pages from rowville rail study station layout and urban design report part1

Station Layout and

Urban Design Report

DraftMarch 2012

This document forms part of the Rowville Rail Feasibility Report and should be read in the context of the broader report. The study team, including SKM, Mott MacDonald, Hassell and Phoenix Facilitation, have prepared this report following appointment by the Victorian State Government.

The Rowville Rail Feasibility Report is a study investigating the feasibility of a heavy rail line from Rowville connecting into the existing train network at Huntingdale Station on the Pakenham/Cranbourne lines. This is Phase 1 of a two part study investigating initial engineering, architectural, environmental and operational considerations. It has also included consultation with the community and stakeholders through various methods.

The overall Rowville Rail Feasibility Report is made up of 8 parts:

Main report Preliminary rail design report Travel demand modelling report Sustainability considerations report Environment and planning investigation report Station layout and urban design report Consultation report Concept timetabling and operations report

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Section

01 Introduction

02 Urban Design Melbourne Map Line Wide Approach Line Wide Summary

03 Huntingdale Station Existing Site Analysis Proposed Urban Design Response Station Design Access and Mobility Plan Neighbourhood Character and Visual Impact - 3d

04 Monash Station Existing Site Analysis Proposed Urban Design Response Station Design Access and Mobility Plan Neighbourhood Character and Visual Impact - 3d

Content

05 Mulgrave Station Existing Site Analysis Proposed Urban Design Response Station Design Access and Mobility Plan Neighbourhood Character and Visual Impact - 3d

06 Waverley Park Station Existing Site Analysis Proposed Urban Design Response Station Design Access and Mobility Plan Neighbourhood Character and Visual Impact - 3d

07 Rowville Station Existing Site Analysis Proposed Urban Design Response Station Design Access and Mobility Plan Neighbourhood Character and Visual Impact - 3d Rowville Alternatives

08 Conclusion

Rowville Rail Study - Feasibility Report

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01 INTRODUCTION

INTRODUCTION



1Overview of project and report

Rowville Rail Link is a proposal for a new rail line running from Huntingdale to Rowville via Monash University. The line will provide a heavy rail service from Rowville to the city centre forming an important public transport alternative for a large area of the eastern suburbs of Melbourne.

The concept includes:

_A new set of dedicated heavy rail tracks from Rowville that run approximately along the alignment of Wellington road connecting to the existing City to Pakenham line at Huntingdale _Replacement of Huntingdale station _Four new stations: Monash, Mulgrave, Waverley Park and Rowville.

This strategy document describes the concept for urban design and environmental impacts resulting from the new Rowville Rail track alignment and includes:

_ A review of existing urban characteristics _Urban design impacts resulting from the proposed rail link _Functional and operational aspects of each station _Access and multi-modal interchange considerations at each station

This document is a strategic overview of the Rowville Rail urban design concept such that the feasibility of the construction of the rail link can be assessed. The concepts are preliminary and subject to more detailed analysis and public consultation should the project be considered feasible.

For the other technical assessments that make-up the rest of the feasibility study refer to the preliminary rail design report, public consultation report, sustainability considerations report.

Project history overviewThe Rowville Railway Line has been previously proposed in the 1969 Melbourne Transportation Plan. The plan proposed a railway from Huntingdale through Rowville to Ferntree Gully on the Belgrave line. Known in this report as Route 10c, this proposal provided a link from Huntingdale to Ferntree Gully via the, at the time, unserved areas of Monash University, Waverley Park, Stud Park and Rowville.

The project was not considered viable at the time and was not constructed. Subsequently there have been numerous calls for the construction of a heavy railway line to Rowville. Various options have been suggested including the extension of the Glen Waverley line crossing through the now EastLink corridor through to Stud Park shopping centre. Other options that have been suggested include a railway line along the median of North-Wellington Road to Stud Road and potentially beyond.

Investigations have also previously been conducted as part of the Southern and Eastern Integrated Transport (SEITA) corridor study such as the potential for light rail (LRT), or Bus Rapid transit (BRT). More recent studies such as the Knox City Councils Pre-feasibility study have suggested an option (amongst others) with a single track rail configuration to Stud Park shopping centre via North-Wellington Road.

01 Introduction

Project vision and objectives

Rowville Railway line has the potential to provide a high quality heavy rail link for the Monash and Knox communities servicing major employment, education and recreation centres. While this could form an integrated part of the existing public transport network, it may be constructed in stages. A Rowville Rail Line project has the potential to be a significant catalyst in transforming public transport services or potential land-use development in the Knox and Monash areas.

The key project objectives are to:

_Cost effectively meet patronage demand in the medium and long term within the Monash and Knox municipalities _Provide a frequent, clean, reliable, and higher capacity mode of public transport service, for the Knox and Monash communities _Explore improved integrated transport and land use opportunities, and broader social and environmental outcomes _Provide a concept for the proposed Rowville Railway line interfacing with the existing Dandenong Rail corridor at Huntingdale station _Ensure that the interface to the Dandenong Rail Corridor integrates with all operational and strategic plans for the existing and future rail network.

Stakeholder inputThe project team obtained input from the community and stakeholders at workshops early in the feasibility study. This feedback has been used to shape key initiatives detailed in this urban design study. As part of our commitment to the 360 degree feedback loop, further consultation will be undertaken.

Referenced documentsThe following documents have been used to inform the design proposals in this report. This is not a comprehensive list but a selection of the key documents that have influenced design outcomes:

_Metropolitan Station Design Guidelines, April 2010 _VRIOG 002.1 2011 - Railway Station Design Standard and Guidelines _Good Station Design Guide - Victorian Government Architect

Acronyms _CPTED - Crime Prevention Through Environmental Design _DDA - Disability Discrimination Act _DOT - Department of Transport _DPCD Department of Planning and Community Development _PBN - Principle Bicycle Network _PedShed - Existing Pedestrian Networks _TBM - Tunnel Boring Machine _VRIOG Victorian Rail Industry Operators Group Standards _WSUD Water Sensitive Urban Design _VT - Vertical Transportation

Glossary of terms

Rail terminologyUp track - rail lines that are heading towards Melbourne CBDDown track - rail lines that are heading away from Melbourne CBD

Platform Configuration - there are two types:Island platform a platform with two sides that is located between 2 rail linesSide platform - a single platform served by only one rail line

Kiss and Ride is a short stay parking/drop-off area for vehicles on the roadside. Typically located near station entrances, it is for dropping off and picking up commuters.

Authorised Officer - staff employed by public transport operators to ensure that passengers comply with ticketing and behavioural requirements while using public transport. *

Paid/Unpaid barrier line the threshold between the outside/Unpaid and inside/Paid areas of the stations and access to the platforms. This is a feature of all stations where there will be a number of ticket validation barriers (also with MYKI) and will include a wider barrier for accessibility, large luggage and bicycles. There is also typically a gate for emergency exit and staff usage.

Premium Station - a station that is staffed from first train to last, every day of the year. Premium Stations have a customer service centre, where passengers can get tickets, timetables, information and change for vending machines and payphones. Most Premium Stations have passenger facilities such as enclosed waiting areas and toilets.*

Host Station - a railway station with customer service staff during the morning peak period. **Source - http://www.metlinkmelbourne.com.au/using-public-transport/symbol-meanings-glossary/

Bus terminologyNightRider: the after midnight bus service running between Melbourne city centre and the outer suburbs.Telebus: a local suburban bus service run by private bus operators Grenda. TeleBus passengers can use the service in two ways. Firstly, they may board or leave the bus at one of the Telebus fixed stops in the area, and pay the normal MET fare. Alternatively, they may telephone and request to be picked up from home, or may ask the driver to be dropped off at home.Source: http://www.grenda.com.au/default/telebus

Tunnel and excavation terminologyCut and Cover Box - a simple method of construction suited to shallow excavation depths. A trench is excavated down from ground level the full depth and width required for the underground station or rail track with clearances and a lid constructed back over the top.

Cavern stations - a slightly more expensive method where TBM - Tunnel Boring Machines are used to excavate the rail running tunnels, and deep excavation caverns are excavated below the surface strata level. Cavern Stations are suited to rail depths greater than 9m below ground and short tunnel lengths due to the expense of the TBM.

Viaduct - an elevated structure above ground level.

Vertical Transport System (VTS) the active equipment needed for commuters to move from one level of a station to another and can include lifts and escalators.


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02 URBAN DESIGN

URBAN DESIGN


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02 Urban Design - Melbourne Map

Geographic locationThe Rowville Rail Line is located between 18 km to 28 km from the Melbourne CBD.It diverts from the Pakenham/Cranbourne (Dandenong) Line at Huntingdale and heads due east towards the Dandenong Ranges.

There is a significant gap in the rail network between the Belgrave Line and the Pakenham Line that could be filled by a rail line to Rowville.

Figure 1_Existing Melbourne metropolitan network.



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02 Urban Design -Line Wide Approach

Urban design overview

The potential Rowville Rail alignment could impact upon a large number of established communities including residential, commercial, industrial and university districts. A new public transport corridor could provide a direct link between the outer eastern suburbs, with its car orientated infrastructure to the urban high density environment of the CBD. Just as the extensive road infrastructure has shaped the districts along the alignment, the introduction of a rail corridor could greatly influence the future growth and redevelopment of this area of the city.

The urban characteristics change along the potential alignment and the design proposals would need to respond to these differing circumstances.

Key characteristics of the alignment

The potential rail alignment between Huntingdale and Rowville has several key features:

_Open space - the potential railway extends across the wide expanse of Dandenong Creek valley and flood plain. _Topography - the Wellington Road alignment for the potential Rowville Rail Line is undulating with small hills located along the length of the road, until it meets the Dandenong Creek valley and flood plain. Stud Park Shopping Centre at the proposed Rowville Station is also located on a pronounced hill on the other side of the valley. _Lack of cross corridor connectivity - Wellington Road has brought with it great connectivity for private car users to the inner suburbs and the Dandenong Ranges. Paradoxically this connectivity has created a barrier between the communities north and south of the road. The residential areas are self contained each side of the road with little pedestrian movement between them. _Regeneration -investment in infrastructure and associated urban interfaces present an opportunity for urban renewal. Improvements to connectivity, upgrading of public spaces and the creation of new focal points in the landscape can attract inward investment and a positive cycle of growth. This will need careful consideration so that growth is controlled and is complementary to the needs of existing communities. _Diversity - each railway station has very different urban interfaces and the railway will connect differing communities: residents that walk to the stations, students and academics commuting to and from the University, workers commuting to the industrial areas, shoppers accessing the retail centre of Rowville and interchanging commuters from further afield arriving by car, bicycle or bus.

Urban design objectives

In preparing our urban design response for the potential Rowville Rail Line we developed the following key urban design objectives which have been explored.

ConnectivityThe urban interface of each station needs to promote multi-modal connectivity. Station forecourts should be designed to promote passive way-finding, promoting interchange with buses and taxis as well as promoting walking to adjacent activity centres. This connectivity can occur at several levels. Creating reliable multi-modal transport interconnections improves passenger mobility, provides choice and flexibility. This makes the passenger journey less stressful and more enjoyable, which brings with it an increase in patronage. This increased collective human activity then enables greater community connectivity through day-to-day contact and incidental or spontaneous events.

IdentityEach station should respond to its own locality by making reference to local cultural characteristics either through art, selection of material or colour. Common threads of identity can be developed that visually link each of the stations on the alignment. This can be done by using a consistent palette of materials and consistent architectural features such as entrance canopies and a consistent approach to detailing ventilation shafts. A consistent use of street furniture and signage can develop a common identity between stations that can assist with way-finding and create a sense of place for each station as a destination.

CommunityStations are too often designed around hard infrastructure rather than their human interfaces. Stations are places of great human activity that provide a focal point for communities. The design of the stations and their interface with the surrounding urban fabric should respect pedestrian needs and promote a sense of place that is safe and attractive. People will only travel on public transport if they feel safe to do so. These public interfaces need to be well lit, active and promote passive surveillance. Where possible the hard infrastructure needs to be subservient to people movement. Where this is not possible, clear and effective way-finding and real-time information needs to be provided. When passengers are expected to have to wait then adequate facilities should be provided supported where possible by retail activity.

RegenerationInvestment in infrastructure and urban interfaces can bring with it substantial inward investment and regeneration. Public transport that is safe, reliable and accessible can reduce reliance upon private car use. This enables an increase in population density. If this is combined with an increase in built urban density, a positive cycle of regeneration can result. Stations can be the focal point of this regeneration activity, becoming landmarks that symbolise the civic pride and aspirations for positive change. The creation of new station forecourts can be used to create new urban interfaces with active street frontages.

Figure 2_Rowville - line wide walkable catchments


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Figure 3 Bilbao metro commonality

Figure 4 Munich Metro individuality


A consistent approach to design features can give the stations a common identity. The Rowville Rail extension can be seen as a positive investment in civic infrastructure to communities in the eastern suburbs. The physical appearance of new infrastructure has the potential to become the brand identity for civic investment. It is therefore important for it to have a consistent appearance such that it becomes instantly recognisable and associated with positive change.

The four urban design themes; Identity, Connectivity, Community and Regeneration can come together in the way each station addresses its immediate environment. Each station entrance can have its own site specific characteristics yet a consistent line-wide approach to urban interfaces can give the Rowville Rail Link a consistent identity:

_ Beacons in a landscape: Each station entrance can be housed in a steel and glass structure with a distinctive roof canopy. The entrances can be orientated towards the pedestrian access and station forecourts. These beacons of light can become elements visible to local communities as bright, safe secure access points to a new reliable public transport connection _Landscape treatment: Station forecourts can have a consistent approach to use of high quality paving with areas of planting of native species of trees and grasses. Integration of robust street furniture, good quality lighting and signage can make station entrances places that the communities will want to inhabit and identity with. _Multi-modal interchange: Organisation of public transportation interfaces at each station can encourage passengers to interchange with bus, taxi, cycles and private cars. Station entrances should have local way-finding signage and real-time bus and train information displays.

_Station designs: A consistent approach to the organisation of stations, finishes and way-finding systems can assist passengers as they navigate spaces and promote passive way-finding.

IdentityA line identity can be achieved through multiple environmental aspects that impact on the passenger journey. Floor and wall finishes, lighting, signage and station layouts when brought together can formulate an identity or brand that can distinguish a Rowville Rail extension as being a beacon of new investment in the network. A consistent approach to environmental aspects along the line helps passengers with way-finding and the smooth the safe flow of passengers travelling on the infrastructure. Precedent from other networks indicates that there are two ways in which the design can be addressed:

_Common a common treatment of all floors, walls, lighting and signage acrossall station interfaces and entrances _Individual unique treatment of finishes and fittings to differentiate the entrances and passageways

The contrast between a common appearance and an individual approach can be taken to extremes. An exampleof a metro system with a very consistent approach to pedestrian tunnels can be found in Bilbao. Treatment of wall floors ceiling systems, signage and lighting are heavily regulated for consistency (Figure 3).

In contrast to Bilbao one of the new lines on the Munich Metro has been designed on the principal that each station has its own identity yet there are some consistent themes such as dynamic use of colour and light that creates a brand that is easily identifiable to the line (Figure 4).



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Signage and way-finding

Passengers will use a new Rowville Rail Link as a part of a passenger journey that will interface with many aspects of the Melbourne train system. The way-finding approach for the link needs to be integral to that of the rest of the network so as not to confuse passengers.

There may be many types of passenger using the link, commuters, shoppers, students, tourist, business visitors, mobility impaired, visually impaired, hearing impaired and tour groups. The majority of users will be familiar with the station and its entrances and will be less reliant upon way-finding information. Others will be less familiar and in need of guidance. These passengers tend to be slow moving and congregate in groups with the capacity to disrupt the free flow of others.

One of the key factors that determine passenger satisfaction is good way-finding and the ready availability of real-time information. Stress points occur at decision making nodes where passengers unfamiliar to the station pause to reorientate themselves and more familiar commuters clash in their hurry to get by.

The potentially claustrophobic, subterranean nature of metro systems often presents the most stressful types of environments for passengers. More often than not pedestrian tunnels are bland and featureless. Poor use of materials and fixtures makes it difficult to judge distance or mark points of change or signal a destination. The passenger is fully reliant upon signage (Figure 5)

The most successful precedent for pedestrian tunnels are environments that optimise passive or intuitive way-finding where the architecture of the environment is designed to guide passengers to their

destination. More intuitive examples include curved cladding at corners to indicate pedestrian flow, roof lights to help orientate passengers, articulation of passageways using cladding ribs to create rhythm, changes in light and colour to signify points of change or arrival (Figure 6)

Figure 5 Pedestrian tunnels Bangkok, China and Sydney

Figure 6 architectural devices to articulate intuitive way-finding


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Vertical circulation and entrances

Vertical movement can be via stairs, lifts or ramps. Good examples of these can be found on metro systems around the world (Figure 7). Good practice includes:

_All vertical movement should be located together. Sending a mobility impaired passenger on an indirect route can be seen as discriminatory _An alternative lift should be provided adjacent or close by to allow for mobility impaired access during maintenance. Alternatively a ramp should be provided _A stair should also be provided when only one or two escalators are used. This will enable two way flow during maintenance of an escalator. If three escalators are provided the stair can be omitted (subject to passenger flow requirements). _Lifts should be partially or fully glazed to enable passive policing and security surveillance.

The best examples of vertical circulation in station entrances celebrate the technology and movement of people. Dramatic use of glass, natural light and structural forms make access to the station inviting, engendering a sense of safety and security, reducing passenger anxiety.

Entrance security

The station entrances and forecourts should be monitored as part of the station CCTV security system.

The entrances need to have a means of being closed off securely, usually by means of a shutter, when the station is out of operation at night or during a strike or an emergency. Depending upon the ventilation strategy for the station the shutter may need to be perforated to allow free flow of air. There are three principle means used in metro stations for closing off entrances: a sliding collapsing gate, sliding folding vertical shutter doors or roller shutters. Where a roller shutter is used an additional ordinary door is required to enable access when the shutter is down. The designs of station entrances are often largely determined by the constraints of providing a security shutter line. Figure 8 shows how the need to create a secure barrier can limit the architectural form to an enclosed box.

To mitigate some of these constraints the shutter can be set back or be located at the bottom of the escalators at the entrance to the pedestrian tunnel freeing up the canopy to float above the entrance (Figure 9).

Figure 7_ Lifts and escalators London, Hong Kong, Sydney and Copenhagen

Figure 8_ Secure boxed off station entrances in Madrid and Barcelona

Figure 9_ Floating canopy entrances Washington, Sydney and London



9Principal bicycle networks

The Principal Bicycle Network (PBN) isa network of cycle routes identified by Vicroads. They provide access to key destinations within the Melbourne metropolitan area. The PBN is one of a number of cycling networks that makeup the cycling infrastructure of metropolitan Melbourne. Refer to Figure 11.

Other bicycle networks of interest tothis study include the MetropolitanTrail Network.

Along Wellington Road there are several new shared paths located on the footpath to take cyclists off this particularly busy arterial road.

City of MonashThe PBN identified is mainly on-road cycling paths in the vicinity of the proposed Rowville Rail Line. Off-road trails that have an interface with the Rowville Rail Line include:

_Station Trail - This trail extends from Oakleigh via Hughesdale Station to Centre Road, Clayton, adjacent to the Pakenham/Cranbourne Rail Line.

_Dandenong Creek Trail -This lies between Monash and Knox municipalities and is an important recreational and ecological corridor.

_Knox City Council - The PBN and municipality cycle maps identify predominantly on-road cycling paths in the vicinity of the proposed Rowville Rail Line.

Off-road trails that could have an interface with the Rowville Rail Line include:

_Ferny Creek - This trail is approximately 1 km away from the Rowville Shopping Centre

02 Urban Design -Line Wide Connectivity

Existing Pedestrian Network (PedShed)

Analysing the Walkable Catchment. For each station in this feasibility study we will be analysing walkability of the surrounding neighbourhood.The walkable catchment is a technique for comparative evaluation of how easy it is to move through an urban area to get to and from centres or facilities. These maps are best estimates of walkability.

Figure 10_Existing Bus Network. Source: MetlinkFigure 11_VicRoads principal bicycle network - Source VicRoads The Knox Bicycle Network - Source Knox City Council City of Monash Bicycle Network - Source city of Monash

Existing bus routes

The bus network runs east-west along Wellington Road and north-south along arterial and suburban roads. Refer Figure 10.

Existing motor vehicle network

Along Wellington Road between Huntingdale Station and Rowville (Stud Park Shopping Centre), motor vehicles are the predominant mode of transport.


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02 Urban Design -Line Wide Summary

A Rowville Rail Line would be a major investment that could have a profound and lasting effect on the communities in the eastern suburbs of Melbourne. The project has the potential to bring about a cycle of positive change resulting from improvements to multi-modal connectivity. Using the four key themes outlined in Section 01 earlier, the benefits can be summarised as follows:

_ Identity: New focal point entrances with dramatic canopies and high quality landscape finishes could make the station entrances bright new beacons in the landscape. The repletion of these entrances at stations on the alignment could provide a common identity for public multimodal transport interchange from Huntingdale through to Rowville.

_Connectivity: The addition of a railway line into the city centre will greatly increase public transport options for a large area of the eastern suburbs previously excluded from the Melbourne Metro network. Connectivity to the city could be supported by improved interchange between all modes of transport at the station. Safer more reliable interchange makes the passenger experience more enjoyable and promotes an increase in the usage of public transport. In most instances the stations can provide safe, secure grade separated pedestrian access across the road/rail corridor improving connectivity between communities north and south of the alignment.

_Community: Rail infrastructure has the potential to be dehumanising because of its scale and the way in which it can bisect communities. The approach taken wherever possible is to improve sight lines across public spaces. This supports passive surveillance, improving public sense of security. The introduction of landscape furniture within station forecourts can provide a sense of place and the use of way-finding signage enables orientation to places of importance. The stations can become new focal points for communities on both sides of the alignment to identify with and the improvements to cross corridor connectivity could bring together previously divided areas.

_Regeneration: A major investment into public infrastructure can improve connectivity, public amenity and provide a fresh new look to the urban landscape. This may attract inward investment and willingness for people and businesses to want to become a part in the positive growth of some key areas of the eastern suburbs.

The addition of a rail corridor can establish the line as a new identifiable component of the metropolitan network. The experience of travelling in this corridor with its potential for major new subterranean or elevated stations will be different from travelling in any other part of the metropolitan network and much more akin to passenger experiences on other metros such as Hong Kong or Munich. This heavy rail metro extension could make a new connection to Rowville a positive passenger experience that many in the east of Melbourne will want celebrate and engage with.



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03 Huntingdale Station

HUNTINGDALESTATION


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03 Huntingdale Station - Existing Site Analysis

Figure H2_Land Use (Planning Scheme) analysis around Huntingdale Station

IdentityHuntingdale Village is located on Huntingdale Road adjacent to the prominent North Road flyover and Dandenong Rail corridor. Huntingdale is a well known suburb due to the Huntingdale Golf Course which hosts the Australian Masters Golf Tournament.

ConnectivityThe majority of pedestrian links around Huntingdale are street-side footpaths. Pedestrian crossings are either traffic lights or zebra crossings. Access across the rail corridor and through the underpass does not currently adhere to DDA requirements and there are no lifts.

Walkable Catchment Analysis The typical analysis of reasonable walking distances around a transport node includes 400m (5minute walk), 800m (10 minute walk) and 1600m (20 minute walk) distances.These specific walkable distances present around Huntingdale Station are illustrated in Figure H1, H2 and H3.

Existing Bus InterchangeThe major off-road bus interchange at Huntingdale is nearby and consists of 2 bus stops on Huntingdale Road and 2 bus stops further away along North Road/ Wellington Road. The Huntingdale community is serviced by several bus routes:

_704 - East Clayton to Oakleigh via Huntingdale _601 - Huntingdale to Monash _900 Smart Bus - Stud Park Shopping Centre to Caulfield via Monash University _630 - Elwood to Monash University via Gardenvale, Ormond + Huntingdale.

Existing ParkingThe main station parking is currently located to the north of the station on the corner of Railway Avenue. The parking access slip lane is particularly troublesome as it is accessed off Huntingdale Road below the North Road flyover and also has angled parking within a very narrow piece of land.There is also a parking area south of the rail corridor off Haughton Road and an informal (unmarked) parking area within the North Road/Huntingdale off-ramp loop.

Existing Kiss and Ride/TaxiCurrently Kiss and Ride is not in a designated area, but it does occur informally in the slip lane that comes underneath the North Road flyover.

Existing CyclingThere are mainly on-road cycling links in the Huntingdale Station precinct.There is also the Station Trail : cycling / shared path link to the north-west of the station that goes from Huntingdale to Centre Rd, Clayton.

Community/Regeneration

Existing Development The land use diagram (Figure H2) illustrates the current zoning in the vicinity of Huntingdale Station. Source: Monash Planning Schemes

Major landmarks around Huntingdale Station include:

_South West - Huntingdale Golf Course and Melbourne Metro Golf Course are located here, surrounded by residential

suburbs and adjacent to an existing primary school. _North West - Residential and industrial. The retail/ business centre adjacent to Huntingdale Station is an established shopping strip on Huntingdale Road _North East - Industrial and residential mix. The residential community is within the typical 10 minute walkability catchment _South East - Industrial and residential mix. The residential community is beyond the typical 10 minute walkability catchment.

Figure H1_Pedestrian Catchment around Huntingdale Station Figure H3_Neighbourhood landmarks around Huntingdale Station



13IdentityThe identity of Huntingdale Station could be enhanced by the new station facilities, improvements to security and circulation.

ConnectivityProposed Bus Interchange The bus interchange at Huntingdale Station is proposed to remain unchanged, given that the number of passengers currently transferring between modes of transport to get to Monash University will be reduced once Monash Station is operational.

An off-road bus interchange loop into the existing north car park could improve the inter-modal interchange at the station entrance. However, the current traffic congestion and limited parking spaces in this area could make this option difficult to resolve. Further analysis with the bus operator could verify which option is the most appropriate. In the future, with changes in community travel habits, employment opportunities and population growth, the bus interchange could be expanded. Walkways from the bus interchange to the station entrances could remain unchanged as paths of travel, but could be re-paved and upgraded.

Proposed ParkingPotential patronage demand increases and current parking congestion at Huntingdale could mean a small expansion of the total number of station designated parking. The existing parking could also be formalised, with unsealed areas upgraded to current standards.

The additional area of parking could be located on spare Victrack land either through an expansion of the Haughton Road car park further south or within the rail boundary on the north.

Kiss and Ride/TaxiThis could remain unchanged

Proposed CyclingUpgrade of the existing footpaths on North Road to be part of a continuous shared path has been proposed for this project, that would link to the new station. Upgrading other bicycle routes in the vicinity of Huntingdale Station to provide stronger and safer link to the local community is also envisaged. The existing underpass functions as a cross rail corridor connector. An upgraded and expanded station could include a more generous underpass than the existing one, with the same linkage. Cycling facilities will be improved at Huntingdale Station with the addition of a Parkiteer and bicycle loops

Community/RegenerationFuture development in Huntingdale could be driven by population growth and changes to employment opportunities in this suburb.

The car park to the north of Huntingdale Station has potential for mixed-use retail development that could integrate the station with the Huntingdale Village shopping strip.

03 Huntingdale Station - Proposed Urban Design Response

Figure H4_Huntingdale Station - Urban Design

EXISTING

PARKING

PROPOSED

PARKING

EXISTING PARKING

EXISTING PARKING


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03 Huntingdale Station - Station Design

Figure H5_Cross Section - Scale 1:250 @ A3

Existing StationHuntingdale Station is on the boundary between Zone 1 and Zone 2 and is therefore very popular for park and ride commuters. Huntingdale is currently an island platform located on the Pakenham/Cranbourne line. Access to the existing station is via a non-DDA compliant pedestrian underpass. The existing facilities are of host status and are located on the above ground island platform. These include:

_Waiting Areas on platform _Public toilets (staff hours only) _Bike lockers (no cage) _Bike racks _273 car spaces

Station StatusHuntingdale Station would be completely rebuilt to premium status and remain on the cusp of Zone 1 and Zone 2.

Station ConfigurationThe proposed configuration of a new Huntingdale Station is defined by the following elements:

_The shallow depth of the Rowville rail alignment, and the limited rail corridor width indicate that a cut and cover station is appropriate. _The concept that the existing Dandenong/Cranbourne line is not to be realigned, therefore a new station would be located in the existing corridor. A new above ground platform will potentially be increased in length to 230m. _A new underpass, which is wider and safer than the existing underpass, could be provided. This could include DDA compliant ramps. An overbridge could be considered but is not preferred for two reasons, a) the excessive height of an overbridge means more stairs and longer ramps, and b) the limited land available on the north and south of rail corridor for accessing the entrances.

Platform configuration - Island or SideA new underground Rowville platform at Huntingdale Station could be an island configuration because:

_The existing Pakenham platform above ground is an island. _Transfer between Rowville and Pakenham lines which are situated directly on top of each other

will be easier for commuters. This is because of the central location of the vertical transport. _The centralised vertical access would be less expensive because a side platform requires twice the numbers of lifts and stairs. _Interchange between the up and down lines will be easier for commuters. This is because side platforms would require additional stairs, lifts and tunnels. _Another reason that an island platform is preferred is that staff are able to monitor entry into the station at a single point of access. Side platforms would require two unpaid/paid barrier gates, therefore doubling the security needs and staff numbers. _Greater feeling of safety and space for commuters

Way-findingNew station entrances could be provided in the same general position as the existing. New station entrances could be covered with new canopies that act as a beacon and improve its visibility, way-finding and civic presence. The stacked island configuration and single point of entry into the paid area of the station makes way-finding simple, i.e. one choice of direction only.

Safety and securityA new pedestrian underpass could be wider than the existing, with chamfered ends to increase daylighting and improve passive surveillance. The island platform and cut and cover cavern could provide good visibility from the concourse (station facilities) and on to the platform. CPTED (Crime Prevention Through Environmental Design) guidelines have been considered and need to be applied in the design development of the station.

SustainabilityUnderground stations provide many opportunities for sustainable design. Those considered appropriate for Huntingdale Station include:

_Exposure to thermal mass, and connectivity to the soil provides opportunities to reduce heating and cooling needs within the station, _High quality passive design utilising radiant heating and cooling. Combined with natural ventilation these can produce major savings in energy use by reducing the needs for mechanical cooling/heating. _Natural ventilation utilising the stack effect. Station depths and vertical circulation shafts for escalators provide ideal opportunities for increased passive ventilation. Piston effect from

the trains pushing air through the tunnels can be utilised to assist in the stack effect for removing stale air out of the space, although it does provide for some design challenges such as excessive wind. _Displacement ventilation at platforms. _Location of extract / exhaust air vents at low level at the ends of the platforms to draw pollutants and heat away from trains _Maximise the use of daylight. Light wells and skylights could be considered wherever possible for channelling daylight down into the underground station _Acoustic treatment for decreased noise and reverberation levels. _Locate plant rooms above ground, or near the surface to improve the ease of ventilation and cooling, maintenance and accessibility. _Rainwater harvesting and recycling. _On-site energy production should be considered in design development, including solar PV for station lighting in parking areas and on station entrance roof canopies for powering the station facilities.



15Station Concept PlansThe specific features of the proposed upgrade to Huntingdale Station include:

_Replace existing at-grade island platform in same location _Two new underground platforms located underneath the existing at-grade island platform _A new pedestrian underpass _Premium station facilities located at underpass level _VT vertical transport including ramps, lifts and stairs to enable access across the corridor, up to the Pakenham

platforms and down onto the Rowville underground platforms _Ramps have been designed to provide maximum accessibility and safety, while also enabling better cycling connectivity across the rail corridor _Demolition of the existing Huntingdale Station platform building _New platform canopies (60% coverage) and enclosed waiting room for the existing at-grade island platform _New allocated DDA shelters at each end of the at-grade island platform (the underground platforms are intrinsically sheltered)

_Safety Zones will be designated onto existing and new platforms as per VRIOG standards including the provision of Customer Help Points along with an overall CCTV strategy for the station. _Emergency, fire and egress have been considered and are identified in the Access and Mobility Plan _Ventilation/fire escape blocks are shown indicatively on adjacent land _Opportunities for skylights into the platform caverns have been identified for natural day-lighting

Station facilitiesSpace has been allowed for in the concept layout for new public and staff facilities. As stipulated in the Metropolitan Station Guidelines and the VRIOGs for a premium station status these include: Back of house (staff and services)

_Station Masters office _Staff kitchenette and lockers _Staff toilets _Secure storage (cleaners)

Secure services (comms and signalling) Public

_Ticket booth _Ticketing and vending machines _Public toilets (male, female and DDA) _Space for a kiosk has been allowed for on the concourse/underpass level _Enclosed waiting area on the above ground island platform (Pakenham Line)


Figure H6_Ground Floor Plan - Scale 1:1000 @A3


16

Figure H9_ Longitudinal section - Scale 1:1000 @ A3

Figure H8_ Platform plan - underground - Scale 1:1000 @ A3

Figure H7_ Platform plan - concourse/underpass level - Scale 1:1000 @ A3




17

03 Huntingdale Station - Concept access and mobility plan

Figure H12_ Ground level - station forecourt - access circulation arrows illustrated

- not to scale @ A3

Figure H10_ Cross section - access circulation arrows illustrated - not to scale @ A3

Figure H11_ Ground level - access circulation arrows illustrated - not to scale @ A3

AccessThe proposed station can be accessed via a new underpass beneath the rail corridor. This underpass may also serve as a 24 hour community link. The underpass could be designed with a generous width and use opportunities to gain natural lighting and passive surveillance as much as possible.

EntrancesThe primary station entrance could remain on the north side of the corridor adjacent to Huntingdale Road. A secondary entrance to the station could be located in the wedge on land beneath the North Road bridge. This is a very constrained area, and an additional footpath would be needed.

As such,Haughton Road would need to be reduced in width. Equal access from these entrances is provided by:

_DDA compliant ramps down to the underpass from the street _DDA compliant ramps up to the Pakenham (above ground) island platform and down to the Rowville (underground) island platform _Lifts at each end of the underpass and centrally to access between platforms

Fire exits, maintenance access and emergency egress Fire stairs, service plant areas and service access can be provided at each end of the platform. Separated tunnels would be required so that escape can occur out to the surface.

Bus interchange The existing bus stops could remain unchanged and the existing pedestrian traffic light could be considered sufficient

Kiss and Ride/Taxi This could remain unchanged

Parking Pedestrian links to existing parking could remain unchanged and a new parking area could be accessed from existing footpaths.

Cycling Links to the existing cycling network could be enhanced with increased facilities and shared connectivity through the underpass.


18

Figure H15_ Longitudinal section - access circulation arrows illustrated - Scale 1:1000 @ A3

Figure H14_ Platfrom plan - underground - access circulation arrows illustrated - Scale 1:1000 @ A3

Figure H13_ Platfrom plan - concourse/underpass level - access circulation arrows illustrated - Scale 1:1000 @ A3

03 Huntingdale Station - Concept access and mobility plan



19Neighbourhood CharacterThe upgraded station entrances would be only a small glimpse of the scale of the civil infrastructure that it links to underground. These entrances could act as beacons in the landscape, attracting commuters day and night. New entrance canopies can combine passive and active solar principles such as natural lighting, and ventilation and solar panels.

Visual ImpactThe architectural and urban design elements associated with Huntingdale Station are of low impact to the aesthetics of Huntingdale Village. New entrances could be located in very similar positions to the existing. Way-finding could be enhanced on both sides of the rail corridor with the creation of the new entrances designed to be visual markers. New platform canopies on the island platform would not impact any neighbouring residents and the new facilities could enhance and promote development.There are no overlooking issues identified.

HeritageThere are no known heritage issues with the station changes.

Property AcquisitionReview of Victrack property boundaries may be necessary for the location of:

_A ventilation/fire escape block to the west of the station _Potential parking within the rail corridor to the south-east of the station

Development OpportunitiesHigher density development could occur in various locations around Huntingdale Station, particularly the industrial/ commercial sites.Properties identified as future development potential are privately owned. They are not part of the station concept plan, rather they are part of a more aspirational master-plan where new retail frontages could be created opposite those already on Railway Avenue.

03 Huntingdale Station - Built form, neighbourhood character and visual Impact

Figure H16_ Artists impression of upgraded Huntingdale Station


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21

04 MonashStation

MONASHSTATION


22

04 Monash Station - Existing site analysis

Identity

A Monash Station could be located immediately adjacent to Monash University on Wellington Road. Monash University has a very strong reputation in research and education, particularly with its links and proximity to other research facilities including the CSIRO, Monash Medical Centre and the Synchrotron. It is the second oldest university in Melbourne and currently has the highest student enrolment of any Australian University. Monash University campus is surrounded on one side by residential housing and on other sides by industrial and research facilities. The campus and Wellington Road frontage are populated with well established mature native trees.

For the purpose of this report whenreference is made to Monash Universitythis relates to the Clayton campus only.

Connectivity

Walkable Catchment AnalysisThe typical analysis of reasonable walking distances around a transport node includes 400m (5 minute walk), 800m (10 minute walk) and 1600m (20 minute walk) distances.These specific walkable distances present around Monash Station are illustrated in figure M1, M2 and M3.

At present Monash University has limited interconnectivity between transport modes. There are barriers to pedestrian access posed by the busy Wellington Road, Princes Highway and the campus ring road. There is currently a disconnect between vehicular, bus and cycling connectivity

There are numerous pedestrian links across the campus and a multitude of signalled and non-signalled zebra crossings across the ring road from the bus interchange and the various at-grade parking locations.

Existing Bus InterchangeAt Monash University the main existing bus loop off Wellington Road is very well frequented and consists of 12 bus stops. There is a regular free shuttle bus from Huntingdale Station to Monash University and there is also an Intercampus (Clayton to Caulfield/Berwick/Peninsula) shuttle bus that stops at the bus loop.The buses servicing Monash University interchange include:

_703 Blackburn to Middle Brighton _733 Oakleigh to Box Hill _737 - Croydon via Knox _601 - Huntingdale to Monash _631 Southland to Waverley Gardens _900 Rowville to Caulfield _630 Elwood Beach via Huntingdale _802/804/862 Dandenong to Chatswood

Existing ParkingAt Monash University, there is an existing ring road with a number of parking areas situated around its length. In addition, in

proximity of the Monash Station site, there are numerous at-grade parking areas. These all form potential barriers to pedestrian and cycling permeability into and around the campus. Parking at the University is paid parking, either by permit or meter, thus there is no free parking.

Existing Taxi RankThe existing taxi rank is located on the ring road near the existing bus interchange.

Existing CyclingOn road cycling is the only cycling link at Monash University.

Monash University has a bicycle hire scheme called Unicycle which facilitates transportation around the campus

Figure M2_ Land Use (Planning Scheme) analysisFigure M1_ Pedestrian Catchment Figure M3_ Land Use (Planning Scheme) analysis



23Community/RegenerationThe Monash University precinct is asignificant focal point as it is a place of employment and study for many people.In the vicinity of Monash Station the mainfeature is Monash University, as well asMonash Medical Centre, the AustralianSynchrotron and CSIRO.

Within the Monash Planning Scheme, theDepartment of Planning and CommunityDevelopment have created PolicyFramework 22.02 Monash TechnologyPrecinct which suggests:

The Monash Technology Precinct is promoted as a primary focus for technology and research and development enterprises which can extend and reinforce the linkages between the Precinct and Monash University, the Monash Medical Centre, the Synchrotron and other tertiary and research institutes.

Existing Development Monash University is undergoing continual growth. A number of new research and education facilities have been built on campus such as the Monash Biomedical sciences precinct. These expansions will result in increased numbers of people travelling to and from the university.

Other developments at Monash University that could have an influence on the station include:

_A new Bicycle Storage Centre completed in 2009, this signifies Monash University commitment to sustainable transport. It is located to the north of the campus away from the station. Connecting these bike facilities to the station may promote and increase cycling to and from the university. _A new addition to the Robert Menzies building has been built to the south east, this will create a strong link to the station _John Monash Science School was recently built just off Wellington Road to the west of the station. This is a secondary school facility and brings with it a different type of student and different demand for public transport.

04 Monash Station - Existing site analysis

Figure M6_Existing Monash Bus Interchange - Source http://www.fsd.monash.edu.au/travel-parking/travel/public-transport/clayton-campus-bus-routes

Figure M5_ Circulation around a potential Monash Station site

Figure M4_Monash Technology Precinct- Source: LOCAL PLANNING POLICIES - CLAUSE 22.02


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04 Monash Station - Proposed urban design

Identity

Pedestrian spineA formal pedestrian spine is proposed in the Monash Master Plan that can also provide a link between a station entrance and the campus centre. This could provide the University campus with more legible wayfinding and greater civic presence.

A new Monash Station could form part of a Gateway into the campus from Wellington Road.

ConnectivityThe Monash University Master Plan provides a strategy for a Transit oriented pedestrian campus that is less car-centric. A new station could facilitate increased public transport usage for Monash University and the surrounding Monash Technology Precinct

Integrated public transportThe proposed rearrangement of the Monash campus road network would complement the location of Monash Station off Wellington Road. The Monash Master Plan proposes shifting the existing bus interchange to the north-west onto the current Ring Road south. The proximity between the bus interchange and a station would be ideal for commuter transfer.

Bus InterchangeThe bus routes into Monash University could remain as existing, while the rearrangement of roads could mean that the majority of buses exit the campus via Blackburn Road towards the Synchrotron.

Kiss and Ride/TaxiA Kiss and ride area could be located to the north-east of the station, off to the side of the pedestrian spine. Allowing a sufficient number of temporary parking bays will allow Kiss and Ride/taxidrop-offs for connecting rail, buses as well as general University drop-offs.

Proposed CyclingUpgrade of the existing footpaths on Wellington Road to be part of a continuous shared path has been proposed for this project, that would link to the new station. Upgrading other bicycle routes in the vicinity of Monash Station to provide stronger and safer link to the local community is also envisaged. Possible cycling connectivity improvements include:

_The new station underpass could allow cyclists to cross Wellington Rd _A new rail line will allow cyclists to travel to Monash on the rail network _Cycling facilities could be provided such as the provision of a Parkiteer and bicycle loops.

ParkingThe ambition for Monash University is to reduce the reliance on car commuting to and from the campus and increase sustainable public transport options. It is not anticipated that station parking would be required in a concept design for Monash Station.

Community/RegenerationThe Monash University Master Plan provides a direction for future development on available land for the entire campus. In proximity of where a station entrance could be located, the master plan envisages replacement of the existing at-grade parking with new development sites for university buildings on either side of a new pedestrian spine. The adjacency of a new station would make these sites highly desirable.

Gateway and Civic PresenceA new station would provide a focal point at the south of the Monash campus. Activation of the spaces in the immediate area around the rail station could create a place for people. In this regard the following urban design principles could apply:

_To create the new pedestrian gateway to the university campus _To create a civic presence for the university at this new gateway;

Figure M7_ Proposed future circulation around Monash Station



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04 Monash Station - Station design

Station StatusA new station at Monash will potentially have a premium status. It would be on the cusp of Zone 1 and Zone 2.

Station ConfigurationThe configuration of a potential station at this location is defined by the following constraints:

_A cut and cover station would be most appropriate due to the proposed shallow depth of the Rowville Rail alignment _The limited width of the Wellington Road median means that vertical transport (stairs, lifts, etc) are not viable in the middle of the road for station access. _A new underpass would be required that should be wide and safe and include DDA ramps. An overbridge could considered but is not preferred for two reasons, a) the excessive height of an overbridge

means more stairs and longer ramps, and b) the visual impact.

Platform configuration - Island or SideAn island platform at Monash Station is preferred due to the following:

_Interchange between lines and between Up and Down platforms would be easier for commuters _Single point of access through the Unpaid/Paid barrier gates _Consolidated (less) vertical transport on an island platform _Greater feeling of safety and space for commuters _Opportunity for skylights in the Wellington Rd median - directly above the island platform

Way-findingThe proposed new station entrances are located:

_Main entrance - (highest patronage) on the north on the Monash University site. The shape of the underpass could open up towards the north to cater for the higher patronage as well as create a natural funnel. _The secondary entrance could be located on the corner of the Wellington Road slip lane and Parker Street. There is only a small verge on this corner and an entrance is quite close to the main Mannix College building. Given the increased amenity the station could provide to Mannix College, the procurement of some of this land could be negotiable

Safety and securityThe island platform and cut and cover cavern provides very good visibility from the concourse (station facilities) and on platform. CPTED guidelines have been considered and need to be applied in design development.

Sustainability Underground stations provide many opportunities for sustainable design. Those considered appropriate for Monash Station include:

_Exposure to thermal mass, and connectivity to the soil provides opportunities to reduce heating and cooling needs within the station _High quality passive design utilising radiant heating and cooling. Combined with natural ventilation these can produce major savings in energy use by

reducing the needs for mechanical cooling/heating _Natural ventilation utilising the stack effect. Station depths and vertical circulation shafts for escalators provide ideal opportunities for increased passive ventilation. Piston effect from the trains pushing air through the tunnels can be utilised to assist in the stack effect for removing stale air out of the space, although it does provide for some design challenges such as excessive wind _Displacement ventilation at platforms _Location of extract/exhaust air vents at low level at the ends of the platforms to draw pollutants and heat away from trains _Maximise the use of daylight. Lightwells and skylights can be considered wherever possible for channelling daylight down into the underground station

_Acoustic treatment for decreased noise and reverberation levels _ Locate plant rooms above ground, or near the surface to improve the ease of ventilation and cooling, maintenance and accessibility _Rainwater harvesting and recycling _On-site energy production should be considered in design development, including solar PV for station lighting in parking areas and on station entrance roof canopies for powering the station facilities.

Figure M8_ Section - Scale 1:250 @ A3


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Figure M9_ Ground level plan - Scale 1:1000 @ A3

Station building concept plansA new Monash Station could include:

_One new underground island platform located centrally beneath Wellington Road _Premium station facilities located on concourse level - including ticketing and unpaid/paid barrier line. Concourse level facilities would be required so that they are adjacent to the unpaid/paid barrier line. _Escalators, lifts and stairs to enable access across the corridor and down onto the platform _24 hour accessible underpass

_A main entrance from Monash University side that is larger to cater for greater patronage _A secondary entrance located on the south of Wellington Road _Retail opportunities such as coffee shops or newsagents, around the entrance to Monash Station would be considered very favourable and would become part of future developments. _Safety Zones can be designated onto existing and new platforms as per VRIOG standards including the provision of Customer Help Points along with an overall CCTV strategy for the station.

_Emergency, fire and egress have been considered and are identified in the Access and Mobility Plan _Ventilation stacks have been shown indicatively on adjacent street corners on the north of Wellington Road _Opportunities for skylights into the platform caverns have been identified in the Wellington Road median strip for natural daylighting

Station facilitiesThe space allowance for the new public and staff facilities is in line with the Metropolitan Station Guidelines and the VRIOGs for a premium station status and include:Back-of-house (staff and services)

_Station Masters Office _Staff kitchenette and lockers _Staff toilets _Secure storage (cleaners) _Secure services (comms and signalling)

Public_Ticket booth and vending machines_Public toilets (male, female and DDA)

04 Monash Station - Proposed urban design



27

04 Monash Station - Station design

Figure M11_ Longitudinal section- Scale 1:1000 @ A3

Figure M10_ Platform plan - underground - Scale 1:1000 @ A3

Figure M12_ Mezzanine plan - underground - Scale 1:1000 @ A3


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04 Monash Station - Concept access and mobility plan

AccessThe station would be accessed via a new underpass beneath Wellington Road. This underpass will also serve as a 24-hour community link. The underpass will be designed with a generous width and use opportunities to gain natural lighting and passive surveillance as much as possible.

EntrancesThe primary station entrance faces north towards the centre of the Monash campus, linked into upgraded off-road paths.

The secondary entrance to the station is located adjacent to Mannix College, but more importantly provides a potential pedestrian and cycling link towards Dandenong Road and Monash Medical Centre further to the south-west.

Equal access from these entrances is provided by :

_Lifts at each end of the underpass and centrally to access between platforms

Fire Exits, Maintenance Access and Emergency EgressFire stairs and service access have been provided at each end of the platform. Separated tunnels are required so that escape can occur out to the surface on the north side of Wellington Road

Bus interchangeThe Monash University Master Plan relocates the bus interchange to the north-west of the station entrance on a realigned Monash University Ring Road. The proximity of the relocated bus interchange provides a suitable buffer zone for the rail station entrance in terms of commuter interchange, pedestrian overflow space, as well as activation of the place for people.

Kiss and Ride/TaxiWhile no Kiss and Ride layover areas have been identified in the Monash Master Plan, the design team consider that the north-east of the realigned Monash University Ring Road is an appropriate place for this drop off area, adjacent to both buses, rail and pedestrian

ParkingNo commuter parking has been allowed for.

CyclingLinks to the existing cycling network are enhanced with increased facilities and shared connectivity through the underpass.

Figure M13_ Platform plan - concourse/underpass level - access circulation arrows illustrated - not to scale @ A3

Figure M14_ Cross-section - access circulation arrows illustrated - Scale 1:250 @ A3



29

04 Monash Station - Concept access and mobility plan

Figure M16_ Longitudinal section - access circulation arrows illustrated - scale 1:1000 @ A3

Figure M15_ Platform plan - underground - access circulation arrows illustrated- scale 1:1000 @ A3

Figure M17_ Mezzanine plan - underground - access circulation arrows illustrated - scale 1:1000 @ A3


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04 Monash Station - Neighbourhood character and visual impact - 3d

Neighbourhood CharacterThe potential new station entrances would only be a glimpses of the scale of the civil infrastructure that it links to underground. These entrances could act as beacons in the landscape, attracting commuters day and night. The design of canopies can combine passive and active solar principles such as natural lighting, and ventilation and solar panels.

Visual ImpactA primary station entrance on the north of Wellington Road will create a civic presence in keeping with the prestige and reputation of Monash University as one of Melbournes largest academic centres.

The Monash University Master Plan highlights a pedestrian spine linking the proposed rail station to the campus centre. A station entrance will become a

key anchor at this critical junction of the campus.

A secondary entrance on the south of Wellington Road could be a much smaller scale due to its size, limited available land and to respect adjacent residences.

HeritageThere are no known heritage issues with the proposed station location.

Property AcquisitionMonash University land is government owned, yet the land required for the main entrance and the two vent/access shafts would need to be negotiated with the University.

A secondary station entrance at Mannix College on the corner of the Wellington Road slip lane and Parker Street would require land acquisition. Mannix College is affiliated with Monash University,

therefore negotiation for this land would also need to occur with the university and the operators.

Development OpportunitiesAreas of land identified as future development on the Monash University Master Plan have been identified in the artists impressions below to show the potential scale, location and composition of future buildings in relation to the proposed station entrance.

Figure M18_ Monash Station artists impression - potential future Monash Clayton campus layout - blue buildings indicate potential development.



31

04 Monash Station - Neighbourhood character and visual impact - 3d

Figure M19_ Monash Station artists impression - looking north towards campus centre along potential pedestrianised spine.


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Figure M20_ Monash Station artists impression - view from inside north station entrance at mezzanine level.



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05 Mulgrave Station

MULGRAVESTATION


34

05 Mulgrave Station - Existing Site Analysis

Identity

A potential location for Mulgrave Station is on the corner of Wellington Road and Springvale Road. Springvale Road is one of the busiest north-south arterial roads in Melbourne. Mulgrave is a large suburb that extends from Rowville in the east, Springvale in the south, Wheelers Hill and Notting Hill in the north and Clayton in the west. Mulgrave is a large employment base in a central location in the city of Melbourne, in particular for the manufacturing sector and for professionals.

Connectivity

There are existing shared paths on each side of Wellington Road and Springvale Road. Yet the nature of this part of Wellington Road being an 80 km per hour zone, pedestrians and vehicles are well segregated. Road crossings are at the traffic lights.

Walkable Catchment AnalysisThe typical analysis of reasonable walking distances around a transport node are 400m (5minute walk), 800m (10 minute walk) and 1600m (20 minute walk) distances.These specific walkable distances present around Mulgrave Station are illustrated in figure G1, G2 and G3.

Existing Bus InterchangeThere is no significant bus interchange currently at this location along Wellington Rd.

There are two bus stops on Wellington Road, one in each direction, serviced by the following bus routes:

_900 Smart Bus _Stud Park Shopping Centre to Caulfield via Monash University

There are two bus stops on Springvale Road, one in each direction, serviced by the following bus routes:

_902 Smartbus Chelsea to Airport West _885 Glen Waverley to Springvale

Existing ParkingThere are currently no public parking areas along this section of Wellington Road or Springvale Road.

Existing Kiss and Ride/TaxiThis area is currently a destination for vehicular drop-off.

Existing CyclingThe existing provision for cycling links in the Mulgrave area of Wellington Road includes:_On-road cycling, including within bus lanes permitted_Shared paths off road along Wellington Road

Community/Regeneration

The area surrounding the Mulgrave area is predominantly Industrial and residential.The land use diagram (Figure G2) illustrates the current zoning in the vicinity of Mulgrave Station. Source. Monash Planning Schemes

There are local planning policies thatspecifically apply to the site:

_Clause 22.02 Monash Technology Precinct Policy; and _Clause 22.03 Industry and Business Development and Character Policy.

Major landmarks around Mulgrave Station include: Education - Mazenod CollegeHousing - Monash Gardens Nursing HomeBusiness - NEC, NestleFuture infrastructure - Westall Arterial Extension Reserve

Figure G1_ Pedestrian Catchment around Mulgrave Station Figure G2_ Land Use (Planning Scheme) analysis around Mulgrave Station Figure G3_ Land Use (Planning Scheme) analysis around Mulgrave Station

pages from rowville rail study station layout and urban design report part1

Documents

urban design reportdraftmarch

new rail line

heavy rail line

broader report

heavy rail service

reportrowville rail

existing city

pakenham line