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PARRAMATTA RIVER PARRAMATTA RIVER
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NEWINGTON
AUBURN
ROOKWOODCEMETARY
PADDY'S MARKETSFLEMINGTON
LIBERTYGROVE
NORTHSTRATHFIELD
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SYDNEYOLYMPIC
PARKOlympic
Park Railway Station
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The Precinct
Existing Motorway
Existing Distributor Road
Existing Rail Line
Catchment Radius from Public Transport Stop(400m / 800m)
Existing Ferry Route
Existing Metro Bus Route
Indicative Sydney Metro West Alignment
Proposed Parramatta Light Rail (Stage 2)
Proposed Parramatta Light Rail (Stage 1)
Existing Local Bus Route
0 200m 1km 1.5km
4.2 Current Public Transport The current public transport network in relation to the Precinct is illustrated on Figure 12. Bus services are currently the most accessible form of public transport in the Precinct. A number of proposed transport projects have been announced which, if progressed, can service the Precinct. This includes:
– The proposed Parramatta Light Rail (Stage 2) stop and terminus proposed in the village centre will provide for a 800m/10 minute walking catchment that will serve the majority of the Precinct.
– A Station in Sydney Olympic Park as park of the proposed Sydney Metro West project.
Both these projects are currently under development and subject to Government approval of the final business cases.
Existing transport links are listed below.
Rail Network
Nearby stations (distance from the centre of the Precinct):
– Olympic Park - 1.6 kilometres.
– Lidcombe - 2.1 kilometres.
The nearest rail station is Olympic Park, although this station is readily accessible the frequency of services from this station and requirement to change trains at Lidcombe do not make this an attractive interchange.
Bus Network
The local bus network is diverse and provides coverage to nearby centres including:
– Parramatta CBD, routes M92, 525 (stops within Precinct).
– Sutherland, route M92.
– Olympic Park, route 401 (stops within Precinct).
– Rhodes, route 526 (stops within Precinct).
– Burwood, routes 525, 526 (both stop within Precinct).
– Lidcombe, routes 401 (stops within Precinct).
Bus services to Lidcombe, Burwood and Rhodes stations meet trains with higher frequencies and longer distance of service. However, the bus schedules are less frequent than connecting train services and can be subject to traffic congestion.
Local and regional bus routes have basic coverage to local centres and low off-peak frequencies.
The regional bus route to Sutherland and Parramatta (M92), is accessed from the Precinct via an unpleasant walk under the M4 Motorway to the nearest bus stop.
Without coverage to employment centres such as Macquarie Park or Norwest the existing network is not a reliable transport option for commuters.
PARRAMATTA RIVER PARRAMATTA RIVER
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D A W N F R A S E R AV E N U E
C A R T E R S T R E E T
NEWINGTON
AUBURN
ROOKWOODCEMETARY
PADDY'S MARKETSFLEMINGTON
LIBERTYGROVE
NORTHSTRATHFIELD
UH
RI G
R O A D
SYDNEYOLYMPIC
PARKOlympic
Park Railway Station
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Legend
The Precinct
Existing Motorway
Existing Distributor Road
Existing Rail Line
Catchment Radius from Public Transport Stop(400m / 800m)
Existing Ferry Route
Existing Metro Bus Route
Indicative Sydney Metro West Alignment
Proposed Parramatta Light Rail (Stage 2)
Proposed Parramatta Light Rail (Stage 1)
Existing Local Bus Route
0 200m 1km 1.5km
Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 20
Figure 12: Sub-regional public transport network
Figure 13: Local road network
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PADDY'S MARKETSFLEMINGTON
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The Precinct
Existing rail line
Existing Western Motorway
Existing Distributor Road
Existing Local Road
Precinct Gateway / Vehicular Access
0 200m 1km 1.5km
Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 21
4.3 Roads NetworkThe Precinct is well served by regional and local roads, connecting to Sydney CBD and Parramatta CBD via the M4 Motorway.
Numerous local distributor roads link the Precinct with local centres such as Sydney Olympic Park, Lidcombe, Newington, Silverwater and Rhodes.
Of the roads that dissect the Precinct, Hill Road is an important gateway to the Sydney Olympic Park and Birnie Avenue provides local connectivity to the Parramatta Road.
Much of the traffic that passes along these roads is through-traffic.
Key roads that services the Precinct include:
M4 Motorway/WestConnex
– Links Sydney CBD with Parramatta CBD.
Parramatta Road
– Currently undergoing urban renewal.
– Provides local connectivity and some ‘High Street’ functions.
– Heavily congested.
Silverwater Road
– Link between Parramatta Road, M4 Motorway and Victoria Road.
– Heavy vehicle use.
Hill Road
– Principal access to Sydney Olympic park and Wentworth Point.
Homebush Bay Drive
– Main access to Sydney Olympic Park from the east and north.
– Connects to Ryde and Macquarie Park in the north.
Figure 13 illustrates roads in the local area.
Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 22
4.4 HeritageThere are no heritage items within the Precinct.
There is a high level of land modification that has occurred over the last 70 years, in particular modifications to the Parramatta River foreshore and shoreline generally brought about due to the changes in land use and industrialisation of the land adjoining the river.
Haslams Creek has also been re-naturalised from a canal to a open waterway.
4.5 Summary of Existing Auburn LEP 2010 Planning ControlsAuburn LEP 2010 provides planning controls for the Precinct, including land use zones, maximum height of buildings, and maximum floor space ratios for the Precinct.
The table below details the planning controls:
Zoning Key existing planning controls
Land Use – R4 High Density Residential
– B2 Local Centre
– B6 Enterprise Corridor
– RE1 Public Recreation
– SP2 Infrastructure
Floor Space Ratio – 1.5:1 and 1.7:1 along the Precinct’s southern and western edges
– 2:1, 2.5:1 and 3.5:1 at the Precinct’s middle
Height of Building – 29.9m, 42m and 72m within the central part of the Precinct
– 55m western edge of Precinct
– 24m along southern boundary
Figures 14, 15 and 16 highlight the existing planning controls in the Precinct and immediate local context.
4.6 The Carter Street Precinct DCPIn January 2016 the Carter Street Precinct DCP was adopted, and establishes a framework to guide development in the Precinct including:
– A high density urban community with a minimum 5,500 dwellings, including a range of buildings with maximum heights up to 29.9m (8 storeys) to 72m (22 storeys).
– Employment uses along the M4 Motorway corridor, with building heights up to 24m (6 storeys).
– A mixed-use village centre and village plaza focused around Uhrig Road.
– A new primary school.
– A community facility.
– New central public open space totalling 2.98 hectares adjoining the proposed school site, and a new linear foreshore reserve along Haslams Creek south of John Ian Wing Parade.
The rezoning incorporated new land use zones and controls into Auburn LEP 2010 and the Carter Street Precinct DCP.
Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 23
B2
B6 R4
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B6
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The Precinct
B2 Local Centre
B6 Enterprise Corridor
R2 Low Density Residential
RE1 Public Recreation
SP2 Infrastructure
R3 Medium Density Residential
R4 High Density Residential
E2 Environmental Conservation
B4 Mixed Use
IN1 General Industrial
E3 Environmental Living
1.5:1
2.0:1
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1.7:1
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24m
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102m
Existing Land Use Zoning Existing Floor Space Ratio
Figure 14: Existing Auburn LEP 2010 controls - Land Use Zoning
B2
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The Precinct
B2 Local Centre
B6 Enterprise Corridor
R2 Low Density Residential
RE1 Public Recreation
SP2 Infrastructure
R3 Medium Density Residential
R4 High Density Residential
E2 Environmental Conservation
B4 Mixed Use
IN1 General Industrial
E3 Environmental Living
1.5:1
2.0:1
1.5:1
2.5:1
3.5:1
1.7:1
3.5:1
2.0:1
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2.5:1
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4:1
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24m
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42m
42m
42m
NEWINGTON
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24m
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55m
72m
29.9m
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12m
15m
22.9m
32m
102m
Existing Height of Building
Figure 15: Existing Auburn LEP 2010 controls - Floor Space Ratio Figure 16: Existing Auburn LEP 2010 controls - Height of Buildings
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1,000m2 - 2,000m2 Lot Size
< 500m2 Lot Size
500m2 - 1,000m2 Lot Size
2,000m2 - 5,000m2 Lot Size
5,000m2 - 1 Ha Lot Size
1 Ha - 5 Ha Lot Size
5 Ha - 10 Ha Lot Size
10 Ha + Lot Size
0 50m 150m 300m
0 50m 500m200m
Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 24
4.7 Lot Size AnalysisA preliminary analysis of the lot size across the Precinct and adjoining land. Figure 17 graphically sorts the existing lots by size and reflects the existing urban character and urban fabric. The analysis also highlights the future development lots as envisaged by the Sydney Olympic Park Master Plan 2030.
What is apparent from this analysis is that there are extensive areas containing large industrial sites around the Precinct together with extensive areas of smaller lot housing to the south of the M4 Motorway/Parramatta Road Corridor.
The indicative future development lots within Sydney Olympic Park (as defined by the Sydney Olympic Park 2030 Master Plan) give an indication of the future land patterns which will be similar in character and subdivision pattern to the future development within the Precinct.
Figure 17 shows the relative lot sizes within and around the Precinct.
Figure 17: Lot size analysis
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ROOKWOODCEMETARY
PADDY'S MARKETSFLEMINGTON
LIBERTYGROVE
NORTHSTRATHFIELD
UH
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SYDNEYOLYMPIC
PARKOlympic
Park Railway Station
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Legend
The Precinct
Proposed primary green grid link
Proposed secondary green grid link
Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 25
4.8 Public Open SpaceAccess to public open space is a key consideration in the planning or renewal of existing urban areas.
Figure 18 illustrates the classification of existing public open space types by size, from 0.4 hectares pocket parks to metropolitan parks larger than 60 hectares. These internationally accepted classifications were developed by CABE (Commission for the Built Environment UK). Each public open space type also has a defined accessibility catchment, also illustrated in Figure 18.
In ideal situations all existing new developments will be within the catchments for each public open space type. The premise for this classification is that liveable and equitable development is based on degrees of access to different sized public open spaces that perform different function.
This analysis highlights a number of Sydney Green Grid links around the Precinct that generally link north through the Precinct to the Parramatta River.
While it can be assumed that there is good potential for access to larger public open spaces, due to proximity to Bicentennial Park and Millennial Parklands, the analysis shows that the fabric of smaller public open spaces and pocket parks is not as well established. This is particularly evident within the Precinct and the area immediately south of the Precinct.
The planning of the Revised Master Plan offers the opportunity to further add to the patchwork of public open spaces and in particular provide a greater range of smaller public open spaces with considered connections between them and to the wider Sydney Green Grid network.
Figure 18: Existing public open space network and classification
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Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 26
4.9 Existing Walking and Cycle NetworkThe pedestrian network of Sydney Olympic Park is dense, connected and popular for recreation which has increased participation in recreational walking.
The existing development pattern within the Precinct includes significant large landholdings resulting in low levels of permeability, with few intersections on major roads and limited opportunities for mid-block crossings.
Low permeability coupled with the large volumes of heavy vehicles, has resulted in poor pedestrian environment.
The existing cycle network follows a similar pattern with poor connectivity within the Precinct. However the cycle network has good sub-regional links to the north and an emerging commuter network that shadows the M4 Motorway and Parramatta Road south of the Precinct.
The draft revised Master Plan presents opportunities to further expand and integrate the local pedestrian and cycle networks, for both recreational use and commuters.
Figure 19 shows the pedestrian and cycle network in and around the Precinct.
Figure 19: Walking and cycle paths and links around the Precinct
Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 27
5.0 Current Precinct FeaturesThis Section provides an analysis of the Precinct, including the opportunities and constraints that need to be addressed in revising the Master Plan and planning controls.
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Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 28
5.1 Current Development Underway in the PrecinctSince the rezoning of the Precinct in 2015, several Development Applications within the northern and eastern portion of the Precinct have been approved and lodged with the CoP for assessment. These applications relate to both subdivision and construction of buildings.
The review of the existing planning controls for the Precinct have retained the existing planning controls applying to the Development Applications (both approved and under assessment), along the northern side of the Precinct. Proposed amendments to the planning controls for the Precinct will integrate the approved Development Applications into the planning of the Precinct.
Figure 20 shows the extent of the superlots that have been formed. Because work has commenced on site, with preparation and construction within the three areas, these will remain unchanged in the preparation of the draft revised Master Plan
These Development Applications are primarily for the subdivision and construction of residential apartments and some retail/commercial uses.
Figure 20: Approved Development Applications
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Carter Street Precinct
Approved DAs
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Carter Street Precinct - Draft Revised Master Plan and Urban Design Report | Page 29
Legend
The Precinct
Existing Motorway
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Open Space
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5.2 Flooding - 1 in 100 Year Flooding within a 1 in 100 year event has been modelled by CoP. The modelling indicates that in this event Hill Road, Carter Street, Uhrig Road and Birnie Avenue would all experience flooding.
A new finer grain street network, along with opportunities for storm water detention and management of overland flows provide potential for mitigating flood impacts.
Figure 21 highlights the extent of 1 in 100 year flooding within the Precinct.
Figure 21: Extent of 1 in 100 year flooding in and around the Precinct