or
Business 2 and the surrounding residential areas are zoned Residential 1.
Amongst other things, the zoning controls prevent the spread of inappropriate
commercial or industrial uses into sensitive residential areas.
All of the zones are listed in the planning scheme and each one has a purpose
and a set of requirements. This information will prescribe whether a planning
permit is required, and the matters Council must consider before deciding
whether to grant a permit.
When Council undertakes strategic work for activity centres it sometimes
becomes apparent that additional land is needed to accommodate a particular
use. For example, a growing centre such as Essendon Junction may require
additional commercial, recreational or community spaces.
In such instances - and following consultation with landowners and the
community - it may be possible for Council to amend the planning scheme to
rezone land to satisfy this need.
Overlays
In addition to the zone requirements, the planning scheme also includes a range
of overlay controls to provide further direction around a range of issues including
flooding, heritage, urban design and contaminated land.
Overlay controls can be used to require specific development outcomes for a key
site or to control the height, setback and built form outcomes for a given area.
There are three overlay controls that apply to various parcels of land within the
study area:
The Heritage Overlay applies to a number of significant heritage places including
Essendon Station, St John’s Church, St Columba’s College and the Essendon
Croquet Club.
The Design and Development Overlay applies to properties adjacent to Mt
Alexander Road providing guidance around preferred building heights and
setbacks.
The Incorporated Plan Overlay applies to Penleigh and Essendon Grammar
School. This outlines the future development plan for the site as well as buildings
and works that do not require a planning permit.
3.4.4 Other Council Strategies
The following adopted Council strategies will inform the development of the EJAC
Structure Plan:
Moonee Valley 2020 (2008)
Moonee Valley 2020 presents a long term vision for Moonee Valley and aims to
provide the framework, goals and underpinning values that will drive future
decision making. The MV 2020 vision is:
In 2020 Moonee Valley will be a diverse and safe community, which has ready
access to services and facilities required for well being, embraces its local
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heritage and cares for the environment, supporting individuals and groups to be
involved in their community.
The strategy also identifies a number of ‘Issues and challenges’ which are of
relevance to future growth and development of Essendon Junction. These
include our ageing population, smaller household sizes, population growth, social
infrastructure requirements, public transport, heritage, parking and sustainability.
Moonee Valley City Council Plan (2009-2013)
The Council Plan sets out the medium-term strategic direction for Moonee Valley
City Council. The plan outlines the areas Council will focus on to satisfy local
community needs and sets out a range of initiatives that will facilitate quality
outcomes for the community. It contains specific strategies, indicators and a
strategic resource plan that contributes to achieving the objectives of MV 2020.
Moonee Valley Integrated Transport Plan (2008)
The Moonee Valley Integrated Transport Plan seeks to provide quality transport
networks while meeting the future challenges of population growth, increasing
congestion, rising fuel costs, peak oil, climate change and an ageing population.
The Plan is focused on a 2020 horizon and takes a holistic approach by
considering issues and developing a range of initiatives relating to public
transport, private vehicles, freight, cycling, walking as well as broader transport
networks and their management.
Moonee Valley Housing Strategy (2010)
Council’s adopted Housing Strategy seeks to encourage housing within the
municipality which not only accommodates population projections, but also
addresses a variety of specific housing needs and issues related to affordability,
household size, diversity of choice, impact on urban character, environmentally
sustainable design and access to services and facilities.
Importantly, the strategy outlines the degree of housing change considered
appropriate within specific locations. The EJAC is identified as an area suitable
for ‘moderate-high housing intensification’ depending on individual site
characteristics, location and relevant strategic policies.
Draft Moonee Valley Cycling and Walking Strategy (2012)
The Moonee Valley Cycling and Walking Strategy (MVCWS) is a 10-year plan to
increase the number of walking and cycling trips for people of all ages within the
City of Moonee Valley. The draft strategy includes a number of recommendations
with those directly relevant to EJAC outlined below:
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Advocate to VicRoads to create a cycling and walking route parallel to
the Craigieburn railway line.
Advocate to VicRoads for full time on-road/separated bike lands on Mt
Alexander Road.
Investigate the feasibility of installing bike lanes on Buckley Street to
better link East Keilor and Avondale Heights to Essendon.
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Moonee Valley Open Space Strategy (2011)
The Moonee Valley Open Space Strategy (MVOSS) provides a detailed analysis
of public open space provision throughout the municipality. It outlines a hierarchy
of open space and identifies gaps in provision within particular areas across
Moonee Valley.
The types of open space considered in the MVOSS include recognised public
open spaces such as parks, creeks, reserves and playgrounds as well as civic
and urban spaces within key activities areas. Of relevance to the EJAC Structure
plan the MVOSS identifies a lack of local open spaces within the study area.
Moonee Valley Economic Development Strategy (2008)
The Economic Development Strategy presents a framework for the future growth
and development of the City of Moonee Valley’s economy. It contains a range of
strategies which seek to facilitate investment attraction, job retention, internal
Council facilitation and external co-ordination with private and public
stakeholders.
Of relevance to the EJAC Structure Plan, the strategy seeks to facilitate the
development of strategic sites within key activity centres in a manner that
maximises investment and employment opportunities.
Community Facilities Plan (2011)
This plan provides an assessment of the quantity and quality of existing
community facilities in Moonee Valley, their varied functions and the needs of
citizens and other users. The plan seeks to provide a strong network of facilities
across the City for people to meet and participate in the life of their communities
and neighbourhoods.
Environmental Sustainability Plan (2007 – 2012)
The plan is an overarching document that takes an integrated approach to
environmental planning and management. It seeks to address challenges relating
to the protection of natural assets, the wise use of resources and minimisation of
everyday environmental impacts.
Municipal Parking Strategy (2011)
The purpose of this strategy is to assist Council to better manage parking across
the municipality in a strategic way for the benefit of the entire community. The
strategy provides an analysis of the existing parking situation throughout Moonee
Valley. This informs recommendations to manage demand and better utilise the
existing supply, while at the same time reducing the need for people to drive in
the first place.
3.4.5 Demographic Profile
A demographic and socio-economic analysis was undertaken for the study area
and surrounds using ABS 2011 Census data and id population forecasts. For the
purposes of this analysis the study area was expanded to include the broader
catchment likely to be served by the current and future retail mix within Essendon
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Junction. This catchment is referred to as the ‘Primary Trade Area’ (PTA) and is
shown on the map at Figure 9 (p25).
A summary of key socio-economic and demographic characteristics of residents
living within Essendon Junction’s PTA is provided below:
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Income – household income levels in the PTA are 6.2% higher than
the metropolitan Melbourne average. The median household income is
$73,810.
Household Size – the PTA has a slightly lower household size (2.5
persons) compared with metropolitan Melbourne (2.6 persons). The
PTA’s average household size increased from 2.29 to 2.35 between
2006 and 2011.
Age Structure – the average age of PTA residents (36.7yrs) is slightly
older than for metropolitan Melbourne (36.3 yrs). However, between
2006 and 2011 the median age fell slightly as a result of increases in
the 25-44 age group.
Place of Birth – the PTA has a larger share of Australian born
residents (74%) compared to the metropolitan average (69%).
Dwelling Type – the percentage of apartments/units within the PTA
(34%) is significantly higher than the metropolitan average (15.3%).
This reflects recent trends towards medium and higher density
development within the activity centre core.
Home Ownership – home ownership levels in the PTA (61% owned or
purchasing) are below the metropolitan Melbourne average (71%). By
contrast, rented accommodation represents 39% of all occupied
dwellings in the PTA compared to the metropolitan Melbourne average
of 28%.
Housing Costs – average rent in the PTA ($290/wk) is slightly lower
than the Melbourne average ($310/wk) and reflects the high number of
smaller apartments and units within the centre. Mortgage repayments
($2,090/mth) are well above the metropolitan average ($1,840/mth).
Mortgage repayments have increased by approximately 26% between
2006 and 2011 reflecting significant increases in the cost of housing
over the same period.
Employment – unemployment in the PTA (4.8%) was below the
metropolitan average (5.3%), and with a strong labour participation
rate relative to the metropolitan area (68.2%).
Occupation – a higher share of ‘white collar’ occupations, such as
managers, professionals and sales workers exist in the PTA (81%
compared with metropolitan Melbourne’s 70%)
Public Transport Usage – Approximately 21.5% of residents use public
transport to get to work compared with a lower metropolitan average of
13.3%.
3.4.6 Population Trends and Forecasts
In recent years, Essendon has become an attractive location for mature families
seeking larger period homes in an area that provides excellent access to schools
and public transport. Many of these families have moved out of inner city areas
17
such as Flemington and Kensington as their family size and housing needs
increase.
Looking to the future it is expected that Essendon Junction will attract an
increasing number of professional singles and couples without children. This
forecast trend can be attributed to the dramatic increase in the provision of
medium and higher density residential developments within the centre coupled
with the increasing cost of housing in areas closer to Melbourne’s CBD.
In 2011 the resident population of Essendon Junction’s MTA was estimated at
33,330 people. Moderate population growth has occurred within the MTA in
recent years, at an average of approximately 330 persons per annum since 2006.
The majority of this growth can be attributed to the construction of new unit,
townhouse and apartment developments within and around Essendon Junction.
Figure 4 above shows the past and predicted future annual population growth
within the centre between 2001 and 2031.
The resident population within Essendon Junction’s PTA is expected to increase
from 33,330 persons in 2011 to 35,600 persons in 2016. This growth represents
an average annual increase of approximately 1.3% or 450 new residents. This is
in line with the forecast growth rate for metropolitan Melbourne over the same
period.
These strong population growth figures can in part be attributed to the ongoing
redevelopment of key sites for higher density mixed use and residential
developments. It is expected that this trend will continue until 2016 at which point
it is likely that the growth rate will slow due to a lack of new development
opportunities.
4
The Analysis
The analysis contained in this report presents a starting point for discussions
between Council and the community. It is hoped that this report and
accompanying consultation program will stimulate an open dialogue between
Council, the community, relevant stakeholders and State Government agencies.
To assist in the preparation of this report Council engaged three consultant firms
to undertake economic, urban design and transport analysis of Essendon
Junction. The consultant’s findings have been presented in three background
reports as follows:
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Economic Analysis and Market Feasibility Assessment (Essential
Economics, May 2012)
Transport, Access and Mobility Assessment (Cardno, May 2012)
Urban Design and Built Form Analysis (Hansen Partnership, May
2012)
The ideas and analysis presented in this Background Report provide a starting
point for further discussions with the community. At this stage no decisions have
been made as to the preferred future direction of the structure plan.
18
Council is now relying on feedback from you - the people who know and
understand Essendon Junction - to guide the development of the Structure Plan.
4.1 Housing Analysis
The progressive gentrification and associated increase in housing costs that has
taken place across Melbourne’s inner suburbs has had a significant impact on
Essendon’s housing role and function. Median house prices in Essendon now
rank amongst the highest in metropolitan Melbourne.
4.1.1 Residential Prices
The Essendon property market has experienced significant price growth over the
past decade.
Houses in Essendon have experienced average annual price growth of 11% in the five
year period from 2000 to 2010 and now command a 30% premium when
compared with other suburbs in Moonee Valley. Similarly, unit prices have
experienced annual average price growth of 11%, albeit with a median price
similar to the municipal average of $450,000.
The house price information shown above suggests strong and sustained demand for
housing in Essendon, as evidenced by high prices and consistent annual price growth in
recent years.
4.1.2 New Dwelling Approvals
The annual number of residential dwellings approved in the area surrounding
EJAC has increased significantly over the past decade. This reflects a broader
trend that has been occurring across the entire municipality.
Figure 6 below presents information on the average number of dwelling
approvals made over the period 2001 to 2010. It shows that the number of
approvals issued in Moonee Valley between 2006 and 2010 was 50% higher
than the period 2001-2005.
This increase in the number of new dwelling approvals has gathered momentum
over the last two years, with a peak of 1,445 approvals in Moonee Valley and 160
approvals in the EJAC primary trade area. These figures highlight the increasing
strength of demand for newly developed housing throughout both EJAC and the
entire municipality.
4.1.3 Forecast Housing Demand
As the dwelling approvals data shows, there is significant infill development
occurring within the EJAC trade area. Strong demand for new residential
development - particularly medium and higher density products - is expected to
continue throughout the 20 year lifespan of the EJAC Structure Plan. This
demand can be attributed to:
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The underlying attractiveness of the area as a place to live due to the
diverse range of transport, lifestyle and housing choices on offer.
The centre’s proximity to Melbourne’s CBD and Moonee Ponds
Principal Activity Centre.
19
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Strong State and Local Government policy support for medium and
higher density residential developments in and around identified
activity centres.
Anecdotal evidence from real estate agents suggesting higher density
residential development is an attractive sale proposition, especially for
well designed projects that are located close to shops, transport,
schools and community infrastructure.
As shown in Figure 7 below, the annual number of dwellings created in
Essendon/Essendon North (noting that this is a broader geographic area
compared with the EJAC study area) is projected to rise up until 2014, when it is
likely to peak at 450 new dwellings. This trend broadly coincides with the citywide projections, in which new dwelling creation is forecast to peak at just under
1,100 new dwellings in 2013.
A more detailed analysis of the id population projections reveal that
approximately 50% of the forecast dwelling creation in Essendon/Essendon
North is expected to occur within the EJAC study area. This includes provision for
a possible future high density mixed use redevelopment of the VicTrack
commuter car parks north of Essendon Station.
A significant decline in new dwelling creation is expected to occur within the study area
from 2016, with the projection for Essendon falling to an underlying demand of around
50-55 dwellings per year.
However, this fall is not due to a lack of demand but rather the likelihood that the majority
of residential development opportunities within the centre will have been realised by
2016.
4.1.4 Housing Issues and Opportunities
Issues:
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Housing affordability is extremely low with the median price of units
and houses in Essendon ranking amongst the highest in metropolitan
Melbourne.
There is a lack of housing choice within the centre to cater to the
needs of lone person households, an aging population, students and
young professionals.
There is a limited supply of sites within the centre that could
accommodate a significant residential infill development. It is expected
that the majority of these sites will have been developed by 2016.
The centre is surrounded by traditional, low scale residential areas
characterised by detached single dwellings and heritage streetscapes.
Ad hoc higher density development could result in the gradual erosion
of this valued neighbourhood character.
Opportunities:

Encourage higher density residential developments at key locations
along Mt Alexander Road, Russell Street, Napier Street and Fletcher
20
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Street. There is existing policy support for higher density residential
development in these areas and it will assist to make the centre viable
and vibrant.
Allow medium density and shop-top housing to be developed where
appropriate from an urban design perspective. This could include
Rose Street, Fletcher Street and transitional residential areas within
close proximity to the commercial centre.
Improve the diversity of housing choice within the centre by providing
a mix of housing types, sizes and densities.
Develop planning controls to identify the preferred location, height and
setbacks for new residential development within the centre.
Ensure that any future redevelopment of the VicTrack commuter car
parks facilitates an appropriate level of residential growth within the
commercial core, adjacent to key public transport infrastructure.
4.2 Economic Analysis
Broadly speaking, the centre’s economic role and function can be characterised
by the following key attributes:
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Busy transport hub – Located on a busy rail, road and tram corridor
with intermodal connections to bus and tram services, the centre plays
an important role as a transport hub for the surrounding community.
Small overall size supplements other nearby larger centres – EJAC
has limited retail floorspace when compared with other larger centres
in Moonee Valley. It cannot compete directly with these centres and as
such plays more of a complementary role.
Dominance of cafe and restaurant retailing – The centre is
characterised by a large range of cafe and dining options. This creates
a point of difference and increases the centre’s marketability as a
destination in its own right.
Focus on local services and convenience retailing – In the absence of
a supermarket anchor, EJAC primarily provides local services, cafes
and dining. Residents must visit other nearby centres to satisfy weekly
grocery shopping needs.
Importance as a small business incubator – The centre has a large
number of small specialty retail tenancies. There are also a large
number of office tenancies – particularly along Mt Alexander Road.
Focus for community facilities – EJAC plays an important role in the
provision of social and community services. This is highlighted by the
large number of schools, churches, medical and recreation facilities
located in and around the centre.
4.2.1 Land use and Floorspace Analysis
A summary of the key findings of the land use and floorspace analysis is
provided below:
21
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Of the 8,920m2 of retail floorspace in the centre, approximately 40%
(or 3,370m2) is dedicated to food retailing mainly comprising cafes,
restaurants and takeaway food stores.
Of the 122 shopfront tenancies, 83 are retail, 29 house other
commercial occupants and 10 are vacant.
The 10 vacant shopfront tenancies account for approximately 6% of
shopfront floorspace. This is considered to be low as the typical
vacancy rate for a well performing activity centre is between 4% and
7%.
Non-food retailing within the centre is characterised by discretionary
products (such as clothing stores) and retail services (including hair
and beauty salons), reflecting the higher socio-economic character of
the area.
Non-retail commercial shopfront tenancies (such as travel agents and
banks) comprise approximately 22% of total shopfront floorspace and
are predominantly located at the periphery of the commercial core
The centre contains 62 non-shopfront commercial tenancies (such as
offices and medical suites) accounting for more than 40% of individual
tenancies located within the centre.
4.2.2 Trade Area Analysis
EJAC has a much larger trade area than would typically be associated with a
neighbourhood activity centre. This is in part due to the nature of the existing
retailing mix which comprises a significant number of cafes, restaurants and
takeaway food shops. Customers are willing to travel further to visit these
retailers meaning that the centre as a whole trades widely and thinly across an
extended geographic region.
The main trade area (MTA) for EJAC is shown in the map at Figure 9 (p24). This
defines the geographic region within which residents are likely to regularly use
EJAC for a range of day-to-day retail, community, recreation and other needs.
For the purposes of this analysis, the broader MTA has been broken down further
to show Primary and Secondary Trade Area sectors:
The more tightly drawn boundary of the PTA provides a foundation for core
demographic and socio-economic analysis of the study area. It also represents
the catchment area likely to use a supermarket if one were to establish within the
centre.
The Secondary Trade Area (STA) reflects the wider catchment served by the
centres existing retail mix.
22
4.2.3 Retail Sector Analysis
Residents within the broader MTA visit a range of other activity centres and retail
destinations that compete directly or indirectly with EJAC. This includes the larger
nearby centres of Moonee Ponds, Essendon North and Keilor Road, Niddrie as
well as more distant centres at Milleara Mall, Essendon Fields and Coburg town
centre.
Analysis of the retail sector within EJAC suggests that:
The relatively poor provision of supermarket and grocery shopping floorspace
within both EJAC and the broader MTA results in significant escape expenditure
to other nearby centres.
An estimated 22% of sales in EJAC are generated from beyond the MTA. This is
an important strength of the centre, and can be attributed to its role as a hub for
transport and community services, cafes and restaurants.
Currently EJAC is estimated to generate total retail sales of approximately $40
million at an estimated average trading level of $4,500/m2. This is much lower
than would normally be the case for a neighbourhood centre and is likely due to
the limited amount of supermarket and grocery floorspace.
The market share achieved by EJAC in the identified PTA is quite low and only
accounts for approximately 9% of available retail spending. This figure compares
with an average of 20-25% for similar neighbourhood activity centres throughout
metropolitan Melbourne.
23
The centre’s market share performance is particularly low in the food, liquor and
groceries sector. This is normally the sector in which neighbourhood centres
have a particularly strong role, with similar centres containing a supermarket
often capturing 40-50% of expenditure in this sector.
4.2.4 Future Retail Provision
The retail analysis undertaken for EJAC included investigation of three future
retail scenarios. These scenarios were prepared on the basis of forecast future
population growth within the centre, anticipated increases in retail spending and
the potential for a future mixed use redevelopment of the VicTrack commuter car
parks.
Importantly, the scenarios consider the impact that construction of an anchor
supermarket, as part of any future redevelopment of the VicTrack land, would
have on forecast retail turnover for the centre.
The scenarios are not intended to serve as predictions of specific future
development outcomes in EJAC. Their purpose is simply to test the potential
support for a retail supermarket anchor in the centre.
Each of the three scenarios is outlined in more detail below:
Base Case Scenario – Assumes that no additional retail development occurs,
with existing tenancies experiencing a modest increase in turnover levels.
Small Anchor Scenario – Assumes that a mid-sized supermarket of
approximately 1,500m2 is developed as part of a mixed-use development on the
VicTrack site. Under this scenario EJAC would be able to provide MTA residents
with an enhanced range of day-to-day and top-up retail facilities.
Large Anchor Scenario – Assumes that a full-line supermarket of approximately
3,500m2 is accommodated as part of the redevelopment of the VicTrack site.
Under this scenario EJAC would be able to provide MTA residents with a
comprehensive range of weekly grocery and day-to-day retail facilities.
Importantly, the analysis shows that sufficient growth in retail expenditure will be
generated over the next 20 years to support the full development of EJAC’s
existing business zoned land and the provision of a full line supermarket to
24
anchor the centre. Figure 11 below shows the forecast annual retail turnover
under each scenario out to 2031.
The large anchor scenario outlined above is forecast to generate approximately
790,000 individual sales a year. Each of these visits is potentially associated with
flow-on sales to other traders in the EJAC. These flow-on effects include
additional sales to smaller specialty retailers who benefit from exposure to large
numbers of grocery shoppers visiting the anchor supermarket.
Given a supermarket would serve a market segment that is currently absent
within the centre, it is considered that it would not compete directly with most
existing retailers. Rather, the analysis suggests that both the medium and large
anchor scenarios would increase retail turnover in the existing non-food and
grocery sectors of the market.
Figure 11: Forecast retail turnover to 2031 under each of the three ‘anchor supermarket’
scenarios.
4.2.5 Office and Non-retail Sector Analysis
EJAC is an important location for commercial office activity, community service
delivery and other non-retail uses. Non-retail commercial premises account for
more than 40% of individual tenancies located within the centre. This is
significantly greater than what is normally the case for a neighbourhood centre of
this size.
Non-retail commercial tenancies in EJAC comprise significant numbers of office,
medical and trade uses. Together, these account for 50% of total job provision
within the centre, and serve as business incubators for small business growth
and development.
The region surrounding EJAC includes several major employment precincts –
namely Moonee Ponds and Essendon Airport/Essendon Fields – both of which
contain significant commercial office developments. These are likely to be the
25
primary employment destinations for office workers in the surrounding region and
suggest that EJAC faces strong competition for larger office type developments.
As a result of this competition, future commercial office developments within EJAC
are likely to involve smaller, high-quality office suites as part of mixed use
developments. Larger single use developments are unlikely to occur without the
pre-commitment of a major tenant, and it would be preferable (from an economic
development perspective) for these major developments to be located in Moonee
Ponds.
4.2.6 Economic Issues and Opportunities
Issues:
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EJAC’s proximity to a range of larger activity centres such as Moonee
Ponds, Essendon North and Keilor Road (Niddrie) generates
considerable competition for retail and food/grocery spending.
The fragmented nature of the centre coupled with a lack of clear
east/west pedestrian linkages weakens the image and identity of
EJAC’s commercial offering.
The relatively poor provision of supermarket and grocery shopping
floorspace within both EJAC and the broader MTA results in significant
escape expenditure to other nearby centres.
The market share achieved by EJAC in the identified PTA is very low
and only accounts for approximately 9% of available retail spending.
This figure compares with an average of 20-25% for similar
neighbourhood activity centres throughout metropolitan Melbourne.
The centre’s market share performance is particularly low in the food,
liquor and groceries sector. This is normally the sector in which
neighbourhood centres have a strong role, with similar centres
containing a supermarket often capturing 40-50% of expenditure in
this sector.
Opportunities:
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Promote the development of Russell Street as a high activity retail
core to anchor the centre and improve pedestrian links between
currently fragmented commercial precincts.
Encourage redevelopment of underutilised sites along both sides of
Russell Street with active commercial frontages at street level,
footpath seating and improved pedestrian amenity.
Consider options to facilitate provision of a full line supermarket within
the centre. This could reduce escape expenditure, have positive flow
on effects to existing businesses and serve as a catalyst for
redevelopment of underutilised sites.
Build on the established cafe and dining culture along Rose Street,
Fletcher Street and Napier Street. This is a point of difference for the
centre and assists in attracting visitors from a wide catchment area.
26
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Encourage the provision of high quality commercial offices as part of
mixed use developments in the centre, recognising that EJAC plays an
important role in the development of small, local businesses.
Recognise and encourage the continued development of the medical
precinct that is emerging around the intersection of Raleigh Street and
Napier Street. The co-location of medical services at a single location
is a significant asset to the local community.
Strengthen the image and identity of Essendon by better integrating
the fragmented commercial precincts.
4.3 Built Form and Character
The study area presents a mixed character comprising a range of architectural
styles and forms that reflect the rich history of Essendon and surrounds. This
traditional streetscape character has evolved considerably in recent years with
the construction of several large, high density mixed use developments. The map
at Figure 13 (p30) provides an overview of building types and forms found
throughout the centre.
Commercial Core
Three key architectural styles characterise development within the core
commercial precinct – Victorian, Edwardian and Interwar. These more traditional
forms range from one to three stories and make a significant contribution to the
character and visual appeal of the centre.
Newer contemporary urban forms are also emerging within the commercial core,
most notably along Napier and Raleigh Streets. These buildings are
distinguished by their larger built form of up to 6 storeys, contemporary materials
and glazed frontages.
A brief description of the character and built form within each commercial strip is
provided below:
Rose Street
The western side of Rose Street presents a traditional and largely intact heritage
streetscape comprising single and double storey terraced shops. The tight, fine
grain nature of development along this strip has resulted in a vibrant commercial
precinct with a strong heritage character. Some residential infill development is
also occurring to the rear of the existing retail premises utilising laneway access
from Flower Street.
With consistent canopy tree planting, the eastern side of Rose Street comprises
commuter car parking, the Essendon Railway Station entrance and a small bus
interchange. Opportunities exist to improve landscaping, footpath treatments and
subway entrances on this side of the road.
Russell Street
27
Russell Street provides a vital pedestrian link between the station and the
junction itself. However, it presents a mixed and fragmented character due to the
railway station and subway entrances, car park and laneway access points and
back of house areas associated with properties fronting Mt Alexander Road.
Although currently underutilised, Russell Street’s role as a key pedestrian link
presents a significant opportunity for revitalisation. The potential future
redevelopment of the Victrack land to the north may serve as a catalyst for
improvements to Russell Street’s built form, role and commercial function.
28
Figure 13: Built form typologies map including identification of sites with development potential (Source: EJAC Urban Design Analysis, Hansen Partnership).
29
Buckley Street
The southern side of Buckley Street includes clusters of fine grain commercial
development separated by the railway line and residential dwellings. Many of these
shopfronts exhibit Edwardian and interwar design elements and make a strong
contribution to streetscape character.
Commercial built form along Buckley Street is generally of a higher scale than that
along Rose Street with a higher proportion of two and three storey forms.
Mt Alexander Road
Commercial development along Mt Alexander Road presents a mix of styles and
forms. This includes traditional double storey Victorian and interwar era terraced
shopfronts as well as larger contemporary office and mixed use developments
radiating north and south from the junction itself.
The visual and pedestrian experience along Mt Alexander Road suffers as a result of
high volumes of vehicle traffic, disjointed access routes and poor pedestrian amenity
through the railway underpass.
Fletcher Street
Fletcher Street presents the most varied built form character of all the commercial
strips within the centre. This is largely due to the significant area of semi-active
school frontage on the northern side of the road. By contrast, buildings at the
western entrance, closer to the junction, are more consistent, presenting one and
two storey terraced shops with footpath awnings.
The southern side of Fletcher Street presents an inconsistent street wall with varied
setbacks, building styles and heights. The Goodyear Tyre Centre is a notable
development opportunity with its large lot size and deep front setback
accommodating surface car parking.
Napier Street
Commercial development along Napier Street presents a varied character with
traditional fine grain terraced shops alongside larger, more contemporary mixed use
developments. This includes a recently constructed five storey development at 26-28
Napier Street and approval for a six storey development immediately to the south.
Moving north, the streetscape opens up to incorporate the grandstand and recreation
facilities at Windy Hill, a number of at grade car parks and a striking row of two
storey Victorian terrace homes.
Institutional, Community and Recreational Buildings
Windy Hill Football Ground, Penleigh and Essendon Grammar School and St
Columba’s College currently contain a large proportion of the highest buildings in the
centre. These facilities are dispersed throughout the core commercial precinct and
surrounding residential areas.
At heights of between three and four storeys, these institutional buildings are
characterised by their large ‘box like’ appearance with little built form or material
articulation.
While these sites generate considerable activity at particular times of day, they
generally present only semi-active frontages to the street. This can result in areas of
30
inactivity within key commercial precincts – particularly along Fletcher Street and
Napier Street.
Residential Areas
Essendon’s residential subdivision pattern and building stock reflects its long and
rich history dating back to the early 1850’s. This includes pockets of fine grain
Victorian and Edwardian terraces and cottages, grand Victorian mansions, precincts
of interwar Californian Bungalows and more recent, contemporary infill.
The area east of Nicholson Street is particularly intact and characterised by grand
Victorian and Edwardian homes with generous side and front setbacks, landscaped
gardens and leafy canopy trees. The width of the road reserves and generous
median strips also provide a sense of openness and excellent pedestrian amenity.
Areas to the north and west of the commercial core present a mix of building types
and forms including Californian bungalows, interwar, Edwardian and Victorian
dwellings. The varied character of these precincts is also due in part to the number
of more recent villa and apartment developments.
Residential areas to the south of Mt Alexander Road present as primarily detached
interwar dwellings with little infill development. This precinct abuts a tract of grand
and stately homes that extends south, all the way to Holmes Road and Moonee
Ponds junction.
The largely intact nature of these residential precincts makes an enormous
contribution to the overall character and streetscape appeal of Essendon Junction. It
is important that future growth and development within the centre does not
compromise the areas valued neighbourhood character.
Mt Alexander Road Corridor and the Junction
Mt Alexander Road presents as a grand boulevard forming the primary north/south
access route through the study area. Its profile and appearance changes
considerably as it passes through the junction and under the railway line.
The southern entrance to the study area comprises three lanes of traffic either side
of a generous median, accommodating landscaped areas, car parking and dense
canopy planting. The character of this entrance is defined by prominent views of the
heritage listed St John’s Church.
The junction itself comprises a large roundabout incorporating currently underutilised
informal open space and the number 59 tram stop. The junction allows some visual
connection between commercial precincts, however creates a physical barrier for
pedestrian movement.
Immediately north of the roundabout, the road narrows as it runs underneath the
railway underpass. This causes congestion and conflict as trams, bicycles and
vehicles compete for road space on approach to the intersection. The sheer volume
of vehicle traffic and lack of public realm improvements also creates a poor
pedestrian experience in this area.
North of the underpass the boulevard widens to incorporate the signature
landscaped median and iconic, heritage listed boulevard of Canary Island Date
Palms.
Redevelopment Opportunities
31
The map at Figure 13 (p30) identifies sites considered to have significant
development potential. Each of these sites is much larger than what is typically seen
in the centre’s fine grain commercial strips and thus offers greater scope for
redevelopment. Sites within the centre with obvious development potential include:
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The two at grade car parks on the eastern side of Napier Street opposite
Windy Hill.
The car wash/former petrol station on the eastern side of Napier Street.
The Goodyear tyre site on the south side of Fletcher Street.
VicTrack commuter car parks north of Essendon Station.
Of the above sites, the VicTrack land is discussed in more detail below because its
redevelopment presents a significant opportunity to improve links, facilities and
urban design outcomes in the centre.
Possible Future Redevelopment of the VicTrack Land
Currently utilised as commuter car parking and dissected by the Craigieburn Rail
Line, the site comprises over 2 hectares of land with frontages to Rose Street,
Russell Street and Mt Alexander Road. Its future redevelopment presents an
opportunity to revitalise the core of the centre and improve east west pedestrian
links.
Given the location, size and context of the site it is considered an appropriate
location for a significant mixed use redevelopment. This outcome is supported by
state and local planning policies. Redevelopment of the site could comprise a high
density residential component with complimentary commercial and/or office uses.
The landowner (VicTrack) has indicated to Council that they are investigating the
potential future redevelopment of the site. However, at the time of writing no clear
direction could be provided around specific plans or detailed design.
The Structure Plan process provides Council, the landowner and the broader
community with a valuable opportunity to develop a vision for the preferred land use
and built form outcomes associated with the site’s future redevelopment. Moving
forward, the structure plan will need to provide clear direction around issues such as:

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
Maximum building heights and setbacks.
The location of vehicle and pedestrian access points.
Provision of public open space and community facilities.
Integration with existing train, bus and tram services.
The inclusion of east/west pedestrian links through the site.
Car parking provision for commuters, future residents and employees.
Change Profiles
The urban design and built form analysis undertaken by Hansen has been used to identify
the likely future development potential within precincts throughout the centre.
The change profile of the EJAC is identified on the map at Figure 21 (p36) and includes:
High Change Precinct – Includes the commercial core of the centre, strategic
redevelopment sites and locations where higher built form is emerging. This
represents the area with the highest capacity to absorb significant changes to built
form, building heights and residential densities.
32
Transition Precinct – Includes residential areas that present a mixed character in
terms of built form, have frontages to Mt Alexander Road, are close to the railway
station and are less constrained by the presence of heritage assets. Many of these
areas have already experienced a significant degree of change in the form of
residential infill development.
Areas Sensitive to Change – Includes residential areas that are more remote from
the commercial core and present a strong residential and heritage character. These
areas have limited scope for change and any future development will need to be
carefully managed to ensure residential amenity is preserved.
Integrated ‘Transit Oriented’ Development – Essendon Station and the VicTrack
commuter car parks have been identified as a location for ‘integrated transit oriented
development’. This reflects the need for any future redevelopment of the site to
integrate with surrounding built form and further consolidate the station’s role as a
vital transport interchange.
Urban Design Principles

The following preliminary urban design principles for EJAC have been
identified through the background work undertaken by Council and its
consultant team:

Build up the commercial areas with a greater mix of uses and activity to improve
the vibrancy of the centre.
Strengthen the image and identity of Essendon by better integrating the
fragmented commercial precincts.
Encourage a gradual and sensitive transition between the higher built form in the
commercial core and the low density residential hinterland.
Increase the vibrancy and pedestrian amenity in high pedestrian areas through
improvements to the public and private domain.
Encourage high quality design of new buildings to ensure they provide a positive
architectural legacy for future generations.
Require a human scale of development at the street level interface to ensure a
comfortable and safe pedestrian environment
Improve and preserve the centre’s valued heritage and neighbourhood
character.






Built Form and Character Issues and Opportunities
From the above analysis, a number of issues and opportunities relating to built form
and character have been identified and are presented below:
Issues:




Parts of the commercial core – perhaps most notably Russell Street –
appear rundown and in need of renewal.
Russell Street, the Mt Alexander Road underpass and the station
subways provide poor pedestrian amenity due to inactive frontages and
poor visual presentation.
The disconnected nature of the commercial core has resulted in the
creation of distinct and isolated precincts. This has fragmented the
commercial offering and diluted the character and vitality of the centre.
Institutional uses generate considerable activity during peak periods, but
at other times present only semi-active frontages to the street. This can
33

result in areas of inactivity within key commercial precincts – particularly
along Fletcher Street and Napier Street.
Many of the surrounding residential precincts - particularly areas east of
Nicholson Street - are extremely sensitive to change due to their intact
heritage streetscapes and strong neighbourhood character.
Opportunities:






Encourage retention of the traditional Victorian and interwar shopfronts
along Rose Street and parts of Napier, Buckley and Fletcher Streets to
preserve the centre’s image and identity.
Encourage higher built form and residential densities within the core
commercial precinct.
Facilitate the future redevelopment of underutilised sites within the centre
to provide improved urban design outcomes, greater street level activation
and an improved public realm.
Establish a framework for the future redevelopment of the VicTrack
commuter car park to ensure that it makes a positive contribution to
regeneration around the station and the junction itself.
Encourage infill development to the rear of existing commercial premises
with laneway access – particularly along Rose Street.
Encourage active frontages to all properties within the Business 1 Zone to
ensure commercial vitality, improved passive surveillance and street level
activity.


Require a maximum three storey street wall in the commercial core to retain a
human scale and sense of openness for pedestrians.
Essendon Station, the bus interchange, Rose and Russell Streets
accommodate the bulk of pedestrian activity within the centre. These
areas in particular should be a focus for high quality public realm and
streetscape improvements given their ‘lynchpin’ role.
4.4 Movement and Transport
The centre offers a comprehensive range of transport services catering to train, tram,
bus, private vehicle, bicycle and pedestrian travel. However, a lack of clear linkages
through the centre and poor connections between different travel modes suggests
that this valuable transport infrastructure is not being used to its full potential.
4.4.1 Public Transport
EJAC operates as a modal interchange providing important connections between
train, tram and bus services.
Train
Essendon Station is a ‘premium station’ on the Cragieburn line with services
operating between 5:06 AM and 1:32 AM the following morning on weekdays. The
station is the focal point for activity within the centre and operates as an attractor in
its own right.
The analysis shows that weekday patronage has increased by 28% since 2004 with
1,890 more station entries per day in 2010/11 than was the case in 2004/05. This
reflects broader patronage trends being experienced throughout the metropolitan rail
34
network. Figure 24 below shows the increase in estimated station entries between
2004 and 2011:
Council has long advocated for the undergrounding of the Craigieburn railway line as it runs
through EJAC. This would allow for the removal of the Buckley Street level crossing
and improve pedestrian linkages through the centre. More importantly, it would also
facilitate the creation of an integrated transport interchange comprising a new,
underground station with seamless connections to bus and tram services.
Tram
Tram route 59 provides connections between Airport West and Melbourne CBD,
travelling through the study area along Mt Alexander Road and Fletcher Street.
A major tram stop (41) is located in the centre of the roundabout at the Mt Alexander
Road/Fletcher/Russell/Napier Street intersection providing shelter and seating as
well as pedestrian connections to Essendon Station.
The roundabout and tram stop (41) cater to high volumes of commuter traffic and
facilitate east-west pedestrian connections through the centre. Considering the
number of passengers serviced the existing commuter facilities and landscaping
treatments provide relatively poor pedestrian amenity and shelter.
The option of rerouting the tram tracks to travel north-south along Mt Alexander
Road rather than along Fletcher Street was originally raised in the MPAC Structure
Plan. If this was to occur there would be flow on benefits for the EJAC. This could
include the alignment of the tram tracks with the dominant traffic flow through the
intersection, reducing conflict between cars and trams and present an opportunity to
redesign the junction.
Bus
The centre is served by 11 bus routes including a SMART bus service from
Mordialloc to Altona. The majority of these services stop at either the Rose Street or
Russell Street bus stops adjacent to Essendon Station.
The high number of bus services running along Russell and Rose Street can cause
issues for traffic flows as queuing buses protrude into the road space. The high
volume of passengers around these stops also ensures that existing pedestrian
infrastructure operates at capacity during peak periods.
Buses turning right into Buckley Street from Rose Street can be held up for lengthy
periods by peak hour through traffic, often forcing them to complete the turn in two
stages. This can result in the rear of the bus protruding across the eastbound lanes
of Buckley Street until such time as a gap opens in the westbound lanes.
4.4.1.1 Public Transport Issues and Opportunities
Issues:

Although EJAC provides an excellent range of transport options, there is a
lack of clear connections between bus, train and tram services. The
absence of a dedicated modal interchange reduces the efficiency and
usability of services.

The Craigieburn railway line runs through the heart of the centre creating barriers
to pedestrian movement and causing significant delays to traffic at the Buckley
Street level crossing.
35




Passenger volumes through Essendon Station have increased significantly in
recent years placing further pressure on already strained pedestrian and cycling
infrastructure.
The major tram stop (41) in the Mt Alexander Road roundabout is difficult to
access, provides inadequate passenger shelter and poor pedestrian amenity.
Bus stops on Rose and Russell Street can cause issues for traffic flows as
queuing buses protrude into the road space.
Buses turning right into Buckley Street from Rose Street can be held up for
lengthy periods by peak hour traffic and often complete the turn in two stages.
This can result in the rear of the bus blocking the eastbound lanes of Buckley
Street.
Opportunities:






Support the transformation of Essendon Station into a multi-modal
interchange that facilitates seamless transitions between tram, train, bus,
cycling and pedestrian travel.
Advocate for the undergrounding of Essendon Station and its relocation
further north. This could facilitate the creation of a consolidated transport
hub with a central bus interchange adjacent to the railway station.
Prepare a comprehensive activation strategy which sets out a clear plan
for Council to advocate for the undergrounding of the railway line through
Essendon Junction.
Advocate for State Government funding to undertake a preliminary
feasibility and land use study into grade separation and the
undergrounding of the railway line.
Work with Yarra Trams to determine the feasibility of rerouting the
Number 59 tram route to travel north-south along Mt Alexander Road
rather than along Fletcher Street.
Advocate for the integration of a bus interchange into any future
redevelopment of the VicTrack commuter car parks. This would eliminate
the need for bus stops on Rose and Russell Street, reduce traffic
congestion and improve connections between tram, train and bus
services.
4.4.2 Cycling
Bicycle connectivity in the centre, beyond that provided by the road network, is
facilitated by on-road bicycle lanes along Mt. Alexander Road (that are shared with
kerbside parking in some stretches and absent southbound from Buckley Street to
Dean Street). These lanes end abruptly on approach to the Mt Alexander Road
roundabout leaving cyclists with no dedicated space through this complex
intersection.
A short stretch of on-road lanes exists on Buckley Street between Mt. Alexander
Road and Hoddle Street. Fletcher Street and Albion Street also feature on-road
bicycle lanes to Moonee Ponds Creek Path (under construction as of July 2012).
The Maribyrnong River Trail is located to the southwest, however there are no
bicycle specific links to these trails, which means that access is only provided in
mixed traffic conditions via the road network.
There is little formal bicycle parking within the centre. Essendon Station features 5
in-ground bicycle hoops on the platform, providing parking for 10 bicycles. The
36
location of these spaces, however, is not obvious and observations suggest that they
are underutilised.
Figure 25 below, which is an extract from the VicRoads Principal Bicycle Network
map, shows that on road lanes are proposed along Buckley Street and parallel to the
rail corridor to Newmarket Station as well as completing the gap on Mt Alexander
Road between Buckley Street and Dean Street.
4.4.2.1
Cycling Issues and Opportunities
Issues

The primary issue with EJAC’s bicycle network is a lack of connectivity.
While a number of streets feature bicycle provisions, very few of them
connect.



Bicycle lanes stop abruptly on approach to the Mt Alexander Road junction,
leaving cyclists with no priority road space as they enter this busy five leg
intersection.
There is a lack of bicycle parking throughout the centre - particularly at Essendon
Station where demand is highest.
The cycling culture of the precinct suffers from a lack of bicycle infrastructure
(change rooms, lockers, bike racks etc) and the absence of a central meeting
point or ‘cycling hub’.
Opportunities




Ensure that future upgrades to Essendon Station and the possible
redevelopment of the VicTrack commuter car parks provide improved bike
‘park and ride’ facilities and capitalise on EJAC’s role as a modal
interchange.
Investigate the creation of a centrally located ‘bike hub’ with a range of
cycling infrastructure - lockers, change rooms, cafe, service facilities etc.
Investigate the potential conversion of Rose Street to a one-way road in
order to facilitate the creation of dedicated bicycle lanes and improved
bicycle facilities adjacent to Essendon Station.
Advocate for improvements to the existing cycling network including better
links through the busy Mt Alexander Road junction, the extension of
existing on-road lanes and clear connections to the Maribyrnong River
Trail.
4.4.3 Pedestrians
People generally use a variety of transport modes to reach an activity centre like
EJAC. However, upon arrival they will generally walk between different land uses
within the centre itself. This means that the majority of pedestrian movements follow
a route between key public transport and parking facilities to major attractors such as
schools and retail precincts.
EJAC offers a fragmented pedestrian experience as a result of major pedestrian
barriers in the form of the Craigieburn Rail Line and Mt Alexander Road. This has
resulted in the creation of isolated precincts with relatively poor pedestrian
connectivity as shown in Figure 26 below.
Figure 26: Pedestrian precincts and existing pedestrian connections through the EJAC.
37
Key pedestrian nodes within or close to EJAC which generate considerable
pedestrian traffic include:







Essendon Station.
The Fletcher Street tram stop (no. 41) in the centre of the Mt Alexander
Road Junction.
Bus stops on Rose and Russell Street.
Windy Hill Recreation Reserve and adjacent medical precinct.
Institutional uses including Kangan Batman Tafe, Lowther Hall, Penleigh
and Essendon Grammar and Essendon Primary School.
Rose Street shopping precinct.
Napier and Fletcher Street shopping precincts.
The large number of schools within and skirting the centre also generate significant
pedestrian volumes at peak times. This places considerable pressure on pedestrian
infrastructure around the station – particularly along Buckley, Rose and Russell
Streets.
With the exception of Rose Street, the areas with the highest pedestrian activity are
also those with the poorest public realm amenity. For example, Russell Street is
arguably the focal point for east/west pedestrian movements within the centre,
providing a critical link between the station and the Fletcher Street tram stop (No.
41). However, this link is poorly defined and suffers from a lack of quality pedestrian
infrastructure.
4.4.3.1
Pedestrian Issues and Opportunities
Issues:
38

The centre offers a fragmented pedestrian experience primarily as a result
of major barriers in the form of the Craigieburn Rail Line and Mt Alexander
Road.


East/West links through these pedestrian barriers are quite poor with staged
crossings at the Mt Alexander Road roundabout and narrow, poorly lit
underpasses below the railway line.
The precinct around Essendon Station, Rose Street and Russell Street
accommodates the bulk of pedestrian activity and serves a ‘lynchpin’ role
for the centre. However, this area suffers from poorly defined pedestrian
connections and inadequate pedestrian infrastructure.


There is no formal pedestrian crossing on Russell Street at the station entrance
or at the intersection of Napier and Fletcher Streets. This results in unsafe and
illegal pedestrian movements as people seek out the most direct route to their
destination.
A lack of visual connections, wayfinding signage and sightlines through the
centre makes it difficult to navigate, particularly for those unfamiliar with the
area.
Opportunities:









Advocate for the inclusion of clear east/west pedestrian links as part of
any future redevelopment of the VicTrack commuter car parks.
Investigate the possible creation of a pedestrian plaza along the northern
side of Russell Street as part of the future redevelopment of the VicTrack
commuter car parks.
Ensure that all new developments within the centre’s commercial areas
activate the ground level to improve passive surveillance and pedestrian
amenity.
Investigate options to provide one-way treatments along Rose and/or
Russell Street to allow for the creation of wider footpaths and improved
pedestrian amenity.
Investigate ways to improve the operation of the Mt Alexander Road
Junction to provide a direct pedestrian link from east to west.
Advocate for the installation of new pedestrian crossings on Russell Street
opposite the station entrance and at the Fletcher Street/Napier Street
intersection.
Undertake improvements to the public realm through initiatives such as
street tree planting, footpath dining, seating and shading infrastructure.
Improve pedestrian links through the station and advocate for the future
undergrounding of the Railway line to allow for the creation of a plaza
linking Rose and Russell Street.
Undertake landscaping and pedestrian improvements on the junction
roundabout in the event that VicRoads does not reconfigure its design.
4.4.4 Roads
The centre sits at the intersection of Buckley Street and Mt Alexander Road,
providing critical north-south and east-west travel routes across the municipality.
These major arterial roads generate high volumes of traffic - particularly at AM and
PM peak periods - often resulting in long traffic queues on approach to key
intersections.
39
Interestingly, the traffic counts show an additional peak period along both Buckley
Street and Mt Alexander Road at school pick up time (3.00pm – 3.45pm). This
reflects the high concentration of schools within the study area and is highlighted in
Figure 27 below.
Local roads are also heavily impacted by the school drop off and pick up periods with
observations showing that double parking is common practice along Leslie Street
and Nicholson Street. This causes congestion on the local road network and safety
risks to school children/pedestrians.
The layout of the Mt Alexander Road/Fletcher/Napier/Russell Street intersection is
extremely complex, with metering on the southern approach, three signalised
pedestrian crossings and tram movements through the roundabout.
On-site observations indicate that the pedestrian crossings through the roundabout are
heavily trafficked reflecting the vital link that they provide between the Station, the tram stop
and Napier/Fletcher Street commercial precinct. Whilst these crossings disrupt the flow of
traffic, they also allow for vehicles at the Russell Street, Napier and Fletcher Street
approaches to clear at regular intervals.
The Buckley Street level crossing can cause significant delays, which are further
exacerbated by the high traffic volumes at school pick up/drop off times. Surveys indicate
that during a typical AM peak hour the boom gates were lowered 14 times for an average
duration of 1 minute.
4.4.4.1
Roads Issues and Opportunities
Issues:





During the AM peak period southbound traffic approaching the Mt
Alexander Road roundabout is delayed by two pedestrian crossings and
the tram lines at the Fletcher Street leg. This often leads to traffic queues
reaching as far back as Grice Street and causes delays for inbound tram
services.
There are a high number of conflict points and pedestrian crossings on
the Mt Alexander Road roundabout. This results in a complex and
confusing intersection for all road users.
Observations suggest the ‘Give Way to Trams’ sign on the Mt Alexander
Road roundabout is not obvious to road users. The acute angle of the
tram lines also makes it difficult for motorists to see approaching trams.
The Buckley Street level crossing causes significant delays during peak
periods with lengthy traffic queues in both directions.
Traffic activity generated by schools within the study area increases
congestion on local roads and creates safety issues as vehicle’s double
park at school pick up/drop off times.
Opportunities:


Investigate the closure or one-way treatment of Russell Street and
restrictions on Fletcher Street requiring ‘left turn only’ into the junction.
These measures could alleviate conflict and simplify the operation of this
complex intersection.
Investigate the complete removal of the Mt Alexander Road roundabout
and signalisation of the intersection at Mt Alexander
Road/Russell/Fletcher/Napier Street. This could improve traffic flows and
allow for the relocation of the tram stop further north.
40



Widen Mt Alexander Road between Grice Street and Fletcher Street to
separate tram and general traffic flows, improve pedestrian/bicycle
connections and facilitate creation of a new tram ‘super stop’ north of the
existing roundabout.
Advocate for the undergrounding of the railway line to facilitate removal of
the Buckley Street level crossing and improved east/west traffic flows.
Support VicRoads proposed works to improve the operation of the Mt
Alexander Road/Grice Street/Shamrock Street and Buckley/Rose/Russell
Street intersections.
4.4.5 Car Parking
Car parking surveys commissioned by Council identified a total of 2,807 car parking
spaces within the study area, comprising 1,906 on-street spaces and 901 off-street
spaces.
As is typically the case within activity centres, much of the parking in the heart of
EJAC has short time restrictions – 1P or 2P – to encourage turnover of parking. By
contrast, parking restrictions around the periphery of the study area have longer time
restrictions and in many instances are unrestricted.
It is important to recognise that stressed car parking areas are not uncommon within
activity centres such as EJAC. Visitors to the centre will typically seek parking as
close as possible to their intended destination. As a result of this, car parking
demand usually peaks around key attractors. The fact that a car space is not
available directly in front of a destination does not suggest that there is a major
parking problem.
The surveys revealed that short term parking facilities in the main retail precincts are
generally operating effectively. Whilst some areas such as Raleigh and Fletcher
Street experience very high utilisation at peak times, there is typically still parking
available nearby.
By contrast, the off street commuter car parks at Essendon Station are operating at
and beyond capacity between 7:30AM and 3:00PM most weekdays. The high
utilisation of these car parks has also resulted in ‘spill-over’ into many surrounding
residential streets. Figure 28 below shows the weekday utilisation of these commuter
car parks.
4.4.5.1
Car Parking Issues and Opportunities
Issues:




High utilisation of the commuter car parking facilities at Essendon Station
results in overspill of commuters into surrounding residential streets.
There is a lack of short term off-street parking areas around the station on
weekdays as commuter car parking areas usually fill to capacity by
8.00am and remain occupied for the rest of the day.
Several local streets experience significant parking demand at school
drop-off and pick-up times. Observations suggest that this includes illegal
double parking and cars obstructing driveway access to residential
properties.
On street parking around Windy Hill – particularly along Raleigh Street –
is often stressed due to the high concentration of recreation, community
and medical facilities.
41

Lack of compliance with parking restrictions including commuters parking
all day in time restricted car spaces and private car parks.
Opportunities:






4.5
Ensure the provision of adequate car parking infrastructure to maintain the
commercial viability of the centre.
Encourage development of existing surface car parks to improve
streetscape amenity but still require replacement car parking underground
or as decked parking.
View public and private parking as a travel demand management tool and
assess the provision of new parking infrastructure in terms of its likely
impact on modal choice and public transport usage.
Work with school’s throughout the study area to develop a traffic
management plan aimed at improving traffic flows and parking issues at
school drop-off and pick-up times.
Ensure that any future redevelopment of the VicTrack site retains
commuter car parking and provides an adequate supply of short term
parking for shoppers and residents.
Investigate the use of parking restrictions and parking permits in
residential streets currently utilised for overspill commuter parking.
Community Services and Facilities
The study area is well served by a wide range of community services and facilities
which make a significant contribution to the areas desirability as a place to live, work
and visit.
When considering community service provision it is important to recognise that EJAC
is a neighbourhood activity centre. This means that it occupies a lower order role
within the City of Moonee Valley’s activity centres hierarchy. As such, it is not
expected that EJAC will offer the same degree of community facilities as would be
found in a larger centre such as Moonee Ponds.
Rather, the centre plays a complementary role to these larger centres by filling local
gaps in community service and infrastructure provision. A summary of key facilities
available in and around EJAC is provided below:
4.5.1 Libraries
There is no dedicated library facility in the EJAC however the Sam Merrifield Library
in Moonee Ponds is located just 1.5km southeast of the centre. It is easily accessible
from EJAC via tram, train or bus and provides a full range of library services and
facilities.
Library services are typically distributed in accordance with a ‘hub and spoke’ model
whereby a large central library supports one or more branch libraries. Within MVCC
the Sam Merrifield library performs the role of ‘central library’, or hub.
Research undertaken for Council’s Community Facilities Plan (2011) identified that
the Sam Merrifield library struggles to fulfil its role as ‘central library’ due to spatial
constraints. The research suggests that this could be resolved through the
expansion of the current site, or its relocation to a larger site within the Moonee
Ponds Activity Centre’s civic precinct.
42
Council’s adopted Library and Learning Strategy (2011) also identifies a key
strategic action to ‘...investigate opportunities for co-location, relocation and larger
scale renovation of existing library facilities’. Any future expansion of the facilities
and services on offer at Sam Merrifield Library would directly benefit the growing
population of EJAC.
4.5.2 Maternal and Child Health Centres
Maternal and Child Health (M&CH) Centres typically comprise one or more
consultation rooms, waiting area, kitchen and bathroom facilities. The M&CH service
is provided to children aged 0-6 and involves a series of consultations with a M&CH
Nurse at key stages in childhood development.
In line with the recommendations of Council’s adopted Early Years Infrastructure
Plan (2011) the former M&CH centre in Beaver Street, Essendon was amalgamated
with the Strathmore M&CH centre in 2011. This has provided a consolidated service,
with improved facilities and staffing, approximately 2.5km north of the EJAC. A
similar facility exists in Shuter Street, Moonee Ponds, approximately 2km south of
the EJAC.
Whilst no dedicated facility exists within EJAC itself, the centre is within 2.5km of two
operational M&CH centres. Council’s Early Years Infrastructure Plan (2011)
suggests that this arrangement provides an adequate level of service provision to
meet the needs of the local community.
4.5.3 Childcare Centres and Kindergartens
Changing population and demographic trends have resulted in increased demand for
childcare and kindergarten facilities throughout Moonee Valley. In addition to this,
the Federal Governments ‘Universal Access’ policy now requires that all children are
provided with 15 hours of kindergarten per week for 40 weeks in the year before
formal schooling commences. This has significantly increased the demand side
pressures experienced by existing kindergarten facilities.
Childcare or ‘long day care’ involves provision of care for children less than 6 years
of age in the absence of their parents/guardians. As of March 2011 there were 25
childcare centres across the City of Moonee Valley providing a total of 2,062
licensed places. This is substantially more than the 1,115 places required by the
Federal Government Standard.
Kindergartens or ‘preschools’ provide the first step in a child’s formal education.
Kindergarten facilities typically comprise indoor and outdoor play areas, offices,
kitchen and bathroom facilities. Kindergartens are commonly co-located with a
primary school or children’s services hub as can be seen at Penleigh and Essendon
Grammar and Lowther Hall.
Research undertaken to inform Council’s Early Years Infrastructure Plan (2011)
identifies a higher density of childcare and kindergarten facilities in the eastern half
of the municipality. Residents in suburbs including Essendon, Moonee Ponds and
Ascot Vale enjoy a level of spatial accessibility to these services that is well above
the average for metropolitan Melbourne.
Council’s Early Years Infrastructure Plan (2011) indicates that the distribution of
childcare centres and kindergartens in and around the EJAC study area generally
satisfies the current needs of the community. Further consultation with parents and
43
service providers through the Structure Plan process will assist in identifying any
local gaps in service provision.
4.5.4 Youth Facilities
The City of Moonee Valley currently provides a range of youth services to young
people aged 12-25 including dedicated youth facilities in Niddrie and Moonee Ponds.
In addition to this, numerous youth programs and events are run from multi-purpose
facilities, community halls and schools.
Research undertaken for Council’s Community Facilities Plan (2011) highlights the
importance of improving the provision of youth services at the neighbourhood level.
This is particularly relevant within EJAC given the large number of young people
attracted to the area by its high provision of schools and educational facilities.
A dedicated youth facility known as ‘The Point’ is located approximately 1.8km
southeast of the EJAC in Moonee Ponds. It is therefore unlikely that there is
adequate strategic justification for the provision of a purpose built youth facility in
EJAC itself.
However, there is an opportunity to look at ways to better utilise multi-purpose
community facilities such as halls, community centres and sports pavilions to
accommodate local youth programs and events.
4.5.5 Multi Purpose Community Facilities
Multi-purpose community facilities provided by Moonee Valley City Council include
neighbourhood houses, community centres, community halls and neighbourhood
centres. These facilities accommodate a range of user groups and house a variety of
social, wellbeing and recreational activities.
Research undertaken for Council’s Community Facilities Plan (2011) identified
seventeen multi-purpose community facilities across the municipality. Whilst this
provides an adequate supply per head of population at the municipal level, a
geographic gap in facility provision can be seen around Aberfeldie and Essendon.
This gap includes the EJAC study area and is shown below in Figure.
Multi-purpose facilities often double as exhibition spaces, rehearsal areas, studio
spaces, function rooms, community meeting places and youth service facilities. The
lack of multi-purpose spaces within EJAC reduces the centre’s capacity to provide
these important social, wellbeing, recreational and educational opportunities for the
local community.
There is an opportunity through the structure planning process to look at ways to
improve the provision of multi-purpose community facilities within EJAC.
4.5.6 Arts and Cultural Facilities
Arts and cultural facilities play a significant role in engaging and connecting the
community. They support community participation in activities ranging from theatre
and musical productions to art classes and studio spaces. Arts and cultural facilities
can range from larger regional performing arts centres down to existing community
facilities, halls and public meeting spaces.
The Clocktower Centre is located approximately 1.8km southeast of EJAC and hosts
an impressive calendar of events including theatre, music, dance and community
44
functions. This facility comfortably satisfies the higher order arts and cultural needs
of the Essendon community.
Neighbourhood level facilities such as community halls, meeting rooms and
community centres also play a vital role in the provision of arts and cultural activities.
These lower order facilities provide cheap and easily accessible venues for a range
of activities including theatre productions, art classes and music recitals.
However, the lack of multi-use community spaces within EJAC means that there are
few local venues that can accommodate community arts and cultural activities. This
forces residents to seek alternative options outside their local area.
4.5.7 Community Services and Facilities Issues and Opportunities
Issues
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There is a lack of multi-purpose community facilities within the centre.
This means that there are fewer venues available for youth programs,
arts, cultural and community activities.
There is a lack of informal meeting spaces within the public realm where
people can stop to meet, interact and connect.
Future population growth and changing demographic trends are likely to
place increased pressure on childcare, kindergarten and M&CH facilities.
Opportunities
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Investigate ways to improve the provision of multi-purpose community
facilities to better accommodate youth programs, art and cultural activities
at the local level.
Advocate for the inclusion of community spaces, meeting rooms and/or a
multi-purpose community facility as part of the future redevelopment of the
VicTrack land.
Investigate ways to create informal community spaces within the public
realm that provide opportunities for people to meet, interact and connect.
Support any future plans to expand or improve facilities at the Sam
Merrifield Library.
Continue to monitor the availability and distribution of childcare,
kindergarten and M&CH facilities in light of changing population and
demographic trends.
Ensure that community and cultural facilities include diverse spaces for
use by all groups within the community.
Foster a community that cares for young and old, supports families and
individuals and assists people to achieve their optimal health and
wellbeing.
4.6 Heritage
Essendon’s residential subdivision pattern and building stock reflects its long and
rich history dating back to the early 1850’s. This strong heritage character is visible
throughout the centre and makes a significant contribution to its identity and
streetscape appeal. The EJAC Structure Plan will need to ensure that these valued
heritage attributes are preserved for future generations.
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4.6.1 Evolution of the Area
Like most of metropolitan Melbourne, Moonee Valley has a rich indigenous history.
Prior to European settlement, the current City of Moonee Valley - including the area
now known as Essendon – was inhabited by the Wurundjeri-willam clan of the Woiwurrung people. Evidence of the region’s indigenous history can still be seen today
in scarred trees at Napier Park, Strathmore and shellfish middens on the banks of
Steele Creek.
The first post colonial land sales in Essendon took place in 1846 and saw the area
subdivided into pastoral lots of between 50 and 120 acres. Many of Victoria’s most
powerful and prominent men bought into the district, including the wealthy Irish born
pastoralist and financier, Hugh Glass.
The discovery of gold in 1851 had an immediate impact on the development of the
Essendon district. Mt Alexander Road’s role as the primary route to the goldfields
saw an influx of commercial and residential development. By 1852, development at
‘Fletchers Corner’ - the intersection of Fletcher Street and Mt Alexander Road comprised two hay and corn stores, a butcher’s shop, general store and livery
stables.
At the request of Richard Hoddle, a new town known as Essendon was surveyed in
1852. At this time, Essendon was bounded by Buckley Street, Fitzgerald Street,
Glass Street and Lincoln Road. To this day, the area retains much of the original
1852 street layout.
Officially opened in November 1860, the railway line to Essendon provided new
residents with a vital link to Melbourne’s CBD. Proximity to the railway line spurred
development through the 1870’s with residential dwellings appearing along the
railway corridor and commercial development around Essendon Station itself.
Essendon’s physical development changed dramatically during the boom years of
the 1880’s. The area’s population increased significantly during this period triggering
the large scale subdivision of the remaining pastoral and suburban blocks into the
smaller residential allotments seen today.
Gradual improvements to transport, infrastructure and community facilities through
the early twentieth century, coupled with Melbourne’s population boom in the 1950’s,
saw an influx of immigrants take up residence in Essendon. Significant numbers of
Italian, Ukrainian, Maltese and Greek migrants have made their home in Essendon
and surrounding suburbs, contributing to the rich cultural fabric of Moonee Valley.
4.6.2 Existing Heritage Overlay Controls
The following sites within the study area are currently included within the Heritage
Overlay (HO) and serve as tangible reminders of Essendon’s rich post colonial
history:
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HO1 - Edward Street and Richardson Street - Precinct of houses
HO7 - Richardson Street - Precinct of houses
HO43 - 2 Leslie Road - Sisters of Charity Convent building and Chapel
HO51 - Buckley Street - Essendon Railway Station complex
HO80 - Mt Alexander Road - Avenue of Canary Island Date Palms
HO87 - 853 Mt Alexander Road - St John’s Uniting Church
HO105 - 33 Raleigh Street - Roselyn Court Reception Rooms
HO106 - 49-59 Raleigh Street - Essendon Grammar Junior School
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HO164 - 35 Brewster Street – House
HO167 - 25 Brewster Street – House
HO168 - 29 Brewster Street – House
HO231 - 33 Hoddle Street – House
HO232 - 37 Hoddle Street – House
HO265 - 28 Nicholson Street – House
HO279 - 2-4 Sherbourne Street – Houses
HO301 - Hoddle Street - Precinct of Houses
HO314 - 3-17 Napier Street and 924-950 Mt Alexander Road - Shops
4.6.3 Potentially Significant Heritage Buildings
A number of sites within the study area appear to have heritage value but are not
currently included in the HO. In the absence of any statutory protection, there is little
that Council can do to ensure their ongoing preservation. It is important that the
Structure Plan looks at ways to preserve these places into the future.
The following buildings are considered to make a strong contribution to the heritage
character of EJAC but are not currently included in the HO:
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The Salvation Army Methodist Church on the corner of Mt Alexander
Road and Buckley Street.
The row of terraced interwar shopfronts extending along the western side
of Rose Street, opposite Essendon Station.
Interwar shopfronts on the southern side of Buckley Street either side of
the railway line.
The Masonic Hall on the eastern side of Russell Street.
Victorian era dwellings and commercial premises on the southern side of
Fletcher Street.The row of double storey Victorian terrace homes on the
western side of Napier Street, immediately south of its intersection with
Raleigh Street.
The commercial buildings and clocktower on the corner of Fletcher Street
and Mt Alexander Road (currently occupied by a real estate agent).
Various single and double storey interwar shopfronts on Russell and
Napier Streets.
Original school buildings at Penleigh and Essendon Grammar and
Essendon Primary School.
Further assessment of the above places would be required to determine
whether they meet the threshold for local heritage significance and
therefore warrant inclusion in the HO.
4.6.4 Heritage Issues and Opportunities
Issues:
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Many heritage buildings within the centre have never been considered for
inclusion in the HO and as such have no statutory protection to prevent
their demolition or redevelopment.
Current and future demand for residential and commercial infill
development increases the potential for demolition of unprotected heritage
buildings.
47
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The last heritage study undertaken to identify significant buildings within
EJAC was completed in 1985 and needs to be updated.
Opportunities:
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Further identify and assess places of cultural heritage significance within
EJAC that are not protected by the Moonee Valley Planning Scheme.
Ensure that new development does not block or impede views of
landmark heritage buildings such as St John’s Church and Essendon
Station.
Encourage the retention and adaptive reuse of places of heritage
significance or potential heritage significance within the centre.
Ensure that new development is sympathetic to the heritage character of
EJAC.
Embrace and celebrate the centres heritage and history. This could
include improved interpretation of heritage places through the use of
signage, public art and heritage trails.
4.7 Environment and Sustainability
Like the rest of Melbourne, Essendon Junction needs to produce development and
design outcomes that contribute positively to emerging climate change and
environmental challenges. The EJAC Structure Plan presents an opportunity to
improve the centre’s environmental performance over the next 20 years.
4.7.1 Ecologically Sustainable Design (ESD)
The principles of ESD seek to ensure that new buildings reduce consumption of nonrenewable resources, minimise waste and contribute to the creation of healthy,
productive environments.
The Department of Climate Change and Environment suggests that the energy
required to heat, cool and light buildings accounts for approximately 20% of
Australia’s greenhouse gas emissions. By incorporating ESD principles into the
design and construction phase it is possible to significantly reduce a building’s long
term environmental footprint.
There are a range of ESD principles which can be used to assess the environmental
efficiency of a proposed development. These include:
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Ensuring adequate natural ventilation.
Solar orientation to maximise light and reduce heating costs.
Using energy efficient fixtures and fittings.
Using sustainable and/or recycled construction materials.
Maximising onsite stormwater and rainwater capture.
The use of ESD principles also provides an opportunity to send less waste to landfill
by encouraging the reuse and recycling of goods, materials and equipment in place.
This progressive waste management and ‘resource recovery’ approach can be
applied from the initial construction and design phase through to the building’s
ongoing operation and maintenance.
Council is currently piloting the SDAPP (Sustainable Design Assessment in the
Planning Permit Process) Program which requires planning permit applications to be
benchmarked against key ESD principles. Once implemented, this program will
48
assist in reducing the environmental impact of new development within both EJAC
and the broader City of Moonee Valley.
4.7.2 Climate Change and Carbon Emissions
Australia has just 0.3 percent of the world’s population but contributes approximately
1.5 percent of total greenhouse gas emissions. This puts us amongst the world’s
highest per capita emitters. Reducing greenhouse gas emissions is necessary to
reduce the human induced impacts of climate change.
Any attempt to reduce the centre’s carbon footprint will require a multi-disciplinary
approach that prioritises environmentally sustainable design, the use of renewable
and distributed energy, sustainable transport modes, water sensitive urban design
and vegetated green spaces.
Larger redevelopment sites such as the VicTrack land present the greatest
opportunity to ensure that new buildings, streets and public spaces minimise
greenhouse gas emissions, optimise water management, mitigate the effects of
extreme storm events and reduce the urban heat island effect.
There is significant opportunity for the upgrading or wholesale replacement of
existing energy, water and waste utilities as part of any future redevelopment of the
VicTrack land. New integrated local systems can provide significantly more efficient
services to homes and businesses, reducing the end cost to the consumer as well as
ongoing greenhouse gas emissions.
4.7.3 Water
Moonee Valley City Council has a commitment to using our own city as our water
catchment. This includes applying ‘water sensitive urban design’ (WSUD) techniques
to new infrastructure and developments in order to harvest rainwater and save
valuable potable water. Examples of sustainable water use include:
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Raingardens along our streets that filter stormwater and protect our
waterways, shade, amenity and habitat.
The use of wetlands to improve water quality, prevent nuisance flooding
and increase biodiversity.
Rainwater harvesting from building roofs to reduce potable water needs.
Using environment rating tools such as Green Star, Sustainable Design
Scorecard (SDS) and Sustainable Design Tools for Environmental
Performance Strategy (STEPS) to ensure that water efficiency is
addressed at the construction stage.
It is likely that land use activity and intensity within the EJAC will increase
over time as new residents and employees move into the area. This will
place an increasing strain on Melbourne’s potable water supply. The use
of WSUD in public and private spaces can assist to reduce this impact by:
Reducing pollutant loadings in stormwater and downstream receiving
waters.
Helping to mitigate against flash flooding by reducing flow rates and
volumes.
Providing vegetated public spaces with the interrelated benefits of shade,
air quality, habitat and visual amenity.
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4.7.4 Urban Ecology and Biodiversity
Two hundred years ago the streets of Essendon were home to temperate grasslands
and she-oak woodlands harbouring countless bird and animal species. This
biodiversity has been eroded over time as the suburb has evolved into the highly
urbanised area that we see today.
However, our parks, streets, buildings, backyards, waterways, soil and groundwater
still support an abundance of plant and animal species. There are many ways to
improve the centre’s biodiversity including:
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Preventing new land use activities that may impact on local biodiversity
Identifying and protecting areas of significant biodiversity
Using innovative building and design techniques that integrate, support
and connect with our urban ecology.
Maximising the use of green spaces, vegetation, and canopy tree planting
in new developments and the public realm.
Identifying contaminated land within the centre and supporting measures
to facilitate its remediation.
4.7.5 Protecting our Urban Forests
Many of the residential streets within the EJAC study area are characterised by large
canopy trees and established gardens. Aside from the obvious health, amenity and
environmental benefits they provide, this ‘urban forest’ also insulates the centre
against heatwaves, winds and heavy rains.
Climate change modelling undertaken by the Victorian State Government predicts
that Melbourne’s future climate will be hotter and drier. Inner city areas like
Essendon are particularly vulnerable as they contain a high concentration of
buildings, roads and paved surfaces. This can result in higher surface temperatures
known as the ‘urban heat island effect’.
A recent study undertaken by the University of Manchester titled ‘Adaptation
Strategies for Climate Change in the Urban Environment’ found that a 10% increase
in green space and vegetation coverage within an urbanised centre like EJAC can
reduce surface temperatures by up to four degrees. This in turn reduces heating
costs and greenhouse gas emissions.
Many of the commercial areas within EJAC lack adequate street tree planting and
vegetation. The dominance of cars, roads and public transport within the centre has
resulted in large areas of concrete and bitumen that provide little relief from the
elements. It is important that future developments and streetscape improvements
within the centre prioritise the inclusion of new green spaces and canopy trees.
4.7.6 Environment Issues and Opportunities
Issues:
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Current State Government planning and building controls do not require
best practice ESD at the design and construction stage.
There is a lack of open green space, parks and vegetation within the
centre’s commercial core.
50
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The majority of streets and public spaces throughout the centre do not
currently utilise WSUD initiatives such as raingardens or stormwater
harvesting.
There are several sites within the centre that are known to have been
used for light industry and/or the storage of fuel. Further investigation is
required to determine whether these historical uses resulted in land
contamination.
The centre contains a high concentration of buildings, roads and paved
surfaces which can contribute to increased temperatures and wind
speeds.
The centre’s biodiversity has been degraded over time as a result of its
progressive development and urbanisation.
Opportunities:
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Encourage the use of ESD principles in all new development and support
the ongoing implementation of the SDAPP program.
Maximise opportunities for rainwater harvesting and WSUD within new
developments and public realm improvements.
Develop a WSUD strategy for the centre to provide an overarching
framework for future WSUD initiatives.
Require all new developments of over 3 storeys to submit a Green Travel
Plan and ESD report with their planning permit application.
Ensure that future developments and streetscape improvements within
the centre prioritise the inclusion of new green spaces, landscaping and
canopy trees.
Ensure that any future redevelopment of the VicTrack land incorporates
best practice ESD principles and provides an integrated solution to
energy, waste and water management.
Explore opportunities for urban agriculture via balcony design, private
open space layout and potential community garden spaces.
Improve community engagement on environmental issues and continue to
identify, support and implement grass roots sustainability projects such as
community gardens, swap meets, farmers markets etc.
4.8 Public Open Space
The majority of Essendon’s publicly accessible open spaces are located on the
periphery of the study area. This has created a situation in which the most densely
populated areas around the activity centre core have the poorest access to public
open space. There is a need for new local open spaces within the centre to provide
easily accessible and unrestricted green spaces for current and future residents.
4.8.1 Public Open Space Provision and Distribution
Adopted by Council in 2011, the Moonee Valley Open Space Strategy (MVOSS)
provides a detailed assessment of the provision and distribution of open space within
Essendon (noting that this is a broader geographic area compared with the EJAC
study area). Key findings include:
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Essendon contains 51 hectares of open space (4.64 hectares of this is
restricted open space at Windy Hill)
8 percent of the total suburb area is open space
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There is 25sqm of open space per person
Major adjoining open space reserves include Moonee Ponds Creek open
space corridor and Napier Park in Strathmore.
The MVOSS divided the suburb of Essendon into five sub-precincts in order to better
identify local open space provision. The EJAC study area is included in sub-precincts
3040B, 3040C and 3040D as shown on the map at Figure 31 (p60). A summary of
open space provision within each of the sub precincts is provided below:
Sub-precinct 3040B
This precinct includes the western side of the EJAC study area and extends north
from Buckley Street to the intersection of Mt Alexander and Lincoln Roads.
Current open space provision includes Lincoln Park, Clarinda Park and Sherbourne
Reserve. Within this precinct the MVOSS identifies a gap in open space provision
immediately west of Essendon railway station in the residential area between
Buckley and Miller Streets.
The strategy recommends the provision of an additional local open space within
precinct 3040B via land contributions from a future redevelopment and/or a potential
road closure to capitalise on the precinct’s wide road reserves.
Sub-precinct 3040D
This precinct comprises the eastern half of the EJAC study area extending from Mt
Alexander Road to Pascoe Vale Road. Current open space provision is focussed
around Windy Hill which only provides restricted public access. The MVOSS
suggests that this precinct suffers from a lack of smaller locally accessible open
spaces.
The strategy recommends that Council investigate the provision of an additional
small local open space in this precinct via land contributions as part of a future
redevelopment in this area.
Sub-precinct 3040C
This precinct includes a small section of the EJAC study area bounded by Mt
Alexander Road, the railway line and Brewster Street. Woodlands Park, Salmon
Reserve and Cliff Allison Reserve are located in this precinct and residents are all
within safe and easy walking distance of open space.
The analysis undertaken in the MVOSS suggests that the EJAC study area suffers
from a lack of easily accessible local open space. The majority of available public
open spaces are located on the periphery of the study area or offer restricted public
access. This has created a situation whereby the most densely populated areas
around the activity centre core have the worst access to public open space.
4.8.2 Windy Hill Master Plan
In December 2010 Essendon Football Club announced its intention to relocate their
core business and player training operations to a new site at Melbourne Airport. This
has presented an opportunity to redefine the preferred role and function of the Windy
Hill Recreation Reserve.
Council is the Committee of Management for the Windy Hill Recreation Reserve
under the current lease agreement with the Department of Sustainability and
52
Environment. As a condition of its lease agreement Essendon Football Club were
recently required to submit a master plan to guide future development of the facility.
Following extensive community consultation the master plan was adopted by Council
at its meeting on 15 May 2012. The core objective of the master plan is to improve
public access to the site for the general public, sporting and community groups. This
includes:
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The creation of a new pedestrian forecourt and entrance on Napier Street.
Improved pedestrian linkages into and through the site.
Increased seating, tree planting and formalised car parking.
Demolition of the Cookson Stand and removal of the brick wall on Napier
Street and chain link boundary fence on Nicholson Street to improve
access and views into the site.
The adopted master plan will significantly enhance the usability and accessibility of
this important facility. However, ongoing training commitments and regular sporting
fixtures mean that the facility will continue to operate as a semi-restricted public open
space. A copy of the adopted master plan is shown below in Figure 32.
4.8.3 Future Open Space Provision
It is likely that future open space provision within the centre will comprise a
combination of new, developer funded open spaces and public realm improvements
undertaken by Council.
The VicTrack land north of Essendon station is the most significant redevelopment
site within the centre and offers an important opportunity to facilitate the creation of a
new local open space. The useability of such a space could be further enhanced by
the inclusion of east/west pedestrian links through the site.
The eastern side of the study area (Precinct 3040B) is characterised by wide road
reserves with median strips and extensive canopy tree planting. A partial road
closure could be used to create a small ‘pocket park’ within this precinct. Possible
areas for further investigation include the western end of Brewster and Raleigh
Streets where they meet the railway line and Nicholson Street on either side of
Essendon Primary School.
As noted previously, there is a considerable amount of restricted public open space
within the study area. This includes some of the facilities at Windy Hill as well as
sporting fields associated with many of the schools in and adjacent to the study area.
Through engagement with these service providers it may be possible to open up
these ‘ancillary’ open spaces for public access at certain times of day.
The public realm also presents many opportunities to facilitate the creation of
incidental public spaces, shared zones and pedestrian priority areas. The Mt
Alexander Road roundabout in particular could be transformed into a more useable
space through further landscaping, water sensitive urban design treatments,
streetscape improvements and increased vegetation cover. Similar treatments along
Russell Street, Rose Street and throughout the Essendon Station precinct could also
be considered.
4.8.4 Open Space Issues and Opportunities
Issues:
53
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The centre suffers from a lack of easily accessible public open space.
This is due to the fact that most existing public open spaces are located
on the outskirts of the study area.
The current distribution of public open space around EJAC means that the
most densely populated areas in the activity centre core have the poorest
access to public open spaces.
Many of the existing open spaces within the centre are located within
private school grounds and provide no or limited public access.
The availability and accessibility of the Windy Hill Recreation Reserve is
limited by training schedules and regular sporting fixtures.
Opportunities:
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5
Advocate for the inclusion of a new public open space and improved
pedestrian links as part of any future redevelopment of the Victrack land.
Investigate the provision of ‘pocket parks’ and small public open spaces
through the innovative use of cul-de-sacs and median strips.
Engage with schools and service providers to see whether existing
‘ancillary’ open spaces could be made available for public access at
certain times of day.
Support the creation of incidental public open spaces, shared zones and
pedestrian priority areas throughout the centre.
Investigate the provision of a centrally located meeting place, ‘town
square’ or pedestrian plaza to provide an informal public open space in
the centre’s commercial core.
COMMUNITY CONSULTATION
Community consultation forms an integral part of the structure planning process. The
ideas and analysis presented in this Background Report provide a starting point for
further discussions with the community. Targeted consultation activities will be
undertaken at key stages throughout the structure planning process to ensure that
the community has clear, meaningful and ongoing input into this project.
5.1 External Working Group – Role, Purpose and
Preliminary Ideas
An external project working group comprising residents, landowners and traders was
established at the commencement of this project to provide ongoing community
feedback. This group was established following a call for nominations from Council.
The purpose of the working group is to:
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Provide community input to assist with development of a Structure Plan
for EJAC.
Provide feedback about proposals/recommendations at key stages in the
structure planning process.
The input, feedback and ideas received from this group have helped to
identify many of the issues and opportunities contained in this report.
At its second meeting on 25 June, 2012 the working group agreed on a set of 17
guiding principles for the centre. These principles are outlined below in Figure 33
and will be investigated further as part of the upcoming community consultation
program:
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Recognise and respect the role of Essendon Neighbourhood Activity
Centre within the broader activity centre hierarchy of Moonee Valley.
Ensure unity between different parts of the centre and improve links
between fragmented commercial precincts.
Provide a broader range of destination activities and attractions to
encourage people to come and spend money in EJAC.
Celebrate the village feel of Essendon, acknowledging the need for higher
development on the VicTrack land and in Napier Street.
Protect important heritage assets – built, landscape and other.
Determine areas for substantial change and residential neighbourhoods
for modest change.
Ensure high quality architecture and development outcomes throughout
the centre and particularly in residential areas.
Develop and advance a central focal point for the centre – a meeting
place, town square or pedestrian plaza.
Consider rationalisation/improvement of the station precinct and Russell
Street.
Take advantage of the benefits provided by local institutions and schools
whilst carefully managing their future growth/expansion.
Transform the station precinct into a seamless transport modal
interchange.
Overcome the barriers to movement within the centre and improve
accessibility.
Encourage a more active street life and improve surveillance/safety.
Provide better cycling and walking links across the centre including the
use of pedestrian plazas and pedestrian priority areas.
Overcome the impacts of through traffic and improve accessibility.
Address the conflict between the commuter car parking on the VicTrack
land and demand for commuter parking on residential streets.
Green the area and undertake streetscape improvements – too black at
the moment.
5.2 Consultation Plan
Community consultation for the EJAC Structure plan will be undertaken in two stages
as outlined below:
1. Structure Plan Background Report
This stage presents an opportunity for the community to develop its own vision for
the future growth and development of the centre. The feedback and ideas generated
will assist in the development of a Draft Structure Plan for the centre. Proposed
consultation activities include:
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Community/Stakeholder Bulletin mailed to all occupiers and landowners
within and around the EJAC study area.
Posters and postcards in shops, cafes etc promoting the project.
Advertisements in the Moonee Valley Leader and Moonee Valley Weekly
throughout the consultation period.
Online survey tool on the Council website
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The use of social media such as Facebook and regular e-bulletin updates
to anyone who registers an interest with Council.
Fliers to be handed out during peak hour at Essendon Station and
throughout the activity centre.
Enquiry by Design Workshop comprising a 2 day intensive design session
targeting all key agencies/stakeholders and the broader community.
Two informal community drop-in sessions to be staged at a location within
the centre providing an opportunity for residents to speak with Council
staff.
The draft Structure Plan Background Report will be made available for
viewing.
Anyone with an interest in the project will be able to lodge a written
submission/feedback to Council.
2. Draft Structure Plan
This stage presents an opportunity for the community to review the Draft EJAC
Structure Plan and provide feedback on its content and recommendations. Proposed
consultation activities include:
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6
Community/Stakeholder Bulletin mailed to all occupiers and landowners
within and around the EJAC study area.
Postcards and posters in shops, cafes etc promoting the project.
Advertisements in the Moonee Valley Leader and Moonee Valley Weekly
throughout the consultation period.
Fliers to be handed out during peak hour at Essendon Station and
throughout the activity centre.
The use of social media such as Facebook and regular e-bulletin updates
to anyone who registers an interest with Council.
Two informal community drop-in sessions to be staged at a location within
the centre providing an opportunity for residents to speak with Council
staff.
The Draft EJAC Structure Plan will be made available for viewing.
Anyone with an interest in the project will be able to lodge a written
submission/feedback to Council.
Summary and Next Steps
This Background Report provides a detailed overview of the EJAC study area and
identifies a range of opportunities for the centre moving forward. The ideas and
analysis presented in this Background Report provide a starting point for further
discussions with the community. Council is now relying on feedback from you - the
people who know and understand Essendon Junction - to guide the development of
the draft Structure Plan.
6.1 Summary of Opportunities
The opportunities outlined below represent a starting point for community
consultation. Further investigation - including robust community and stakeholder
engagement - is now required to test the feasibility and appropriateness of these
opportunities:
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Housing
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Encourage higher density residential developments at key locations along
Mt Alexander Road, Russell Street, Napier Street and Fletcher Street.
Allow medium density and shop-top housing to be developed where
appropriate from an urban design perspective. This could include Rose
Street, Fletcher Street and transitional residential areas within close
proximity to the commercial centre.
Improve the diversity of housing choice within the centre by providing a
mix of housing types, sizes and densities.
Develop planning controls to identify the preferred location, height and
setbacks for new residential developme0nt within the centre.
Ensure that any future redevelopment of the VicTrack commuter car parks
facilitates an appropriate level of residential growth within the commercial
core, adjacent to key public transport infrastructure.
Economic
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Promote the development of Russell Street as a high activity retail core to
anchor the centre and improve pedestrian links between currently
fragmented commercial precincts.
Encourage redevelopment of underutilised sites along both sides of
Russell Street with active commercial frontages at street level, footpath
seating and improved pedestrian amenity.
Consider options to facilitate provision of a full line supermarket within the
centre.
Build on the established cafe and dining culture along Rose Street,
Fletcher Street and Napier Street.
Encourage the provision of high quality commercial offices as part of
mixed use developments in the centre, recognising that EJAC plays an
important role in the development of small, local businesses.
Recognise and encourage the continued development of the medical
precinct that is emerging around the intersection of Raleigh Street and
Napier Street.
Strengthen the image and identity of Essendon by better integrating the
fragmented commercial precincts.
Built Form and Character
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Encourage retention of the traditional Victorian and interwar shopfronts
along Rose Street and parts of Napier, Buckley and Fletcher Streets to
preserve the centre’s image and identity.
Encourage higher built form and residential densities within the core
commercial precinct.
Facilitate the future redevelopment of underutilised sites within the centre
to provide improved urban design outcomes, greater street level activation
and an improved public realm.
Establish a framework for the future redevelopment of the VicTrack
commuter car park to ensure that it makes a positive contribution to
regeneration around the station and the junction itself.
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Encourage infill development to the rear of existing commercial premises
with laneway access – particularly along Rose Street.
Encourage active frontages to all properties within the Business 1 Zone to
ensure commercial vitality, improved passive surveillance and street level
activity.
Require a maximum three storey street wall in the commercial core to
retain a human scale and sense of openness for pedestrians.
Essendon Station, the bus interchange, Rose and Russell Streets
accommodate the bulk of pedestrian activity within the centre. These
areas in particular should be a focus for high quality public realm and
streetscape improvements given their ‘lynchpin’ role.
Public Transport
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Support the transformation of Essendon Station into a multi-modal
interchange that facilitates seamless transitions between tram, train, bus,
cycling and pedestrian travel.
Advocate for the undergrounding of Essendon Station and its relocation
further north. This could facilitate the creation of a consolidated transport
hub with a central bus interchange adjacent to the railway station.
Prepare a comprehensive activation strategy which sets out a clear plan
for Council to advocate for the undergrounding of the railway line through
Essendon Junction.
Advocate for State Government funding to undertake a preliminary
feasibility and land use study into grade separation and the
undergrounding of the railway line.
Work with Yarra Trams to determine the feasibility of rerouting the
Number 59 tram route to travel north-south along Mt Alexander Road
rather than along Fletcher Street.
Advocate for the integration of a bus interchange into any future
redevelopment of the VicTrack commuter car parks.
Cycling
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Ensure that future upgrades to Essendon Station and the possible
redevelopment of the VicTrack commuter car parks provide improved bike
‘park and ride’ facilities and capitalise on EJAC’s role as a modal
interchange.
Investigate the creation of a centrally located ‘bike hub’ with a range of
cycling infrastructure - lockers, change rooms, cafe, service facilities etc.
Investigate the potential conversion of Rose Street to a one-way road in
order to facilitate the creation of dedicated bicycle lanes and improved
bicycle facilities adjacent to Essendon Station.
Advocate for improvements to the existing cycling network including better
links through the busy Mt Alexander Road junction, the extension of
existing on-road lanes and clear connections to the Maribyrnong River
Trail.
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Pedestrians
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Advocate for the inclusion of clear east/west pedestrian links as part of
any future redevelopment of the VicTrack commuter car parks.
Investigate the possible creation of a pedestrian plaza along the northern
side of Russell Street as part of the future redevelopment of the VicTrack
land.
Ensure that all new developments within the centre’s commercial areas
activate the ground level to improve passive surveillance and pedestrian
amenity.
Investigate options to provide one-way treatments along Rose and/or
Russell Street to allow for the creation of wider footpaths and improved
pedestrian amenity.
Investigate ways to improve the operation of the Mt Alexander Road
Junction to provide a direct pedestrian link from east to west.
Advocate for the installation of new pedestrian crossings on Russell Street
opposite the station entrance and at the Fletcher Street/Napier Street
intersection.
Undertake improvements to the public realm through initiatives such as
street tree planting, footpath dining, seating and shading infrastructure.
Improve pedestrian links through the station and advocate for the future
undergrounding of the Railway line to allow for the creation of a plaza
linking Rose and Russell Street.
Undertake landscaping and pedestrian improvements on the junction
roundabout in the event that VicRoads does not reconfigure its design.
Roads
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Investigate the closure or one-way treatment of Russell Street and
restrictions on Fletcher Street requiring ‘left turn only’ into the junction.
These measures could alleviate conflict and simplify the operation of this
complex intersection.
Investigate the complete removal of the Mt Alexander Road roundabout
and signalisation of the intersection at Mt Alexander
Road/Russell/Fletcher/Napier Street. This could improve traffic flows and
allow for the relocation of the tram stop further north.
Widen Mt Alexander Road between Grice Street and Fletcher Street to
separate tram and general traffic flows, improve pedestrian/bicycle
connections and facilitate creation of a new tram ‘super stop’ north of the
existing roundabout.
Advocate for the undergrounding of the railway line to facilitate removal of
the Buckley Street level crossing and improved east/west traffic flows.
Support VicRoads proposed works to improve the operation of the Mt
Alexander Road/Grice Street/Shamrock Street and Buckley/Rose/Russell
Street intersections.
Car Parking
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Ensure the provision of adequate car parking infrastructure to maintain the
commercial viability of the centre.
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Encourage development of existing surface car parks to improve
streetscape amenity but still require replacement car parking underground
or as decked parking.
View public and private parking as a travel demand management tool and
assess the provision of new parking infrastructure in terms of its likely
impact on modal choice and public transport usage.
Work with school’s throughout the study area to develop a traffic
management plan aimed at improving traffic flows and parking issues at
school drop-off and pick-up times.
Ensure that any future redevelopment of the VicTrack site retains
commuter car parking and provides an adequate supply of short term
parking for shoppers and residents.
Investigate the use of parking restrictions and parking permits in
residential streets currently utilised for overspill commuter parking.
Community Services and Facilities
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Investigate ways to improve the provision of multi-purpose community
facilities to better accommodate youth programs, art and cultural activities
at the local level.
Advocate for the inclusion of community spaces, meeting rooms and/or a
multi-purpose community facility as part of the future redevelopment of the
VicTrack land.
Investigate ways to create informal community spaces within the public
realm that provide opportunities for people to meet, interact and connect.
Support any future plans to expand or improve facilities at the Sam
Merrifield Library.
Continue to monitor the availability and distribution of childcare,
kindergarten and M&CH facilities in light of changing population and
demographic trends.
Ensure that community and cultural facilities include diverse spaces for
use by all groups within the community.
Foster a community that cares for young and old, supports families and
individuals and assists people to achieve their optimal health and
wellbeing.
Heritage
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Further identify and assess places of cultural heritage significance within
EJAC that are not protected by the Moonee Valley Planning Scheme.
Ensure that new development does not block or impede views of
landmark heritage buildings such as St John’s Church and Essendon
Station.
Encourage the retention and adaptive reuse of places of heritage
significance or potential heritage significance within the centre.
Ensure that new development is sympathetic to the heritage character of
EJAC.
Embrace and celebrate the centres heritage and history. This could
include improved interpretation of heritage places through the use of
signage, public art and heritage trails.
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Environment and Sustainability
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Encourage the use of ESD principles in all new development and support
the ongoing implementation of the SDAPP program.
Maximise opportunities for rainwater harvesting and WSUD within new
developments and public realm improvements.
Develop a WSUD strategy for the centre to provide an overarching
framework for future WSUD initiatives.
Require all new developments of over 3 storeys to submit a Green Travel
Plan and ESD report with their planning permit application.
Ensure that future developments and streetscape improvements within
the centre prioritise the inclusion of new green spaces, landscaping and
canopy trees.
Ensure that any future redevelopment of the VicTrack land incorporates
best practice ESD principles and provides an integrated solution to
energy, waste and water management.
Explore opportunities for urban agriculture via balcony design, private
open space layout and potential community garden spaces.
Improve community engagement on environmental issues and continue to
identify, support and implement grass roots sustainability projects such as
community gardens, swap meets, farmers markets etc.
Public Open Space
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Advocate for the inclusion of a new public open space and improved
pedestrian links as part of any future redevelopment of the Victrack land.
Investigate the provision of ‘pocket parks’ and small public open spaces
through the innovative use of cul-de-sacs and median strips.
Engage with schools and service providers to see whether existing
‘ancillary’ open spaces could be made available for public access at
certain times of day.
Support the creation of incidental public open spaces, shared zones and
pedestrian priority areas throughout the centre.
Investigate the provision of a centrally located meeting place, ‘town
square’ or pedestrian plaza to provide an informal public open space in
the centre’s commercial core.
6.2 Next Steps
The preliminary research and analysis that has informed the preparation of this
Background Report represents the first stage in the structure planning process.
These types of projects can take a long time to complete, sometimes years, and
there will be several rounds of community consultation to keep residents informed.
A summary of the key stages in the structure planning process is provided below:
Stage 1 – Background Research and Analysis (completed June
2012)
Involved the review of all relevant literature, establishment of an external working
group and targeted analysis of social, economic, transport and urban design issues
within the centre.
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Stage 2 – Structure Plan Background Report (completed August
2012)
Involved preparation of the draft EJAC Structure Plan Background Report (this
document).
Stage 3 – Community Consultation 1 (current stage)
Involves consultation on the Background Report and provides an opportunity for the
community to outline its vision for the future of Essendon Junction.
Stage 4 – Draft EJAC Structure Plan
The submissions and community feedback received in Stage 3 will assist Council to
develop a draft Structure Plan for Essendon Junction.
Stage 5 – Community Consultation 2
Involves consultation on the draft Structure Plan and presents an opportunity for the
community to provide feedback on its content and recommendations.
Stage 6 – Final EJAC Structure Plan
Involves consideration of the submissions and community feedback received in
Stage 5 and preparation of a final version of the EJAC Structure Plan for adoption by
Council.
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