116 rokeby street, collingwood · 2020. 12. 18. · 6. draft_ planning report - 116 rokeby street,...

116 ROKEBY STREET, COLLINGWOOD Planning Report

Prepared for

FIGUREHEAD GROUP (OTEB PTY LTD) 22 October 2020

URBIS 6. DRAFT_ PLANNING REPORT - 116 ROKEBY STREET, COLLINGWOOD V1.DOCX EXECUTIVE SUMMARY 1

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2 EXECUTIVE SUMMARY

URBIS 6. DRAFT_ PLANNING REPORT - 116 ROKEBY STREET, COLLINGWOOD

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CONTENTS

Executive Summary .......................................................................................................................................... 5

1. Introduction ....................................................................................................................................... 6

2. Site and Surrounds ........................................................................................................................... 7 2.1. Subject site .......................................................................................................................... 7 2.2. Immediate Interfaces .........................................................................................................10

2.2.1. Northern Interface ...............................................................................................10 2.2.2. Eastern Interface ................................................................................................13 2.2.3. Southern Interface ..............................................................................................14 2.2.4. Western Interface ...............................................................................................15

2.3. The Broader Area ..............................................................................................................19

3. Proposal ...........................................................................................................................................23 3.1. Built Form ...........................................................................................................................23 3.2. Landscaping .......................................................................................................................24 3.3. Vehicle Access and Parking ..............................................................................................25 3.4. Waste Management ...........................................................................................................25

4. Planning Considerations ................................................................................................................26 4.1. Strategic Support for the development ..............................................................................26 4.2. mix of uses .........................................................................................................................26 4.3. Built Form & Design ...........................................................................................................27

4.3.1. Street wall ...........................................................................................................27 4.3.2. Upper Levels ......................................................................................................28 4.3.3. Public Realm ......................................................................................................31

4.4. Landscaping .......................................................................................................................32 4.5. Buidling Amenity ................................................................................................................33 4.6. Amenity Impacts ................................................................................................................34 4.7. Environmentally Sustainable Design .................................................................................34

Climate Active ....................................................................................................................36 WELL Rating ......................................................................................................................36

4.8. Vehicular Access, Bicycles and Loading Requirements ....................................................36 4.8.1. Car Parking Provision .........................................................................................36 4.8.2. Bicycle Parking Provision ...................................................................................37 4.8.3. Green Travel Plan ..............................................................................................37 4.8.4. Car Parking Layout and Access Arrangement ...................................................38 Accessways .......................................................................................................................38 Car Parking Spaces ...........................................................................................................38 Loading ..............................................................................................................................39 Traffic .................................................................................................................................39

4.9. Waste Management ...........................................................................................................39

5. Conclusion .......................................................................................................................................40

6. Disclaimer ........................................................................................................................................41

Appendix A Planning Policy Framework ............................................................................................42 Plan Melbourne .................................................................................................................................43 Planning Policy Framework ...............................................................................................................43 Local Planning Policy Framework .....................................................................................................44 Yarra Spatial Economic and Employment Strategy (SEES) August 2018........................................45 Zone ..................................................................................................................................................45

Commercial 2 Zone ............................................................................................................45 Overlays ............................................................................................................................................47

Design and Development Overlay – Schedule 11 (Gipps Precinct) ..................................47 General And Particular Provisions ....................................................................................................49

Clause 52.06 – Car Parking ...............................................................................................49


Clause 52.34 – Bicycle Facilities .......................................................................................49 Clause 53.18 – Stormwater Management in Urban Development ....................................49 Clause 65 - Decision Guidelines ........................................................................................49

No table of contents entries found. FIGURES Figure 1 No. 71-93 Gipps Street (render of development under construction) ....................................... 13 Figure 2 Render of Approved Development at No. 23-45 Waterloo Road (PLN18/0844), located at the intersection of Langridge and Rokeby Streets .................................................................................... 15 Figure 3 Approved Developments at Nos. 89 & 91 Rokeby Street (PLN18/0158 and PLN19/0707 respectively) ................................................................................................................................................... 17 Figure 4 Render of the approved development at No. 36-52 Wellington Street ...................................... 18 Figure 5 Render of the development under construction at No. 1-57 Wellington Street and No. 71-77 Victoria Parade .................................................................................................................................... 19 Figure 6 Renders of the proposal from the west and north ...................................................................... 24 Figure 7 Renders of the rooftop terrace ...................................................................................................... 24 Figure 8 Ground Plane Access Diagram ..................................................................................................... 25 Figure 9 Variation between daytime (left) and night-time access (right) ................................................. 27 Figure 10 Render of the podium .................................................................................................................. 28 Figure 11 Effect of light and shadow due to the depth of the fins ........................................................... 29 Figure 12 Fine grain detailing of the southern boundary .......................................................................... 30 Figure 13 Variation in massing and form, when viewed “in the round” .................................................. 30 Figure 14 Render of Street Entry ................................................................................................................. 32 Figure 15 Internal Courtyard landscaping .................................................................................................. 32 Figure 16 Render of Podium Planting ......................................................................................................... 33 Figure 17 Internal areas of the podium ....................................................................................................... 33 Figure 18 Ground floor internal areas ......................................................................................................... 34 Figure 19 ESD Strategy ................................................................................................................................. 35 PICTURES Picture 1 The subject site ............................................................................................................................... 7 Picture 2 No. 118 Rokeby Street and the eastern side of Rokeby Street with the subject site visible .............................................................................................................................................................. 11 Picture 3 No. 51-55 Gipps Street (Glasshouse Hotel, currently occupied by Le Bon Ton) ................... 11 Picture 4 No. 23-25 Gipps Street .................................................................................................................. 12 Picture 5 View along Gipps Street ............................................................................................................... 12 Picture 6 No. 99 and 105 Rupert Street (to the left) .................................................................................... 14 Picture 7 Rupert Street looking southwards (No. 99 Rupert Street is visible to the right) .................... 14 Picture 8 Render of the approved development at No. 81-89 Rupert Street ........................................... 14 Picture 9 No. 114 Rokeby Street and the eastern side of Rokeby Street ................................................. 15 Picture 10 Rear car park associated with No. 23- 25 Gipps Street ........................................................... 16 Picture 11 No. 36-54 Glasshouse Road and No. 121 Rokeby Street. The car park area of No. 23-25 Gipps Street is visible to the right .......................................................................................................... 16 Picture 12 The eastern side of Wellington Street with No. 36-52 Wellington Street, Collingwood, No. 2-16 Northumberland and No. 51 Langridge Street visible ................................................................ 17 Picture 13 Western side of Wellington Street with No. 61 – 71 Wellington Street and No. 37 – 39 Langridge Street in the background. Other higher density buildings are visible in the background .................................................................................................................................................... 18 TABLES

4 EXECUTIVE SUMMARY


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Table 1 – Surrounding Developments ......................................................................................................... 19 MAPS Map 1 Site Aerial .............................................................................................................................................. 8 Map 2 Site Location ......................................................................................................................................... 9 Map 3 Surrounding Developments – Approved, Under Construction or Constructed .......................... 21 Map 4 Activity Centres and Public Transport ............................................................................................. 22 Map 5 Zoning Map ......................................................................................................................................... 46 Map 6 Design and Development Overlay – Schedule 11 ........................................................................... 48 CHARTS No table of figures entries found.


EXECUTIVE SUMMARY This report has been prepared on behalf of Figurehead (OTEB Pty Ltd) in support of a planning permit application at No. 116 Rokeby Street, Collingwood. This application seeks approval for the development of an 11-storey office building with ground floor food and drinks premises with two levels of basement car parking.

The subject site is located in the Commercial 2 Zone and in the Design and Development Overlay, Schedule 11.

The proposal seeks approval for the following permit requirements:

▪ Construct a building or construct or carry out works in the Commercial 2 Zone (Clause 34.02-4)

▪ Use of the land for ‘Food and Drinks Premises’ in the Commercial 2 Zone (Clause 34.02-1)

▪ Construct or carry out works under Schedule 11 to the Design and Development Overlay (Clause 43.02-2)

▪ Reduce the number of car parking spaces required under Clause 52.06-5 (Clause 52.06-3)

The key elements of this proposal are:

▪ Construct an 11-storey, mixed-use building, with ground floor, food and drinks premises, over two levels of basement car parking. Vehicular access will be via Rokeby Street

▪ Excellence in Environmentally Sustainable Design

▪ An exemplar, architectural design, incorporating an articulated, robust form which creates interest and variety in the streetscape

Given the location and size of the subject site, increased density and built form is consistent with the relevant State and Local Planning Policies and with the emerging character of the area.

DDO11 outlines several built form requirements that should be met in order to facilitate increased development. Section 4 outlines how the proposal meets this guidance.

Consideration of the proposed developments impacts on the surrounding area and its consistency with State and Local Planning Policies is discussed in Section 4.

6 INTRODUCTION


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1. INTRODUCTION Urbis acts on behalf of Figurehead (OTEB Pty Ltd) with respect to their proposal for the land at No. 116 Rokeby Street, Collingwood.

The proposal is a high quality, mixed-use development which will contribute to the vibrancy of the Gipps Street Industrial Precinct by providing office and a complementary commercial use in an inner-city location.

The development integrates a major focus on amenity for future employees through excellent access to daylight and greenery, and a green building design. The proposed development offers a unique opportunity to deliver office space with excellent energy performance and user experience.

This report addresses the planning merits of the proposal and its consistency with the relevant planning controls and policies of the Yarra Planning Scheme. This proposal has been informed by a wide range of specialist property and development disciplines.

The planning report is supported by the following:

▪ Certificates of Title

▪ MPL Certificate

▪ Design Statement, prepared by Carr Architecture

▪ Architectural Package, prepared by Carr Architecture

▪ Landscape Package, prepared by Eckersley Garden Architecture

▪ Transport Impact Assessment, prepared by Traffix

▪ Green Travel Plan, prepared by Traffix

▪ Waste Management Plan, prepared by Ratio Consultants

▪ Wind Report, prepared by MEL Consultants

▪ Sustainable Management Plan and Water Sensitive Urban Design Response prepared by Arup

▪ Services Memo, provided by Arup

▪ Letters of Support from adjoining land owners

URBIS 6. DRAFT_ PLANNING REPORT - 116 ROKEBY STREET, COLLINGWOOD V1.DOCX SITE AND SURROUNDS 7

2. SITE AND SURROUNDS 2.1. SUBJECT SITE The subject site, formally known as Lot 2 on Plan of Subdivision 825800R, is located on the eastern side of Rokeby Street, on a rectangular allotment measuring 17.67m to Rokeby Street, for a length of 34.76m, resulting in a total area of approximately 2,959 sqm. The site was previously used for industrial activities (welding).

It is currently occupied by a single storey brick warehouse constructed to all title boundaries with a steeply pitched roof. A single crossover is located in the northern and southern ends of the property, where existing roller doors face the street. The built form fronts a narrow footpath, with Rokeby Street being one-way street (in a south-ward direction from Gipps Street) and on-street car parking along the eastern side of the street, in front of the property.

The site is located approximately 50m to the south of Gipps Street.

Picture 1 The subject site

8 SITE AND SURROUNDS


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Map 1 Site Aerial


Map 2 Site Location



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2.2. IMMEDIATE INTERFACES 2.2.1. Northern Interface A warehouse building similar in appearance and construction as the subject site shares the title boundary to the north at No. 118 Rokeby Street. It was most recently occupied by a furniture store, Neel Dey Furniture, however, is now vacant. Access to the site is provided by a crossover to the north and south of the property where two roller doors front the street, similar to the existing building on the subject site. Beyond this, orientated to the north, is No. 47-53 Gipps Street, and is occupied by a restaurant, Le Bon Ton. The existing building is known as the ‘Glasshouse Hotel’ and is classified as ‘individually significant’ as part of a site-specific Heritage Overlay – Schedule 103 (HO103). The eastern portion of the site is an empty lot used for car parking. Built form along Gipps Street is predominantly commercial and industrial buildings, typically built along the street frontage, except for car parking areas. Some residential buildings are interspersed within the streetscape, with Victorian-era terraces on the northern side. Buildings have glazing at ground level, are generally between single to four storeys in height and constructed with render and brick. In terms of traffic, Gipps Street operates with one lane for vehicles and another for bikes in each direction with parking and large street trees on both sides of the street. Gipps Street is a major municipal road and carries a significant portion of the commuter traffic. Wellington Street further to the west has also been fitted with ‘Copenhagen’- style bicycle lanes, which carry high volumes of cyclists that feed into the Gipps Street bike dedicated lanes. Beyond this, further north, there are a mixture of single and double storey commercial buildings, typically built along the street frontage with glazing at ground level. Some also have vehicular access. A residential area is located to the north of the Gipps Street Industrial Precinct. Of note, recent approvals include: ▪ No. 48-50 Gipps Street, Planning Permit PLN18/0902 was recently approved on this site for the

construction of a six-storey office building and a reduction in the car parking requirement associated with the proposed office use.

▪ No. 71-93 Gipps Street is a six to eleven storey commercial building currently under construction. This building comprises a four and six storey street wall height and is broken up into three components with varied materials and levels of articulation.

▪ At the western intersection of Gipps and Rokeby Street, No. 23-25 Gipps Street is a four-storey office building. Planning Permit PLN19/0109 has been issued for two additional levels (total of six) towards the rear.

Proposed developments currently awaiting decision with Council include: ▪ At the intersection of Wellington and Gipps Streets, (PLN19/0719) is an application for two, 15 storey

buildings used as offices and a residential hotel.

▪ To the north-east at No. 63-67 Gipps Street, a 10-storey mixed use development (PLN20/0414) is currently awaiting decision.


Picture 2 No. 118 Rokeby Street and the eastern side of Rokeby Street with the subject site visible

Picture 3 No. 51-55 Gipps Street (Glasshouse Hotel, currently occupied by Le Bon Ton)



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Picture 4 No. 23-25 Gipps Street

Picture 5 View along Gipps Street


Figure 1 No. 71-93 Gipps Street (render of development under construction) 2.2.2. Eastern Interface Immediately east are the rear of properties at Nos. 99 and 105 Rupert Street. Both are constructed to the side and rear boundaries. They are occupied by Snowflake Laundry and Linen Services, and Goldfield Group respectively. Similarly, to Rokeby Street, Rupert Street is a one-way street with traffic heading in a southerly direction from Gipps Street with car parking along the eastern side. Further east is a mixture of commercial uses such as warehouses and offices with buildings generally being low scale and built to title boundaries except for ground floor, car parking areas. Render and brick are the predominant materials. To the south-east at No. 81-89 Rupert Street, a 13 storey building (‘Walk Up Village’) was recently approved by the Minister for Planning under a site-specific amendment (C283yara) which amended the Schedule to Clause 45.12 ‘Specific Controls Overlay’ and applied SCO13 and the Incorporated Document ‘Walk Up Village, 81-89 Rupert Street, Collingwood – August 2020’ to the land at 81-89 Rupert Street, Collingwood. Beyond this, 260m to the east of the subject site is Hoddle Street which is a major arterial road. It is a Category 1 Road Zone which has five lanes in either direction and provides a connection between the northern and south-eastern suburbs of Melbourne.



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Picture 6 No. 99 and 105 Rupert Street (to the left)

Picture 7 Rupert Street looking southwards (No. 99 Rupert Street is visible to the right)

Picture 8 Render of the approved development at No. 81-89 Rupert Street

2.2.3. Southern Interface To the south of the subject site is No. 114 Rokeby Street, which is occupied by a single storey building constructed to all title boundaries, with two, roller doors providing access. It was previously used as a renovation supplies store. Further south, the street is characterised by older, single and double storey warehouse buildings, predominantly brick in materiality. Car parking spaces are including on-street car parking, crossovers and ground floor parking spaces. These elements dominate the existing streetscape along Rokeby Street. Beyond these, is Langridge Street, which is similar to Gipps Street in terms of its built form and traffic. Buildings are typically commercial in nature, built to the street frontage with glazing and car parking at ground level, and generally single to four storeys in height. At the intersection of Langridge and Rokeby Streets is an existing car parking area with single storey warehouses, where two planning permits were issued at No. 60-72 Langridge Street (PLN18/0643), and No. 23-45 Waterloo Road (PLN18/0844) for a residential hotel and two office buildings respectively. Heights range between seven and nine storeys.


Picture 9 No. 114 Rokeby Street and the eastern side of Rokeby Street

Figure 2 Render of Approved Development at No. 23-45 Waterloo Road (PLN18/0844), located at the intersection of Langridge and Rokeby Streets 2.2.4. Western Interface Directly to the west is the rear car parking area associated with No. 23-25 Gipps Street. The rear of the site consists of a generous car parking area at ground floor with access from Rokeby Street via a double width crossover, located opposite the subject site. A ramp leads to a second car parking area on the rooftop of the single storey building to the north of the ground floor car park. To the south-west, are a row of double storey, brick buildings at No. 36-54 Glasshouse Road and No. 121 Rokeby Street that are comprised of offices, occupied by various businesses. These buildings have frontage to Glasshouse Road to the south and their primary frontage is to the aforementioned car park to the north. These businesses utilise the ground floor parking area. No. 36-54 Glasshouse Road and No. 121 Rokeby Street, known as the former United Tannery & Boot Factory, is within the Heritage Overlay (HO131) and is classified as being ‘individually significant’. Along the western side of Rokeby Street, a recent approval has been granted at No. 91 Rokeby Street (PLN19/0707), for a six-storey office building with a five-storey street wall. Directly to its south, at No. 89 Rokeby Street, a five-storey office building has been approved under planning permit PLN18/0158 with no setbacks provided to the front boundary. A current amendment in with Council for an additional two levels above this. No decision had been made at the time of this report.



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Beyond these, to the west is Wellington Street, which contains a lane of traffic in either direction, ‘Copenhagen-style’ bike lanes and parking along the eastern side. Wellington Street has undergone significant intensification in the last few years. Existing built form is a mixture of older, two to four storey robust buildings interspersed with recently constructed higher-density buildings, generally up to 13 office levels or 17 residential. Under-construction or completed developments that are currently visible in the immediate area include the Yorkshire Brewery re-development at No.1-21 Robert Street, comprising four main buildings, with the tallest rising to a maximum 17 storeys high, located to the south-west of the subject site. The western side of Wellington Street has also experienced substantial growth and a shift toward a more residential focus, encouraged by the Mixed Use Zone. One and two storey buildings are being replaced with 6 to 14 storey buildings. In terms of the eastern side of Wellington Street, an 11-storey office building at No. 51 Langridge Street located 250m to the south-west was recently completed. To its south is a 13-storey office development at No. 2-16 Northumberland Street, Collingwood, nearing completion. Towards Victoria Parade, a 15-storey office building was recently approved by the Minister for Planning at No. 36-52 Wellington Street, Collingwood.

Picture 10 Rear car park associated with No. 23- 25 Gipps Street

Picture 11 No. 36-54 Glasshouse Road and No. 121 Rokeby Street. The car park area of No. 23-25 Gipps Street is visible to the right


Figure 3 Approved Developments at Nos. 89 & 91 Rokeby Street (PLN18/0158 and PLN19/0707 respectively)

Picture 12 The eastern side of Wellington Street with No. 36-52 Wellington Street, Collingwood, No. 2-16 Northumberland and No. 51 Langridge Street visible



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Picture 13 Western side of Wellington Street with No. 61 – 71 Wellington Street and No. 37 – 39 Langridge Street in the background. Other higher density buildings are visible in the background

Figure 4 Render of the approved development at No. 36-52 Wellington Street Source: Yarra City Council IDAC Report dated 11 March 2017


Figure 5 Render of the development under construction at No. 1-57 Wellington Street and No. 71-77 Victoria Parade Source: Yarra City Council IDAC Report dated 11 March 2017 2.3. THE BROADER AREA The site is within an area which is seeing a significant transformation from the existing context, where low scale industrial and warehouse buildings are being replaced with residential, commercial and mixed-use buildings of up to 17-storeys in height. The immediately surrounding area is historically focused around manufacturing, warehouse and light industry. The site is located approximately 420m east of Smith Street which is a designated Major Activity Centre (MAC). The MAC has a local and regional role, including retail, entertainment and service functions. The MAC and its broader context are undergoing substantial change with higher density developments being constructed. The area between Smith Street and the western side of Wellington Street has experienced considerable growth and a shift toward a more residential focus. With the exception of recent construction, the built form character within the Commercial 2 Zone is generally quite robust, between one and four storeys and built to all boundaries. The area typically has high site coverage, high on-boundary walls and low levels of permeable surfaces. There are also a number of large car parks visible in the surrounds. However, as already indicated, the surrounding context is in a period of transition as taller developments are approved and constructed. Materials typical of the area include glazing, metal cladding, brick and render. In terms of traffic, Wellington, Gipps and Langridge Streets are major municipal roads and carry the majority of the commuter traffic. ‘Copenhagen’ bicycle lanes are located along Wellington Street which carry high volumes of cyclists that feed into streets such as Langridge and Gipps Streets that also have dedicated bike lanes. The site is proximate to a variety of public transport connections including tram routes along Smith Street and Victoria Parade and bus routes along Hoddle and Johnston Streets. North Richmond and Collingwood train stations beyond Hoddle Street to the south-east and north-east of the site respectively. Other than the services and amenities within Smith Street, the site is 650meast of the Gertrude Street Neighbourhood Activity Centre (NAC) and 625m south of the Johnston Street NAC. Notable recent approvals and constructions are summarised in the table below. Table 1 – Surrounding Developments

Permit No Address Storeys Status

PLN11/0750 Nos. 1-21 Robert Street (Yorkshire Brewery)

17 Constructed

PLN13/0103 No. 195 Wellington Street 9 Constructed



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PLN14/0739 Nos. 109-111 Wellington Street (47 Peel Street)

10 Constructed

PLN15/0641 Nos. 61-71 Wellington Street

14 Constructed


9 Constructed

PLN16/0435 2-16 Northumberland Street 5 & 13 Under Construction

PLN16/0922 Nos. 1-57 Wellington Street 11 Under construction

PLN16/1150 Nos. 71-93 Gipps Street 11 Under construction

PLN17/0332 No. 51 Langridge Street 11 Constructed

PLN17/0512 No. 93 Wellington Street 11 Approved

PLN17/0540 No. 61 – 75 Langridge Street and 16 Glasgow Street

7 Approved

PLN17/1059 No. 33 Peel Street 8 Approved

PLN18/0158 No. 89 Rokeby Street 5 Approved


9 Approved

PLN18/0643 No. 60 – 72 Langridge Street

9 Approved

PLN18/0844 No. 23 – 45 Waterloo Road 7 & 9 Approved

PLN18/0902 Nos. 48-50 Gipps Street 6 Approved

PLN19/0109 Nos. 23-25 Gipps Street 6 Approved


15 Approved

PLN19/0570

No. 81-89 Rupert Street (Walk Up Village)

13 Approved

PLN19/0707 No. 91 Rokeby Street 6 Approved


Map 3 Surrounding Developments – Approved, Under Construction or Constructed



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Map 4 Activity Centres and Public Transport

URBIS 6. DRAFT_ PLANNING REPORT - 116 ROKEBY STREET, COLLINGWOOD V1.DOCX PROPOSAL 23

3. PROPOSAL The proposal is for the use and development of the land for the construction of an 11-storey, office development with ground floor food and drinks premises, and two levels of basement car parking.

Planning approval is sought for the following:

▪ Construct a building or construct or carry out works in the Commercial 2 Zone (Clause 34.02-4)

▪ Use of the land for ‘food and drinks premises’ premises in the Commercial 2 Zone (Clause 34.02-1)

▪ Construct or carry out works under Schedule 11 to the Design and Development Overlay (Clause 43.02-2)

▪ Reduce the number of car parking spaces required under Clause 52.06-5 (Clause 52.06-3)

A summary of the applicable State and Local Planning Policies, Zone, Overlays and Particular Provisions are is found at Appendix A.

The key features of the proposal are summarised as follows:

3.1. BUILT FORM The proposed development comprises full demolition of the existing building on-site and construction of an 11-storey commercial development with two levels of basement.

The proposed building features a high quality, contemporary design which will positively contribute to the streetscape of Rokeby Street as well as the character and amenity of the wider area.

The proposed building includes a four-storey, podium constructed using concrete angled fins, alternated with operable windows to provide for a permeable pattern to create visual interest in the streetscape. Above this, the proposal continues to provide vertically orientated angled fins to the street and eastern interface, juxtaposed with the northern elevation, which is constructed with a glazed, double skin façade with fine-grain galvanised steel expressed horizontally. A simple, lightweight covering is providing to the roof terrace on Level 10.

The key features of the building are summarised as follows:

▪ An overall building height of approximately 42.7m (11 storeys), with an additional 1.2m for the lift core and a street wall height of 16.1m, with a 1m high balustrade (four storeys)

▪ Setbacks above the street wall and eastern boundary, of at least 3.775m with angled fins projecting 0.75m into this setback area

▪ Along the northern boundary, the external skin of the façade is setback 3m, whilst sitting behind, the glazed façade is setback a further 1.11m

▪ Ground floor, food and drinks premises (122sqm)

▪ Ground floor, multi-purpose, communal 60sqm internal courtyard along the northern boundary

▪ A lobby area proposed facing Rokeby Street with the building entry via a highly glazed entrance and services integrated into the façade. The ground floor is setback up to 2m in distance, resulting in a widened building entrance from Rokeby Street

▪ Office floor area of 3,165sqm (NLA)

▪ Lightcourts along the northern and eastern boundaries within the podium to provide for daylight within the lower levels

▪ Terraces located on the first and fourth floors providing breakout areas for staff

▪ A roof terrace proposed on Level 10, allowing for a partly covered area with services along the eastern side

24 PROPOSAL


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Figure 6 Renders of the proposal from the west and north Source: Carr Architecture

Figure 7 Renders of the rooftop terrace Source: Carr Architecture

3.2. LANDSCAPING Landscaping is proposed to be provided around the development as follows:

▪ Landscaping at ground floor within the northern and eastern courtyards

▪ Green wall along the northern boundary

URBIS 6. DRAFT_ PLANNING REPORT - 116 ROKEBY STREET, COLLINGWOOD V1.DOCX PROPOSAL 25

▪ Landscaping (including trees) provided within planters along the edges of the terraces at first and fourth floors and within the roof terrace

▪ Two new street trees proposed on the footpath

3.3. VEHICLE ACCESS AND PARKING Access and parking arrangements for the site are summarised as follows:

▪ A total of 20 car parking spaces and four motorbike spaces will be provided over two basement levels

▪ Vehicle access will be via a car lift, accessed from Rokeby Street

▪ A total of 28 bicycle parking spaces are provided, with 21 spaces allocated to employees, and seven spaces for visitors, within a separate secure storage area accessible from the lobby area. Bicycle parking is in the form of a CORA Parking System, with an adjacent bicycle repair station

▪ End-of-trip facilities are provided adjacent to the bike store and are accessed via the lobby area. This area includes six showers, 52 lockers and 1 DDA toilet

3.4. WASTE MANAGEMENT The waste management arrangements for the site are detailed in the enclosed Waste Management Plan and are summarised as follows:

▪ Waste shall be stored within the development (hidden from external view).

▪ A bin storage area is located on the ground level, along the southern side, with a total of seven bins and a dedicated hard waste/e-waste area

▪ Users shall dispose sorted waste into shared collection bins

▪ A private contractor shall provide waste collection services

▪ Waste shall be collected via Rokeby Street via the existing on-street loading bay. The collection contractor shall transfer bins between the Bin Store and the private collection vehicle.

Figure 8 Ground Plane Access Diagram Source: Carr Architecture

26 PLANNING CONSIDERATIONS


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4. PLANNING CONSIDERATIONS 4.1. STRATEGIC SUPPORT FOR THE DEVELOPMENT The proposed development is afforded strong strategic support at the State and Local policy level. The site is within an area where more intensive development and a mix of industrial and commercial uses are encouraged, as identified in the Local policy of the Yarra Planning Scheme. This is signified by the significant changes in the built form of the Collingwood area, where numerous higher-density developments have been approved in recent years or are under construction within the immediate area.

The metropolitan planning strategy, Plan Melbourne seeks to create 20-minute neighbourhoods, where people can access most of their everyday needs and places of employment within a 20-minute walk, cycle or via public transport. These neighbourhoods must be safe, accessible and well connected for pedestrians and cyclists. The proposal facilitates this by locating a high-quality office development within walking distance to the Smith Street Major Activity Centre, where a number of services, employment opportunities and facilities can be easily accessed. Additionally, the site is within proximity to residential zoned land which provides opportunities for future employees to live close to their workplace. The surrounding land is located within the Commercial 2 Zone (C2Z), which specifically encourages office, retail and associated commercial uses. Moreover, the subject site is located within the Gipps Street Industrial Precinct. The proposal complies with the strategic direction outlined for this Precinct by continuing the commercial use of the site in a more intensive form, in order to facilitate greater employment opportunities in the area. The proposal will support economic opportunities in a highly accessible, service-rich area. State and Local policies (such as Clauses 11.03-1R and 18.01-1S) encourage the concentration of development near activity centres and more intensive development on sites well connected to public transport. Clause 21.04-3 seeks to increase the number and diversity of employment opportunities, specifically identifying service industries as an area where opportunities have been created whereas traditional manufacturing businesses have seen significant decline in these inner-city areas. The proposed office development directly responds to these policies. This outcome is further supported by Council’s adopted documents, the Gipps Street Local Area Plan and the Spatial Economic and Employment Strategy (SEES) which aim to promote the Gipps Street area, and in particular, land with the C2Z as major employment precincts where larger office developments are encouraged. The proposed food and drink use will further benefit and activate the surrounding context by providing associated services to employees. The SEES outlines that the Gipps Street area has significant floor space capacity and is “an important source of employment capacity into the future”. Having regard to the above, the proposed redevelopment of the site for an office building with ground floor food and drink premises is considered to have strong strategic planning support. A summary of the applicable State and Local Planning Policies, Zone, Overlays and Particular Provisions are at Appendix A.

4.2. MIX OF USES The proposal is largely an office development, however, includes a ground floor food and drinks premises (permit required).

Approximately 3,165sqm of office space is located within the nine levels above and an additional communal roof terrace above. Primary pedestrian access to the office building will be via the ground floor lobby area, with the food and drinks premises also directly accessed via Rokeby Street. The central lobby area provides access to the rear end-of-trip-facilities (EOTF). Vehicle access will be via the crossover in the southern portion of the site. The vehicle access arrangements are discussed further at Section 4.8.

Importantly, the ground floor includes a 60sqm courtyard, which will be used by office staff during the day, whilst at night, the food and drinks premises will use it as part of their tenancy at night. This can be internally managed through signage and a swipe security system, with office staff only being able to access this area during the day.

The mix of uses proposed in this development responds to key policy requirements of the Yarra Planning Scheme. The site is located within an employment cluster which is of importance not only to the municipality,

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but also to the broader metropolitan region given its capacity for change and connections to other Activity Centres, residential areas and public transport. The area supports a growing employment base, and the proposed uses will add to this. Significantly, the proposed food and drinks premises will provide an opportunity for employees of surrounding businesses and from within the development to purchase food and drinks at a nearby location.

Figure 9 Variation between daytime (left) and night-time access (right) Source: Carr Architecture 4.3. BUILT FORM & DESIGN We submit that the proposed development is of a high-quality architectural standard which responds appropriately to the preferred industrial character of the area as outlined within the Yarra Planning Scheme. In particular, the Design and Development Overlay – Schedule 11 (DDO11) outlines several buildings and works requirements which apply to new developments. The application of these policies is discussed below.

4.3.1. Street wall The preferred future character of the area as outlined within Schedule 11 of the DDO is of street facades built to a height of up to 3-4 storeys, with the proposed development complying with this. The proposed four storey street wall is commensurate to existing buildings in the area and approved office buildings. This ensures it fits within both the existing and preferred character of the surrounds.

Within the surrounding area existing buildings are between one and four storeys in height, and typically built to the street frontage. Recent approvals in the area will result in a varied podium character visible in the surrounds, and in particular along Rokeby Street. To the south of the site, Council have approved developments with five storey street walls, with up to seven storeys approved further to the south, at the intersection with Langridge Street. The proposal not only complies with the preferred height within the DDO but will also comfortably fit within the future street wall height character. The 3m setback of the levels above ensure that the podium is the prominent element in the streetscape.



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In terms of detailing and materials, the podium will be constructed with operable glazing interspersed with angled concrete fins facing the street. This will provide a variation in the façade and visibility to the internal areas of the offices. The ability to see staff moving between the angled fins will add activity to the street and their depth will allow for a variation in light and shadow throughout the day. The level of detail and modulation of the angled fins, interspersed with the glazing, provides a finer grain and more ‘human scale’ that will provide visual interest. This responds to the inherent industrial character of the precinct which achieves the objectives within Schedule 11 of the DDO.

Figure 10 Render of the podium Source: Carr Architecture 4.3.2. Upper Levels The building height and setback requirements of DDO11 state that development above four storeys should demonstrate a high standard of architectural design and minimise overshadowing of adjoining streets, private property and public spaces. Clause 21.05-3 encourages flexibility in built forms in non-residential areas with a course urban grain. The proposed building will reach a maximum height of 42.7m (11 storeys) with an additional 1.2m to the top of the lift overrun. The proposed building height is commensurate with the emerging character of the Gipps Street Industrial Precinct as an employment precinct and with the approvals of up to 13 storeys nearby. This includes lots directly to the south-east where a 13-storey building was recently approved at No. 81-89 Rupert Street. We acknowledge that compared to existing conditions, the development will be taller, however over time, as approved developments are constructed, this building will form part of this established emerging character.

In addition to building height and setback considerations in the DDO11, Clause 22.10-3.3 sets out the local policy in regard to ‘setbacks and building height’. The relevant design objective is “to ensure that the height of new development is appropriate to the context of the area (as identified in the Site Analysis Plan and Design Response) and respects the prevailing pattern of heights of the area where this is a positive contribution to neighbourhood character”. The design guidelines at this clause suggest the use of massing or articulation, or changes of surface treatment, or a combination of these to relate taller buildings to the scale of their surrounds and to diminish bulk. The policy also contemplates that the overall height of new development may exceed the prevailing building height of the area if the site does not cause off-site impacts. We respectfully submit that the proposal has complied with this policy guidance and warrants support.


Design excellence has underpinned the process with Carr Architecture designing an exemplar building which has carefully considered the immediate and broader context. This include materials and design elements that reflect the typical industrial warehouse character of Collingwood whilst providing a wholly modern interpretation that adds and revitalises the future context.

The vertical rhythm of the angled fins builds on the existing fine grain industrial nature of the area and will provide articulation and modulation. Similarly, with the podium, the depth of the fins in the upper levels creates a shadowing effect throughout the day, particularly when combined with the recess formed by the vertical banding in each floor. The robustness of the concrete angled fins is juxtaposed with the lightweight, and transparent nature of the northern interface, where a mixture of finer grain, galvanised steel framing and double skin glazing has been incorporated. These serve as a contrast to the solidity of the southern boundary wall. This achieves the building design objectives of the DDO11. The materials and finishes can generally be described as a commercial palette and will complement adjacent developments, meeting building design requirements of DDO11. This is also achieved through the hard-edge, and rectilinear form of the building. By providing this visual connection to surrounding built form, this achieves design objectives of the DDO11 ensuring the building design responds to the inherent industrial character of the Precinct.

Figure 11 Effect of light and shadow due to the depth of the fins Source: Carr Architecture Given the dimensions of the site, some on-boundary construction is inevitable, with Carr Architecture ameliorating visual bulk impacts and providing a well resolved design response. This has been achieved by incorporating a row of vertical windows, in addition to the articulation provided by the concrete panelling separation. The use of discrete windows along the stairwell will allow light from the internal areas to be seen, which provides visual relief and interest. A portion of the southern boundary wall will act as a canvas for a local artist to create a 3D mural within the casting of the concrete. The texture and depth further break up the southern boundary wall to create a finer grain detail. These elements ensure that each façade has visual interest and demonstrates that the architecture and form of the building has been considered ‘in the round’ as directed by building design requirements of DDO21 and Clause 15.01-2S.



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Figure 12 Fine grain detailing of the southern boundary Source: Carr Architecture

With regards to the massing, the development incorporates setbacks to its northern, eastern and western boundaries, with at least 3m clear of any built form. This, combined with the visually permeable nature of the development and the variation across each elevation, assists in ameliorating visual bulk impacts and ensures the massing has been well-considered with each component being distinct. The proposal has ensured it provides both a hard-edge, robust response, with finer grain detailing.

Figure 13 Variation in massing and form, when viewed “in the round” Source: Carr Architecture

Rokeby Street is a north-south orientated street and overshadowing is inevitable from a development of this nature. However, given the commercial nature of the area, the impacts on neighbouring properties will not be detrimental. Shadow impacts to the western side of Rokeby Street will occur in the morning however by 11am, the western pedestrian footpath, will be completely clear of shadow. This issue was previously discussed at the Victorian Civil and Administrative Tribunal (VCAT) in relation to an office development and overshadowing of the opposite footpath, Grocon (Northumberland St) Developer Pty Ltd v Yarra CC [2017] VCAT 753. Within that decision, Member Sibonis makes the following remark:

[34] ….According to the shadow diagrams, and the evidence, the overshadowing is confined to the morning hours. By 11.00am the shadow is cast on the pavement itself, meaning that pedestrians will be in sunlight. After this time, the shadow will not affect the footpath. This is a reasonable outcome having regard to the site’s context and we are persuaded that the extent of overshadowing has been minimised. The shadow impact does not justify a reduction in the height of the building…..


In terms of private property, there are no adverse amenity impacts to residential sites due to the surrounding context, however the mixed character of the existing streetscape and the way in which the development responds to surrounding built form allows a higher scale to be supported. The development provides a minimum setback of 3m to the northern and eastern adjoining neighbouring properties above the podium to ensure equitable development in the future. Assuming a development with a similar built form is constructed, it would create a tower separation of at least 6m. Whilst this has not been provided to the southern boundary, this is appropriate as it provides a flush wall for the adjoining site to build up against. Considering that the size of the subject site and the provision of setbacks from the northern and eastern boundaries, this is not considered necessary on this boundary as well. It should be noted that letters of support have been provided by the two southern land owners at Nos. 112 and 114 Rokeby Streets. This meets the preferred future character envisaged within DDO11 which states that taller built form will be set back from property boundaries and spaced to create new interest and variety in building forms.

4.3.3. Public Realm In addition to this consideration in the DDO11, policy at Clauses 15.01-2S and 22.10-3.4 require the design of interfaces between buildings and public spaces to enhance the visual and social experience of the user. The preferred future character outlined within Schedule 11 of the DDO also aims for a vibrant and safe street environment with increased street-orientated development. Design objectives of the DDO are to provide for a pedestrian friendly environment that does not adversely impact on pedestrian and cycling accessibility. Building design requirements are that frontages should be active, attractive and address street activity in its interface design.

Ground floor activation has been incorporated into the building to the fullest capabilities given the site only has one frontage with no rear access, and as such, a number of services and vehicle access must also be located facing the street. In terms of the location of services, where possible, these have been minimised by being located internally or within basements, with the frontage only having a small component. Where there are services facing the street, these have been integrated into the façade. This is also the case with the car lift entrance.

The proposed substation will be located at ground level, in accordance with CitiPower’s specific spatial requirements. As assessed by Arup, it is not viable to locate it in the basement area due to a number of obstacles such as flooding risk, access requirements and building footprint required. Please refer to the Memo prepared by Arup for further detail.

The construction of a modern commercial building with a ground floor lobby, and active tenancy facing out onto the street is a significant improvement to the largely inactive surrounding streetscape which currently presents as blank walls or vehicle access. The proposed ground floor layout has been designed to create a high level of activation that directly engages with the public realm, consistent with DDO11. From the street, it would be anticipated that the view line to the rear courtyard would be visible, with light streaming through. Windows within the podium will allow for enhanced street activation through the increased visibility of the internal areas. Additionally, the proposal includes additional street tree plantings. These ensure the development satisfies public realm and pedestrian spaces policies at clauses 15.01-2S, 18.02-1S and 21.05-2.



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Figure 14 Render of Street Entry Source: Carr Architecture

4.4. LANDSCAPING The proposal incorporates an extensive landscaping and well considered planting schedule. The landscape design aims to enhance the design intent behind the architecture and to help soften the built form externally with vertical greenery, and lush green spaces incorporated within.

Generous landscaped internal courtyards, terraces and balconies will provide a high level of amenity for employees. The public realm surrounding Rokeby Street will be improved with the addition of new street tree plantings.

The planting selection, a mix of native and exotic species have been used extensively throughout the design and seek to improve the biodiversity of the site, while robust and drought tolerant plantings have been selected to minimise water use and maintenance requirements on the upper levels. Where required, shade tolerant and indoor plant species have been incorporated to ensure year-round greenery and the long-term success of all plantings.

Please refer to the Landscape Plan prepared by Eckersley Garden Architecture for further detail.

Figure 15 Internal Courtyard landscaping Source: Eckersley Garden Architecture


Figure 16 Render of Podium Planting Source: Carr Architecture

4.5. BUIDLING AMENITY The proposed buildings have been carefully designed to accommodate for future office and food and drink premise uses. This ground floor frontage features high floor-to-ceiling window glazing with separate entrances for the food and drinks premises and the lobby area which leads to the rear end-of-trip-facilities and office lobby area. The proposed building is intended to be a long term holding for the permit applicant whereby they are intending on retaining ownership and occupying floor space, and as such a whole life cycle approach has been at the core of the design of the building.

The typical office floorplate offers generous space which will allow for optimal direct access to daylight, and convenient access to the lift core and bathrooms. Employees will have access to the landscaped areas within the podium levels, as well as the rooftop communal terrace. This is in addition to the ground floor commercial tenancy and courtyard area. These features provide a high level of internal amenity for future employees. Lightcourts have been included within the podium levels to ensure there is daylight reaching these areas which creates a high-quality internal environment and allows significant landscaping to grow.

Figure 17 Internal areas of the podium Source: Carr Architecture



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Figure 18 Ground floor internal areas Source: Carr Architecture

The interior materiality is inspired by surrounding industrial elements and incorporates raw concrete walls, concrete stairs and steel framed windows. The proposed materials and finishes can generally be described as an industrial/commercial palette that complements the adjacent developments.

The submitted Wind Assessment Report by MEL Consultants confirms that subject to their recommendations being incorporated into the proposal, the terraces will all meet the applicable criteria in terms of wind impacts for users. The site is well serviced to different modes of public transport and other community, commercial and recreational facilities that will make the area a highly desirable place to work and visit. Overall, we submit that the proposed development will provide a high level of internal amenity to future occupants.

4.6. AMENITY IMPACTS The subject site is predominantly surrounded by commercial and industrial uses. The surrounding local character shows a high level of site coverage and boundary-to-boundary development. In this instance, the subject site is completely surrounded by land within the Commercial 2 Zone, thereby reducing the relevance of the residential amenity objectives as there is no direct abuttal with private open spaces or habitable rooms from which amenity can be impacted on in terms of overlooking and overshadowing. Due to surrounding high site coverage of built form and non-sensitive uses, the proposed development will not cause any adverse amenity impacts to the surrounding neighbours by the way of noise, light, odour or traffic movements. It is important to note that the proposed office use does not require a planning permit under the zone.

Letters of support have been provided by the two southern land owners at Nos. 112 and 114 Rokeby Streets with these forming part of this submission.

The submitted Wind Assessment Report by MEL Consultants provides recommendations for wind mitigation to ensure that the development does not result in adverse wind impacts to the surrounding street, and on its terraces. These have been incorporated into the proposed development.

4.7. ENVIRONMENTALLY SUSTAINABLE DESIGN Policy at Clauses 15.01-2S, 21.07 and 22.16 of the Scheme encourage ecologically sustainable development. The overarching objective of Clause 22.17 is that development should achieve best practice in environmentally sustainable development from the design stage through to construction and operation.

Arup have prepared a Sustainable Management Plan (SMP) that demonstrates that the proposed development achieves “Excellence” in environmental design standard. As the SMP outlines, ESD considerations have been a key focus in this development. Sustainable design, construction and performance are all important elements for the project. One of the more clearly visible components, is the incorporation of the double skin façade with horizontal fins to shade glazing and reduce heat gain. The façade strategy has been shaped by ESD goals, namely thermal efficiency through passive design and solar access. The façade design comprises a double skin that acts as insultation while improving the building’s thermal efficiency in both cooler and hotter weather. The subject site is well placed to gain excellent daylight throughout the day mainly due to the north orientation of the building, with approximately 96% of the floor area receiving a good level of daylight on an overcast day.

The proposal is consistent with Yarra City Council’s ambitious Climate Emergency Plan, which includes actions to support the uptake of sustainable transport, zero carbon buildings and efficient operations, reduce


reliance on fossil fuels, street tree planting and the increase of canopy cover to enhance the urban forest.

Figure 19 ESD Strategy Source: Arup The development will incorporate the following key sustainable design initiatives, ensuring compliance with Clause 22.17 of the Yarra Planning Scheme:

▪ BESS Project Score of 77 Percent

▪ All electric building design enabling renewable energy to be procured and remaining emissions from refrigerants offset for Carbon Neutral operation

▪ A rainwater harvesting system with a capacity of 10,000L is proposed for the site to offset potable water demand for irrigation and toilet flushing

▪ High performance glazing and wall insulation

▪ Optimal shading strategy has been deployed for the northern, eastern and western facades to ensure excellent daylight levels, reduce glare and ensure solar shading effectiveness

▪ Double glazing will be applied throughout the development

▪ Electric vehicle charging spaces and Car Share Scheme

▪ A minimum of 30kW of rooftop Solar PV, to be installed above the roof mounted

▪ 15 Percent of the site area will be covered in vegetation, helping to provide ecology and biophilic elements for the staff and local community

The development also meets the Best Practice standard for Urban Stormwater Quality and therefore meets the objectives of Clause 22.16 of the Yarra Planning Scheme.



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Climate Active Carbon Neutral is an emerging term typically used to describe net zero greenhouse gas emissions from operations. Carbon Neutral operations can offer many benefits including cost savings from energy efficiency measures, creating an environmentally conscious reputation, supportive corporate social responsibility targets and differentiating from others in the marketplace.

The development is targeting a Climate Active Carbon Neutral certification in operation for the base building office areas using the NABERS pathway to certification. It is anticipated that with the development’s all electric design, energy efficient approach, intent to procure 100% renewable energy supported by the PV array on the building’s roof and minimal use of refrigerants through a centralised heat pump system, carbon offsets will only be required for the refrigerant use.

This will represent a significant achievement and will demonstrate a best practice approach to Carbon Neutral office operation.

WELL Rating With respect to the WELL Core rating, earning WELL Core Certification verifies the performance of the base building, communicating to tenants a willingness to partner with them in creating a healthy environment for their employees.

Several features will relate to the tenancies and provides health benefits to all occupants regardless of their certification goals whilst also eliminating barriers if they choose to pursue their own WELL Interiors certification. The proposed development is targeting a Gold Rating.

4.8. VEHICULAR ACCESS, BICYCLES AND LOADING REQUIREMENTS 4.8.1. Car Parking Provision The proposed development has a statutory carparking requirement of 98 spaces, pursuant to Table 1 of Clause 52.06 of the Yarra Planning Scheme. The provision of 20 spaces results in a shortfall of 78 spaces, including 75 spaces associated with the office, three spaces for the food and drinks premises. Accordingly, a car parking reduction is required under Clause 52.06-7.

Clause 52.06-7 allows for a reduction in the statutory requirement. However, it must be accompanied by a Car Parking Demand Assessment. The full assessment is in the Traffic Impact Assessment prepared by Traffix Group.

Both State and Local Planning Policy at Clauses 18.02-2S, 21.02-1S and 21.06 discourage facilitating car-based travel by encouraging reduced rates of car parking in locations that are well connected to public transport networks, and where cycling and walking are practical alternatives. Numerous VCAT decisions have affirmed that office uses are most suited to modal shifts to reduce reliance on motor vehicles. Within a 2018 VCAT decision regarding the car parking reduction associated with an office development, KM Tram Enterprise Pty Ltd v Boroondara CC [2018] VCAT 1237, the Tribunal made the following relevant comments: [29] In this context of a change from the ‘business as usual’ approach, I agree with Ms Dunstan that office workers are

prime candidates for a mode change given their commuting patterns of travel to and from work during peak times. This is the time when public transport services run at highest frequencies and when Melbourne’s roads are most congested. The combination of ‘carrot’ and ‘stick’ makes it viable for many office workers commuting to a site such as this to change from private vehicle to public transport.

[30] I am not persuaded that the council’s option of reducing the amount of office space so that it better aligns with on-

site parking supply is consistent with planning policy. Plan Melbourne which promotes ‘20 minute neighbourhoods’ where most of a person’s everyday needs can be met locally within a 20 minute journey from home by walking, cycling or local public transport. The everyday needs referred to include local employment opportunities along with shopping, education and community facilities.

[31] Local employment opportunities in this context are not limited to retail or community services. There is a benefit

in encouraging office uses in the ‘20 minute neighbourhood mix’, as it provides opportunities for business owners and their staff to work locally. I find this line of argument is far more persuasive than the council’s position of limiting the amount of office floor space so that more cars can be brought into this part of Hawthorn.


Within their report, Traffix Group confirm that based on Journey to Work data, there has been an increasing trend for sustainable transport use within office workers in Collingwood. The development complies with the intent of state and local policy to reduce reliance on motor vehicles, Traffix Group state that:

▪ The application in effect is proposing travel demand management by suppressing car parking demands. That is, by not providing on-site car parking the applicant is forcing the use of alternative transport modes.

▪ Whilst there is existing on-street parking surrounding the site, it generally comprises of short-term and medium parking and not practically able to be utilised by employees who require long term parking spaces. We note that there is practically no supply of long-term unrestricted parking in the immediate vicinity of the site and in the broader nearby area.

▪ Accordingly, future office employees who are not provided with an on-site car parking space will most likely seek alternative modes of transport to access the site, rather than utilise a motor vehicle, and consequently the employee parking demand will be dictated by the supply.

In terms of the food and drinks premises car parking reduction, it is anticipated that customers would be drawn primarily from the offices in the development, employees of nearby workplaces and local residents. Staff can easily arrive to the site via public transport or bicycle. It is not typical for food and drinks premises in inner-city locations such as this, to provide car parking spaces for staff and visitors.

Overall, it is considered that the supply of car parking is appropriate for the proposed development, considering it is supported by Council’s strategy to reduce private vehicle usage. As an alternative, the proposal places emphasis on green travel initiatives. The development exceeds the bicycle parking requirements and is placed within a highly accessible bicycle network. The site is within easy walking distance of amenities, including shops, education, entertainment and recreational facilities, and has excellent access to public transport, including a train station within 500m walking distance. It should eb noted that the permit applicant currently operates shared fleet cars from their current Cremorne office.

In summary, Traffix Group are of the opinion that:

▪ We are satisfied that the provisions are appropriate and there would not be any unacceptable impacts to on-street parking in the nearby area as a result of the proposal.

▪ Furthermore, the reduced parking provisions will actively encourage more sustainable transport choices for future employees and patrons.

Please refer to submitted Transport Impact Assessment prepared by Traffix Group for further detail.

4.8.2. Bicycle Parking Provision As described in the Traffic Engineering Assessment, the proposed development has a statutory requirement of 14 office bicycle spaces, including 11 employee spaces and 3 visitor/customer spaces as per Clause 52.34 of the Yarra Planning Scheme.

The development provides a total of 28 bicycle spaces within a secure bike store at ground level. Visitors will have access to the bike store through the lobby. End-of-trip-facilities (EOTF) for staff are provided within the ground floor of the building and directly accessed from the lobby. Additionally, a total of six showers/changerooms are provided on ground floor, exceeding the minimum statutory requirements under Clause 52.34.

The surrounding bike network supports higher bicycle usage, with designated bike paths located on Gipps Street and Wellington Street. On-site bicycle parking will incorporate appropriate wayfinding signs so that it is clear to staff and visitors that these areas are specifically for the storage of bicycles. Please refer to submitted Transport Impact Assessment and Green Travel Plan prepared by Traffix Group for further detail.

4.8.3. Green Travel Plan A Green Travel Plan prepared by Traffix Group is enclosed as part of this application. It is management tool designed to reduce the reliance on motor vehicles, minimise the negative impacts of transport on the environment, manage car parking demands associated with the development, improve opportunities for those without access to a car and maximise the benefits associated with ‘green travel’.



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This is part of the development’s high reaching sustainability goals, as the proposal will achieve best practice in both environmentally sustainable design and everyday practices. It will also encourage employees to uptake sustainable transport modes with the limited availability of on-site car parking.

4.8.4. Car Parking Layout and Access Arrangement The proposed carparking layout and access arrangements have been assessed under the relevant guidelines. A summary of the key elements includes:

Accessways ▪ Vehicle access to the site is provided via a 3.2m wide Hydraulic car lift, accessed via Rokeby Street.

Vehicle access to the basement carpark is provided via the car lift.

▪ The car lift design will allow for internal cabin dimensions of 2.7m width and 5.6m length. The lift will include door opening widths of 2.7m and a headroom clearance of at least 2.2m. The car lift will accommodate the B99 vehicle and is considered acceptable.

▪ Full sightline triangles are not able to be provided on the southern side of the access due to the location adjacent to the property boundary. However, this can be appropriately addressed with signs, a convex mirror and/or a flashing light, should Council require this.

▪ Swept paths which demonstrate the vehicle access arrangements are included in the Transport Impact Assessment.

▪ A queuing model has been developed to assess the car lift based on the above predicted traffic volumes using standard queuing theory. Based on the manufacturer’s specifications and Traffix Group’s experience, the average service time for the car lift will be 58 seconds.

▪ Traffix Group conducted an assessment and confirmed that the proposed arrangement will accommodate the 98th percentile queue of 1.1 vehicle on-site. Accordingly, there is a very low probability that there would be a vehicle queued external to the car lift, this is particularly so as traffic generated to/from the site is largely one-directional with all vehicles expected to be arriving the morning and departing the afternoon. Additionally, a red/green display will be provided at the front of the lift to advise a user if it is available or occupied. Traffix Group have assessed the queuing impacts and confirmed that in the afternoon peak, all vehicles are exiting the site, so there will be no queuing impacts to the external road network. In the morning peak, in the very unlikely scenario where an arriving vehicle must wait to access the car lift, Traffix Group have confirmed that the Rokeby Street carriageway adjacent to the site is wide enough to allow for a vehicle to drive past the site whilst another vehicle is waiting to use the car lift.

Car Parking Spaces ▪ All car spaces are provided in accordance with the minimum requirements of Clause 52.06-9.

▪ A DDA parking bay has been provided in accordance with the requirements of AS2890.6:2009.

▪ Tandem car spaces are provided with additional 500mm clearance in accordance with Clause 52.06-9 (Design Standard 2) with the spaces allocated to the same tenancy.

▪ Car spaces adjacent to walls and structures have been provided with appropriate clearances to allow for satisfactory car door opening and in accordance with AS2890.1:2004 for employee parking.

▪ Columns adjacent to car spaces are located within 0.25m-1.25m from the aisle end of car spaces in accordance with the car parking envelope of Clause 52.06-9 (Design Standard 2).

▪ Adequate headroom clearance is provided to, from and throughout the basement car park including to/from the car lift. In particular, a minimum headroom clearance of at least 2.2m will be provided in excess of the statutory requirement under Clause 52.06-9 of the Planning Scheme (Design Standard 2) and in accordance with the relevant Australian Standard (AS2890.1:2004).

▪ Traffix Group is satisfied that the design of the spaces are acceptable and Swept Path Diagrams have been provided as part of their report.


Loading Given the utilisation of a car lift and the desire to maximise active frontages to the street, on-site loading facilities are not able to be accommodated. Traffix Group have confirmed that loading activities for the office component will be infrequent or only by vans or couriers. Smaller vehicles are anticipated to also be used for the food and drinks tenancy, particularly given its size. It is expected that they will also only require deliveries undertaken by smaller vehicles that can utilise short-term kerbside parking or the existing on-street loading zone near to the site.

Traffic Traffix Group has undertaken a thorough assessment of the likely demand generated by the use and ultimately found that the car parking provision is acceptable. Additionally, in terms of traffic impact, the maximum anticipated traffic generation of the proposed development is 10 vehicle trips per peak hour to Rokeby Street, equating to 1 vehicle trip every 6 minutes in the peak hour. The volume of traffic likely to be generated by the proposed development is relatively small and will not have a significant impact on the capacity and operation of the surrounding road network.

Please refer to the assessment by Traffix Group for further information.

4.9. WASTE MANAGEMENT Ratio Consultants has prepared a Waste Management Plan (WMP) that outlines the strategy proposed for the subject site. In summary, the report proposes the following waste collection:

▪ The bin area is provided at ground floor, with areas for hard/e-waste

▪ Bin washing facilities will be provided within the bin room

▪ Waste streams include general garbage, co-mingled recycling, organics and glass recycling

Vehicle access to the basement car park is provided via a car lift from Rokeby Street. This car lift has an internal platform of only 6m and as such, cannot accommodate the smallest waste vehicle which has a length of 6.4m, and hence on-site waste collection is not possible.

Accordingly, waste collection must occur on Rokeby Street, as per existing conditions, via an existing loading bay, 40m to the north. The waste contractor will ensure that bins are transferred between the bin room and the collection vehicle, ensuring that bins will not be left on Rokeby Street. Ratio Consultants have ensured that each waste stream has been provided with a maximum of 2 collection bins, thereby reducing the transfer time between the on-site bin room and the collection vehicle.

Please refer to the WMP by Ratio Consultants for further information.

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5. CONCLUSION The proposed development at No. 116 Rokeby Street, Collingwood will contribute positively to the evolving industrial character of the area surrounding Rokeby Street and the Gipps Street Industrial Precinct. The building offers a contemporary and innovative architecture that places ESD qualities at the forefront of the overall design.

The proposed building is intended to be a long term holding for the permit applicant whereby they are intending on retaining ownership and occupying floor space, and as such a whole life cycle approach has been at the core of the design of the building.

The development presents a well-considered proposal worthy of approval for the following reasons:

▪ The development provides for new employment opportunities with excellent amenity including a high level of daylight access.

▪ The building design responds to the built form requirements of Design and Development Overlay – Schedule 11.

▪ Design excellence has underpinned the process with Carr Architecture designing an exemplar building which has carefully considered the immediate and broader context.

▪ It delivers a highly innovative building design that meets a high standard of ESD goals and passive design.

▪ The development provides an active frontage at ground floor that will inject some vibrancy to a largely car dominated streetscape.

▪ The provision of car and bicycle parking spaces are appropriate for the future demand projected for the office use. In addition, end-of-trip facilities will encourage future employees, customers and guests to take up active forms of transport.

URBIS 6. DRAFT_ PLANNING REPORT - 116 ROKEBY STREET, COLLINGWOOD V1.DOCX DISCLAIMER 41

6. DISCLAIMER This report is dated 22 October 2020 and incorporates information and events up to that date only and excludes any information arising, or event occurring, after that date which may affect the validity of Urbis Pty Ltd (Urbis) opinion in this report. Urbis prepared this report on the instructions, and for the benefit only, of Figurehead Group (OTEB Pty Ltd) (Instructing Party) for the purpose of Planning Report (Purpose) and not for any other purpose or use. To the extent permitted by applicable law, Urbis expressly disclaims all liability, whether direct or indirect, to the Instructing Party which relies or purports to rely on this report for any purpose other than the Purpose, and to any other person which relies or purports to rely on this report for any purpose whatsoever (including the Purpose).

In preparing this report, Urbis was required to make judgements which may be affected by unforeseen future events, the likelihood and effects of which are not capable of precise assessment.

All surveys, forecasts, projections and recommendations contained in or associated with this report are made in good faith and on the basis of information supplied to Urbis at the date of this report, and upon which Urbis relied. Achievement of the projections and budgets set out in this report will depend, among other things, on the actions of others over which Urbis has no control.

In preparing this report, Urbis may rely on or refer to documents in a language other than English, which Urbis may arrange to be translated. Urbis is not responsible for the accuracy or completeness of such translations and disclaims any liability for any statement or opinion made in this report being inaccurate or incomplete arising from such translations.

Whilst Urbis has made all reasonable inquiries it believes necessary in preparing this report, it is not responsible for determining the completeness or accuracy of information provided to it. Urbis (including its officers and personnel) is not liable for any errors or omissions, including in information provided by the Instructing Party or another person or upon which Urbis relies, provided that such errors or omissions are not made by Urbis recklessly or in bad faith.

This report has been prepared with due care and diligence by Urbis and the statements and opinions given by Urbis in this report are given in good faith and in the reasonable belief that they are correct and not misleading, subject to the limitations above.

42 APPENDIX A – PLANNING POLICY FRAMEWORK


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APPENDIX A PLANNING POLICY FRAMEWORK

URBIS 6. DRAFT_ PLANNING REPORT - 116 ROKEBY STREET, COLLINGWOOD V1.DOCX APPENDIX A – PLANNING POLICY FRAMEWORK 43

PLAN MELBOURNE Plan Melbourne locates Yarra within the ‘Inner South East Region’. Plan Melbourne also acknowledges that, in the past decade, planning approaches have not adequately addressed area and population-based needs. It recognises that in the future, service planning and resource allocation will need to take account of population distribution, growth projections and existing infrastructure and resources.

Direction 1.1 outlines the importance of ensuring well-placed commercial and industrial land for larger scale of employment and ensuring business locations have the capacity to grow. Policy 1.1.1 supports the Direction of central city to become Australia’s largest commercial centre by 2050 through investment of existing commercial locations, innovative design and strengthen existing assets.

Principle 2 recognises Melbourne will develop and deliver support for employment sectors and ensure opportunities are supported and Melbourne remains attractive and liveable. Direction 1.1 seeks to ‘Create a city structure that strengthens Melbourne’s competitiveness for jobs and investment’ allowing key commercial land is available in locations that support growth, connectivity and requirements of proximity to the CBD.

Plan Melbourne introduces the ‘20-minute neighbourhood’ concept, which seeks to create healthy, safe and active local communities. It suggests healthy communities are those where people can access most of their everyday needs (including employment) within a 20-minute walk, cycle or via public transport. These neighbourhoods must be safe, accessible and well connected for pedestrians and cyclists.

PLANNING POLICY FRAMEWORK The Planning Policy Framework seeks to foster the objectives of planning in Victoria through appropriate planning policies and practices. These seek to encompass relevant environmental, social and economic factors.

The following policies are relevant to the planning application:

▪ Clause 11 Settlement recognises that planning is to ‘anticipate and respond to the needs of existing and future communities through provision of zones and service land for housing, employment, recreation and open space, commercial and community facilities and infrastructure’. The policy also seeks to facilitate sustainable development that takes full advantage of existing settlement patterns.

▪ Clause 11.02-1S Supply of Urban Land seeks to ensure a sufficient supply of land is available for residential uses, and requires planning to consider opportunities for the consolidation, redevelopment and intensification of existing urban areas.

▪ Clause 15.01S Urban Design aims to ‘create urban environments that are safe, function and provide good quality environments with a sense of place and cultural identity’

▪ Clause 15.01-2S Building Design provides a range of urban design strategies which seek ‘to achieve building design outcomes that contribute positively to the local context and enhance the public realm’. This clause also states that planning must consider as relevant:

‒ Urban Design Guidelines for Victoria (Department of Environment, Land, Water and Planning, 2017).

▪ Clause 15.01-4R Healthy neighbourhoods - Metropolitan Melbourne includes the strategy to create a city of 20 minute neighbourhoods, that give people the ability to meet most of their everyday needs (including employment) within a 20 minute walk, cycle or local public transport trip from their home.

▪ Clause 15.01-5S Neighbourhood character aims ‘to recognise, support and protect neighbourhood character, cultural identity, and sense of place.’ The policy ensures development responds to its context and reinforces a sense of place and the valued features.

▪ Clause 17.01-1S Diversified Economy aims to strengthen and diversify the economy to facilitate grown in a range of employment sectors.

▪ Clause 17.02-1S Business aims to encourage development which meet the communities’ needs for retail, entertainment, office and other commercial services’.

▪ Clause 18.01-1S Transport seeks to integrate land use and the transportation system in a more holistic manner. Recognised as a fundamental component of any successful metropolitan area, this clause identifies strategies aimed at creating a more sustainable and successful transport network.



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▪ Clause 19 Infrastructure aims to provide for a range of social and physical infrastructure in an efficient, equitable, accessible and timely manner. The clause specifically encourages redevelopments to utilise existing infrastructure and human services.

LOCAL PLANNING POLICY FRAMEWORK The Local Planning Policy Framework (LPPF) comprises the Municipal Strategic Statement and Local Planning Policies applicable to the City of Yarra. The key sections of the MSS and LPPF are summarised below:

▪ Clause 21.03 Vision identifies the subject site to be in a ‘potential commercial and industrial area’.

▪ Clause 21.04-3 Land Use (Industry, office and commercial) acknowledges that commercial and industrial sectors underpin a sustainable economy and provide employment. This policy outlines that Yarra City Council plans to retain and foster a diverse and viable economic base. The decline in manufacturing activity has created an opportunity for service businesses which has maintained employment levels within the municipality. There is also a continuing demand for industrial land for those activities that value an inner metropolitan location. The objective of this clause seeks to increase the number and diversity of local employment opportunities.

▪ Clause 21.05-2 Built Form (Urban Design) shows a clear picture of low-rise urban form punctuated by pockets of higher development. The taller buildings should generally be no more than 5-6 storeys unless it can be demonstrated that the proposal can achieve specific benefits such as:

‒ Significant upper level setbacks

‒ Architectural design excellence

‒ Best practice environmental sustainability objectives in design and construction

‒ Positive contribution to the enhancement of the public domain

▪ Clause 21.05-4 Public environment aims to provide a public environment that encourages community interaction and activity which requires to ensure that buildings have a human scale at street level and require buildings and public spaces to provide a safe and attractive public environment.

▪ Clause 21.06 Transport seeks to reduce car dependence by promoting walking, cycling and public transport use as viable and preferable alternatives.

▪ Clause 21.07 Environmental Sustainability seeks to encourage new development to incorporate environmentally sustainable design measures in the areas of energy and water efficiency, greenhouse gas emissions, passive solar design, natural ventilation, stormwater reductions and management, solar access, orientation and layout of development, building materials and waste minimisation.

▪ Clause 21.08-5 Collingwood identifies the suburb as “industrial in character with the residential precincts surrounded by or interspersed with industrial buildings.” Figure 14 of Clause 21.08-5 shows the subject site as being within a “non-residential built form character” area where the objective is to improve the interface of development with the street. The subject site is located three properties down from Gipps Street. In terms of the Gipps Street Precinct, the clause outlines:

“The Gipps Street industrial precinct is characterized by traditional manufacturing, service activities and a considerable portion of activity related to the textile, clothing and footwear sector. The precinct provides the opportunity for a wide range of small to medium businesses to operate in a location that is relatively unconstrained by sensitive uses. To allow flexibility for large sites which may have difficulty in finding new industrial tenants, rezoning to Business 3 will be supported. This will enable the area to retain an industrial character but evolve to provide a wider range of employment opportunities including service business and offices uses. Any change of use should consider opportunities for improvement to the public domain”

▪ Clause 22.05 Interface Uses Policy applies to applications for use or development within Commercial Zones (amongst others). The policy acknowledges that the mix of land uses and development that typifies inner city areas can result in conflict at the interface between uses.

▪ Clause 22.10 Built Form and Design Policy outlines several design elements that address various built form issues. The policy applies to all new development not included in a heritage overlay.


▪ Clause 22.16 Stormwater Management (Water Sensitive Urban Design) seeks to ensure new development achieves the best practice water quality performance objectives set out in the Urban Stormwater Best Practice Environmental Management Guidelines.

▪ Clause 22.17 Environmentally Sustainable Development applies to all new residential and non-residential development in the City of Yarra. The overarching objective is that development should achieve best practice in environmentally sustainable development from the design stage through to construction and operation. The considerations are energy performance, water resources, indoor environment quality, storm water management, transport, waste management and urban ecology.

YARRA SPATIAL ECONOMIC AND EMPLOYMENT STRATEGY (SEES) AUGUST 2018 The Spatial Economic and Employment Strategy (SEES) sets out a vision for the future of Yarra’s economy building on existing policies, analysis of existing conditions and emerging trends, and addresses a number of specific policy issues. The subject site is located within the Industrial Precinct as shown on Figure 14 below which seeks to ensure continued growth into employment sectors and retain Yarra’s existing industrial precincts for urban services. Broadly, the objectives of this strategy are in line with the proposal by, identifying locations that are best suited for accommodating growth and change, identify opportunities for employment precincts and identify areas where council needs to support growth and change in economic and employment activity.

ZONE Commercial 2 Zone The subject site is located within the Commercial 2 Zone (C2Z). The purpose of the zone is:

▪ ‘To implement the Municipal Planning Strategy and Planning Policy Framework.

▪ To encourage commercial areas for offices, appropriate manufacturing and industries, bulky goods retailing, other retail uses, and associated business and commercial services.

▪ To ensure that uses do not affect the safety and amenity of adjacent, more sensitive uses.’

In accordance with the Commercial 2 Zone:

▪ A planning permit is required for ‘food and drinks premises’ use, pursuant to Clause 34.02-1, as it is over 100sqm and therefore, does not meet the conditions set out to be considered a ‘Section 1 – Permit not required’ use, pursuant to Clause 34.02-1

▪ A planning permit is required for buildings and works pursuant to Clause 34.02-4

Under the C2Z, office is an as of right (permit not required) use.

No planning permit is required to use the land for an Office pursuant to Clause 34.02-1



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Map 5 Zoning Map


OVERLAYS Design and Development Overlay – Schedule 11 (Gipps Precinct) The site is subject to Schedule 11 of the Design and Development Overlay.

Schedule 11 is for the “Gipps Precinct” and has the following preferred future character:

A built form business and commercial environment which builds on the existing fine grain industrial nature of the area that allows for innovation and interest.

A vibrant and safe street environment due to an increasing amount of street-oriented development, particularly on Gipps and Langridge Street.

A consistent streetscape with active street-frontages and well-articulated buildings with street facades built to a height of up to 3-4 storeys. Taller built form will be set back from property boundaries and spaced to create new interest and variety in building forms.

Design objectives are:

▪ To recognise the Precinct as a vibrant commercial precinct with a narrow street network.

▪ To provide a pedestrian friendly environment along all street frontages.

▪ To ensure building design responds to the inherent industrial character of the Precinct.

▪ To ensure building design will protect the amenity of existing pockets of residential development.

▪ To encourage improvements to the public domain, including the provision of public open space.

▪ To ensure that new development does not adversely impact on pedestrian, cycling and vehicular accessibility.

▪ To ensure a high standard of architectural design.

The schedule also includes a series of buildings and works requirements which are addressed in the assessment.

Pursuant to Clause 43.02-2 a planning permit is required to construct a building or construct or carry out works.



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Map 6 Design and Development Overlay – Schedule 11


GENERAL AND PARTICULAR PROVISIONS Clause 52.06 – Car Parking Pursuant to Clause 52.06-1, before a new use commences the number of car parking spaces required under Clause 52.06-5 must be provided to the satisfaction of the Responsible Authority. Given the location of the site in the Principal Public Transport Network Area, the Column B rates apply as follows:

▪ Office: 3 car spaces to each 100sqm of net floor area

▪ Food and Drinks Premises: 3.5 spaces to each 100sqm.

The proposed development comprises 3,165sqm of leasable office space and a food and drinks premises of 122sqm, resulting in a statutory carparking requirement of 98 spaces, pursuant to Table 1 of Clause 52.06 of the Yarra Planning Scheme.

The provision of 20 car spaces results in a shortfall of 78 spaces. Pursuant to Clause 52.06-3 a permit is required to reduce the number of spaces required under Clause 52.06-5.

Clause 52.34 – Bicycle Facilities Pursuant to Clause 52.34-1, a new use must not commence until the required bicycle facilities and associated signage has been provided on the land. The following bicycle rates apply pursuant to Clause 52.34-5:

▪ Office: 1 to each 300 sqm of net floor area if the net floor area exceeds 1000 sqm (for employees)

▪ Office: 1 to each 1000 sqm of net floor area if the net floor area exceeds 1000 sqm (for visitors)

Note that there are no requirements specified for food and drink premise within Table 1 at Clause 52.34-5.

The proposed development has a minimum statutory requirement of 14 bicycle spaces, including 11employee spaces and three visitor spaces, pursuant to Clause 52.34 of the Yarra Planning Scheme. The proposed development provides a total of 28 bicycle spaces which exceeds the minimum requirement.

Clause 53.18 – Stormwater Management in Urban Development This clause applies to an application under a provision of a zone to construct a building, or construct or carry out works. The purpose of the clause is:

▪ To ensure that stormwater in urban development, including retention and reuse, is managed to mitigate the impacts of stormwater on the environment, property and public safety, and to provide cooling, local habitat and amenity benefits.

An application to construct a building or construct or carry out works must meet all the objectives and should meet all the standard of Clause 53.18-5 and Clause 53.18-6.

Clause 65 - Decision Guidelines The responsible authority must consider the decision guidelines of Clause 65 when considering a planning permit application.



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116 rokeby street, collingwood · 2020. 12. 18. · 6. draft_ planning report - 116 rokeby street,...

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