Transformational Project in Canberra City - Planning Issues in Lake Burley Griffin - Research Proposal Example

Lake Side Development Project Name: Lecturer: Course: Date: Table of Contents Table of Contents 2 Introduction 3 Objectives of the project 4 Development Principles and Goals 4 Targets 5 Current issues 6 Process of the project 8 Project benefits in resolving identified issues 9 Recommendations 10 Conclusion 12 References 13 Introduction The planning systems define the guidelines for controlling the supply and location of land exploitable for a range of defined purposes autonomously of price, and hence influence the extent, pattern and location of activity or structures (Cheshire et al 2012). The critical function of planning is to uphold a balance of environmental, economic and social welfare that addresses the existing and future generations. This report proposes a transformational project in Canberra City intended to address emerging urban planning issues in Lake Burley Griffin, in the next 20 years (2015-2035). This project is a new plan regarding creation of mix-use area commercial areas around Lake Griffin (ACT Government 2010). It is a detailed development project that comprises office and business works and new transport network. The key objectives are to stimulate economic growth of Canberra, promote mixed-use of the town centre, increase density in city centre, create new car parks, and uphold the city’s aesthetic design. The project would be visionary and long-term project for guiding private and public investments in Canberra’s second century (Cheshire et al 2014). Canberra is a developed, as well as a growing city. The plan directs future growth to four critical development areas, namely sufficient housing development, sufficient business development, greater redevelopment of opportunities in the city centre and effective urban transportation (Fisher & Weirick 2013). Objectives of the project The challenge for the Lake Burley Griffin’s local development plan is to enable the city to be for everyone at present and in the future. In the present-day tough economic times, the public administration has to make difficult choices between competitive priorities. These objectives are inter-linked and determine the positive and negative impacts (Fisher & Weirick 2013). However, this project proposal seeks to balance these aims with the view of maximising the benefits of project for the good of Canberra. To this end, the proposed aims and strategies include: Stimulate economic growth; Create new mixed-use area in city centre Try to increase density in city centre Create new creational facilities/parks for people to relax The project will support the growth of Canberra’s economy. Facilitate increased amount and improved quality of new homes constructed in Lake Burley Griffin. Ensure Lake Burley Griffin residents get around easily through sustainable transport modes to easily access jobs and other services. Oversee and improve Lake Burley Griffin environment for future generations and climate change. It will facilitate creation of sustainable communities that enables Lake Burley Griffin residents to benefit from high quality of life. Create more aesthetic design at Lake Burley Griffin to make the city more attractive (ACT Government 2010) Development Principles and Goals The goal of the plan is to enable Canberra City to transform into a dynamic heart of Australia. An unsurpassed and vivacious regional centre is elemental to ACT's competitiveness, in addition to its capacity to encourage local and foreign direct investment, attract and to preserve cultures and a diverse workforce (ACT Government 2010). At this stage, the economic and social economic hub of the region helps basic urban design principles of: Resourceful and less congestible public transport services Fascinating and safe passageways and streets Community engagement Economic efficiency and drive investment and growth. Diversity of land-use that promote activity into the City’s public life (ACT Government 2010) Fundamentally, urban centres subsist since they are efficient economically. The efficiency in respect to space and time promote ‘public life’, make variety of activity citizens seek easily accessible and promote improvement of supply of municipal services (Vermeulen 2003). Targets This plan recognises that synergy between the city’s prosperity and its potential to promote the economic growth and development of Australia. The targets, or the measurable outcomes, include: Increase the number of city residents by 50 percent. Increase employment by 50 percent. Cut reliance on cars, where by majority of the city residents would go to work by public transportation (OECD 2014). Increase housing and business units by 50 percent. Increase the publicly accessible parking lots available through the week by 50 percent. Offer non-congestible bus lanes for some 50 percent of the inbound buses. Achieve improvement of road network that ensures predictable traffic performance and promote economic benefits. Overall, private investments in addition to market demand are the two underlying assumptions that underpin the above targets. Current issues Compared to international standards, Canberra has come of age. For instance, in 2010, Mercer Quality of Living ranked the city at position 26 in a world survey, which is an indicator of the growth of the city (ACT Government 2010). Traffic congestion is increasingly growing leading to substantial economic cost. For instance, in 2009, the cost of Canberra’s congestion was estimated at $1 billion. The figure is expected to reach $2.1 billion in 2020. Hence reducing congestion will have major positive impact on productivity, particularly in the inner areas of the city (Fisher & Weirick 2013). The majority of people are expected to get to work by public transport in Canberra rather than personal car (ACT Government 2010). Current estimates show that majority of people get to work by both public and private vehicles. As of 2012, transport contributes to about 14 percent of the overall greenhouse gas (ghg) emissions in Australia. Some 90 percent of the amount comes from private vehicles. This implies that encouraging greater use of public transport will significantly reduce ghg (ACT Government 2010). However, the State Government spends some $691.2 million on public transport system, as of 2010. Therefore, it would be financially prudent to have an action plan that guides investment in public transport to fit-for-purpose investment, which capitalise on the system’s efficiency (Fisher & Weirick 2013). By 2035, the external building entrances along the safe routes are also targeted to increase by 50 percent. Current estimates show that the active building entrances are primarily situated around the retail area, the southern end of Northbourne Avenue and the City Walk. Additionally, the publicly accessible parking spaces are expected to double in Canberra City. Currently, the current supply of parking space is insufficient. The numbers of parking spaces are around 17,500. Target: By 2035, the number of inbound buses is targeted to reach 50 percent on non-congestible dedicated bus routes. Eighty percent of these buses are expected to service the residential and employment growth (ACT Government 2010). Additionally, the number of people expected to live in Canberra City by 2050 is expected to reach 1 million. Estimates by Australia Bureau of Statistics estimate indicate that Canberra’s current resident population is 379,600. This is projected to grow to nearly 1 million by 2050, with an annual growth of 0.95 percent (McIlroy 2013). Some 37 percent of the residents in the city are between the ages of 18 and 40 years, although this is expected to be constant by 2050 (InvestCanberra 2013). Figure 1: Canberra resident population 2011-2050 (InvestCanberra 2013) The total employment in Canberra is targeted to more than double. This will increase pressure on Lake Burley Griffin. Current ABS estimates show that the rate of employment in Canberra is high. The prosperity of Canberra is showed in the low unemployment rate (5 percent and active participation in labour 72 percent). Process of the project The objective is to cost-effectively and radically provide easement of public transport, upgrade pedestrian paths and reduce economic costs of congestion. Based on these premise, this integrated approach proposes to start with six of the 11 targets. To address the issue of increased population in Canberra To address increase in total employment in Canberra To increase use of public transport Increase building entrances along safe routes Increase the office space Increase the publicly accessible parking spaces. The integrated approach broadly recognises the prosperity of the city and the town centre. Lake Burley Griffin can be developed to become a pulsating town centre that has the potential to strengthen other town centres. The significance of Lake Burley Griffin is evident in the original hierarchical town centre structure (Cheshire et al 2014). The strategies for Lake Burley Griffin should be to develop the town Centre as Canberra’s prominent business Centre, in order to promote broad range of public utility, groundbreaking design solutions, and promote ACT cultural identity, connect Lake Burley Griffin to the near national capital utility, cut dependence on personal vehicles and encourage use of public transport (Planning Academy 2014). Constructing a more vibrant Lake Burley Griffin will be facilitated by a hands-on design and outlay strategy. Despite the fact that Canberra Central Design Manual is expected to provide some degree of guidance, a more comprehensive master plan is needed to appropriately address the various interface issues arising from the integration of numerous development stakeholders and methods of delivering the project (Nour A 2011). Consistent with the recommendations of the National Capital Planning Authority, which permits the blueprint and directs the private and public investment in the vital areas of the capital, the project would contribute to immediate investment, maximal public involvement and limited groundwork (Gurran 2007). Unlike other regions, the ACT had no local councils, even though the councils lack planning powers to prepare a planning scheme and create proper land use controls. The plan will therefore, follow Commonwealth planning and state planning instruments. An example is the National Urban Policy, which overarches the goals for Australia’s cities in being more productive, accessible, and sustainable (Geyer 2009). The objective of the State Government is to attain legal framework, including the procedures for making planning schemes and assessment of development applications (Planning Academy 2014). Project benefits in resolving identified issues This strategic approach spots several strategic development areas in Canberra, which will be the fundamental change over the next 20 years. In particular, the project will improve the attractiveness of Lake Burley Griffin, through growth management and use of zoning in effectively managing land use. The project will also promote revitalisation and reconstruction of Lake Burley Griffin. It will also help assuage the effects of urbanisation on the local Canberra environment (Gurran 2007). The project will also provide a focus for business growth opportunities, new housing schemes development, and creation of employment in areas with proper accessibility to the public transport services. This proposal includes substantial development proposals for the areas (Cheshire, P 2003). Additionally, it supports change in Canberra city. For instance, the project will create opportunities for regeneration, redeveloping of the sites that are vacant, utility of the empty commercial units, as well as green network improvements (Daniel 2012). The project supports Canberra’s roles as an Australian capital. Additionally, it recognises its significance as a main driver for the Australian economy. The project further promotes change, as well as growth of Canberra city, and places substance on sustaining and promoting Canberra’s built natural environment for the future generation (Nour 2011). The project will also play a significant role in guiding the planned growth of Canberra city and showing support for regeneration. Canberra’s streets, buildings, and spaces potentially influence the health and mental wellbeing of the city’s residents, as well as draw investments and create employment (Local Development Plan 2011). Recommendations In the first issue, the number of people expected to live in Canberra City is expected to double. The suggested strategies include converting under-used office sites for building residential facilities, making contracts of land sales required in development for residential houses and setting targets for affordable housing in apartment developments (ACT Government 2010). The total employment in Canberra is targeted to more than double. The recommended strategies include promoting program land release to promote the need for Commonwealth departments, improve accessibility to work by investing in greater public transport and parking, and building more office space (State of Western Australia 2011). In the third issue, the majority of people are expected to get to work by public transport in Lake Burley Griffin rather than the use of personal car. The suggested strategies include increasing residential densities within two kilometres of employment, promote frequency of using buses through the dedicated bus ways that promote travel time to those using buses, construct bike paths and promote continuity and safety of pedestrian path network (Gurran 2007). The number of inbound buses is targeted to reach 50 percent on non-congestible dedicated bus routes. Eighty percent of these buses are expected to service the residential and employment growth. It is suggested that bus lanes should be constructed along the Belconnen Way/Barry Drive to the City. Interchange should be constructed to finish the Belconnen to City public transport corridor. Bus lanes should also be constructed along the Northbourne Avenue that link into the available bus lanes on Flemington Road and finish the Gungahlin to City corridor. Bus priority should also be constructed in Canberra Avenue. A bus station should also be constructed at City West, where the incoming buses that enter the city centre through South Canberra can drop passengers off and pick them up (ACT Government 2010). To address the issue concerning the external building entrances along the safe routes, it is recommended that the areas that have been removed from safe routes should have a minimum clear glazing of the windows at the street level. The individual entrances that serve small tenancies should be highlighted. Signage policies should be implemented that are consistent. Additionally, the surrounding architectural realm design should be complemented (State of Western Australia 2011). To address the issue concerning the doubling of publicly accessible parking spaces in Canberra City, it is recommended that long-term locations for public parking should be finalised. Additionally, indicative urban design guidelines should be created to address issues of vehicle entry, pedestrian movement, and entry/egress (Fisher & Weirick 2013). Areas that are economically viable, and which generate day-and nighttime use should be concentrated. The park and cycle, and park and ride areas accessible directly from the arterial roads should be secured to ensure the city routes, such as Belconnen to City are non-congestible. Conclusion Canberra is a developed, as well as a growing city. The plan directs future growth to four critical development areas, namely sufficient housing development, sufficient business development, greater redevelopment of opportunities in the city centre and effective urban transportation. The number of people expected to live in Canberra City by 2030 is expected to double to around 670,000. The total employment in Canberra is also expected to double. Lastly, the number of inbound buses is also expected to increase by percent on non-congestible dedicated bus routes. The suggested strategies include converting under-used office sites for building residential facilities, cut reliance on cars; where by majority of the city residents would go to work by public transportation, increase housing and business units by 50 percent, increase the publicly accessible parking lots available throughout the week by 50 percent, offer non-congestible bus lanes for some 50 percent of the inbound buses, and lastly, achieve improvement of road network that ensures predictable traffic performance and promote economic benefits. 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