waterloo metro quarter · 2019-08-02 · 3.2.1 implementing the eastern city district plan 68 3.2.2...

Waterloo Metro Quarter State Significant Precinct Study

02 October 2018

Pg 2/231 Waterloo Metro Quarter / State Significant Precinct Study / 2 October 2018

Contents

Executive Summary ..........................................................................................................................................................................................9 1 Introduction .......................................................................................................................................................................................... 21

1.1 The Project Partners............................................................................................................................................................................ 22 1.2 State Significant Precincts .................................................................................................................................................................. 22 1.3 Waterloo SSP study requirements .................................................................................................................................................... 23 1.4 The SSP study methodology............................................................................................................................................................... 24 1.5 Sydney Metro and over station development................................................................................................................................ 25 1.6 Relationship of this SSP to subsequent processes ......................................................................................................................... 26

2 The Precinct .......................................................................................................................................................................................... 27

2.1 Location ................................................................................................................................................................................................. 27 2.2 Precinct description............................................................................................................................................................................. 28 2.3 Existing role........................................................................................................................................................................................... 31 2.4 Precinct context ................................................................................................................................................................................... 31

2.4.1 Demographics 31 2.4.2 Economy 31 2.4.3 Local retail and services 32 2.4.4 Transport 35 2.4.5 Open space and landscape 39 2.4.6 Flooding and stormwater 42 2.4.7 Heritage 43 2.4.8 Community services, arts and culture 44

2.5 State and Regional planning strategies and policies ..................................................................................................................... 46

2.5.1 Other planning strategies and policies 53

2.6 Statutory planning ............................................................................................................................................................................... 54

2.6.1 State Environmental Planning Policies 54 2.6.2 Local planning controls 58 2.6.3 Development contribution plans 59 2.6.4 Consent authority 61

3 Strategic context and justification .................................................................................................................................................... 62

3.1 Strategic context .................................................................................................................................................................................. 62 3.2 Justification ........................................................................................................................................................................................... 68

3.2.1 Implementing the Eastern City District Plan 68 3.2.2 The relationship between the Metro Quarter and the Sydney Metro Project 71 3.2.3 The relationship between the Metro Quarter and the Estate 72

4 Vision and principles ........................................................................................................................................................................... 75

4.1 Waterloo SSP place character statement........................................................................................................................................ 75 4.2 Vision for Waterloo SSP ...................................................................................................................................................................... 77 4.3 Waterloo SSP objectives and urban design principles .................................................................................................................. 77


4.4 Metro Quarter design response........................................................................................................................................................ 79 4.5 Future Context...................................................................................................................................................................................... 79

5 The proposal ......................................................................................................................................................................................... 80

5.1 The indicative concept proposal ....................................................................................................................................................... 80

5.1.1 Public domain 81 5.1.2 Built form 84

5.2 Land uses ............................................................................................................................................................................................... 87

5.2.1 Gross floor area and development yields 88

5.3 Proposed planning framework .......................................................................................................................................................... 89

5.3.1 Land use and planning controls 90 5.3.2 Other provisions 93

5.4 Development Control Plan ................................................................................................................................................................. 94 5.5 State, regional and local infrastructure delivery mechanisms .................................................................................................... 95

6 Study requirements ............................................................................................................................................................................. 97

6.1 Vision, strategic context and justification ....................................................................................................................................... 98 6.2 Urban design......................................................................................................................................................................................... 98 6.3 Public domain: public open space and streets ............................................................................................................................. 113 6.4 Land use and planning controls....................................................................................................................................................... 115 6.5 Transport ............................................................................................................................................................................................. 118 6.6 Housing ................................................................................................................................................................................................ 141 6.7 State and regional infrastructure.................................................................................................................................................... 145 6.8 Local infrastructure and contributions .......................................................................................................................................... 146 6.9 Utilities................................................................................................................................................................................................. 153 6.10 Climate change mitigation and adaptation................................................................................................................................... 157 6.11 Aboriginal cultural heritage ............................................................................................................................................................. 161 6.12 Biodiversity ......................................................................................................................................................................................... 162 6.13 Urban forest........................................................................................................................................................................................ 163 6.14 Urban ecology..................................................................................................................................................................................... 170 6.15 Ecologically Sustainable Development (ESD)................................................................................................................................ 173 6.16 Water quality, flooding and stormwater ....................................................................................................................................... 179 6.17 Visual impact ...................................................................................................................................................................................... 185 6.18 Noise, vibration and pollution ......................................................................................................................................................... 188 6.19 Wind ..................................................................................................................................................................................................... 194 6.20 Aeronautical........................................................................................................................................................................................ 198 6.21 Geotechnical and contamination.................................................................................................................................................... 200 6.22 Population demographics ................................................................................................................................................................ 202 6.23 Economic development, local retail and services ........................................................................................................................ 207 6.24 Feasibility and economic benefits................................................................................................................................................... 213 6.25 Heritage ............................................................................................................................................................................................... 215

6.25.1 Waterloo Congregational Church 218 6.25.2 Cauliflower Hotel 219 6.25.3 Former CBC Bank building and Cricketers Arms Hotel 219 6.25.4 Alexandria Park heritage conservation area (C1) and Waterloo heritage conservation area (C70) 220

6.26 Public art.............................................................................................................................................................................................. 221 6.27 Consultation........................................................................................................................................................................................ 226


List of Figures Figure 1 | Location of the Waterloo SSP Study Area 9 Figure 2 | The Metro Quarter and the Estate 10 Figure 3 | Vision for the Waterloo State Significant Precinct 11 Figure 4 | Relationship of the NSW strategic planning framework 13 Figure 5 | Sydney Metro alignment 26 Figure 6 | Location of the Waterloo State Significant Precinct study area (in red) 27 Figure 7 | Waterloo State Significant Precinct study area 29 Figure 8 | The Metro Quarter 30 Figure 9 | Resident Trade Area and Competition 34 Figure 10 | Arterial road network map 35 Figure 11 | Existing heavy rail line and proposed Metro line network map 36 Figure 12 | Existing bus route network map 37 Figure 13 | Cycle network map 38 Figure 14 | 800m walking catchment from Redfern Station, Waterloo Station and Green Square Station 39 Figure 15 | Open space map 41 Figure 16 | Existing flood depths for 100yr average rainfall intensity (ARI) (left) and probable maximum flood (PMF) (right) 42 Figure 17 | Existing heritage items in surrounding area of Waterloo Metro Quarter 43 Figure 18 | Waterloo Congregational Church (top left), the Cauliflower Hotel (top right), the Former CBC Bank (bottom left) a nd Alexandria Park HCA (bottom right) 44 Figure 19 | Community services, arts and cul ture 45 Figure 20 | Relationship of the NSW strategic planning framework 46 Figure 21 | A Metropolis of Three Cities (Western Parkland, Central River and Eastern Harbour) 47 Figure 22 | 2056 Greater Sydney city-shaping transport network vision 49 Figure 23 | The Eastern City District 50 Figure 24 | The Eastern City Green Grid 52 Figure 25 | Metro Quarter Precinct identified as ‘Residual Lands’ under CoS Planning Proposal 56 Figure 26 | Age structure of Greater Sydney, the CoS LGA and the Waterloo SSP study area 64 Figure 27 | Ancestry of overseas born in Sydney, the CoS LGA and the Waterloo SSP study area 64 Figure 28 | Indigenous as share of resident population in Sydney, the CoS LGA and the Waterloo SSP study area 65 Figure 29 | Place character of Waterloo 75 Figure 30 | Vision for the Waterloo State Significant Precinct 77 Figure 31 | Metro Quarter indicative concept proposal 81 Figure 32 | Metro Quarter Public domain plan 82 Figure 33 | Plan of Raglan Street Plaza and indicative photomontage 82 Figure 34 | Cope Street Plaza of Metro Quarter Precinct 83 Figure 35 | Movement network of the Metro Quarter 84 Figure 36 | Podium typology 85 Figure 37 | Proposed podiums setting and shared zone adjacent to Waterloo Congregational Church 85 Figure 38 | Mid-rise typology 86 Figure 39 | Tall buildings typology 86 Figure 40 | Location of active ground floor uses 87 Figure 41 | Building reference 89 Figure 42 | Proposed Land Zoning map 90 Figure 43 | Proposed Height of Buildings map 91 Figure 44 | Proposed Floor Space Ratio map 92 Figure 45 | Proposed Active Street Frontages map 92 Figure 46 | Interface with Botany Road 102 Figure 47 | Continuation of podium height alignment and increased setback with Congregational Church 103 Figure 48 | Shareway adjacent to Waterloo Congregational Church 104 Figure 49 | Solar access for communal and community open space (Note: times signalled with tick comply with ADG) 105


Figure 50 | Solar access for neighbouring dwellings and Alexandria Heritage Conservation Area 106 Figure 51 | Shadow cast by indicative concept proposal on Waterloo Estate 107 Figure 52 | Solar access for Alexandria Park (times signalled with a tick maintain solar access to 50% of the park) 107 Figure 53 | Solar access planes for Alexandria Park and Alexandria Park Heritage Conservation Area 108 Figure 54 | Building area summary of O’Dea Masterplan 109 Figure 55 | Indicative staging of the Metro Quarter Precinct 110 Figure 56 | Servicing and operational components of Metro Station boxes 111 Figure 57 | Servicing and operational components of Metro Station boxes 112 Figure 58 | Existing heavy rail line and proposed Metro line network map 120 Figure 59 | Existing bus route network map 121 Figure 60 | Cycle network map 121 Figure 61 | 800m walking catchment from Redfern Station, Waterloo Stati on and Green Square Station 122 Figure 62 | Arterial road network map 123 Figure 63 | Proposed transport network 124 Figure 64 | Journey to work mode share, resident travel out of Waterloo 125 Figure 65 | Street hierarchy 134 Figure 66 | Proposed access to the Metro Quarter 137 Figure 67 | Age structure of population time series 147 Figure 68 | Community services, arts and culture 148 Figure 69 | Wastewater connections plan 154 Figure 70 | Existing canopy cover 164 Figure 71 | Retention value of existing trees 165 Figure 72 | Indicative public domain planting strategy 167 Figure 73 | Tree canopy coverage of Waterloo Metro Quarter 169 Figure 74 | Existing floor behaviour 180 Figure 75 | Concept stormwater and flood management plan 184 Figure 76 | Indicative internal treatment for retail properties 185 Figure 77 | Existing and proposed view from the intersection of Henderson Road and Wyndham Street 187 Figure 78 | Existing and proposed view from Alexandria Park Oval 188 Figure 79 | Noise sensitive locations 191 Figure 80 | Location of noise loggers 192 Figure 81 | results of wind tunnel testing 195 Figure 82 | Wind amelioration devices 196 Figure 83 | Wind tunnel testing 197 Figure 84 | Sydney Airport OLS (left) PANS-OPS (right) 198 Figure 85 | Resident Trade Area and Competiti on 209 Figure 86 | Existing heritage items in surrounding area of Waterloo Metro Quarter 216 Figure 87 | Metro Quarter community engagement participation 230

List of Tables Table 1 | Nearby public open spaces 39 Table 2 | Relevant principal development standards 58 Table 3 | City of Sydney net increase of dwellings by financial year (CoS Housing Audit, 2015-17) 65 Table 4 | Greater Sydney dwelling completions by financial year (DPE, 2018) 66 Table 5 | Eastern City District dwelling completions by financial year (DPE, 2018) 66 Table 6 | Projected dwelling forecast within CoS LGA 2016-2036 (DPE, 2016) 66 Table 7 | Metro Quarter response to Eastern District Planning Priorities 69 Table 8 | Breakdown of GFA by building and land use 88 Table 9 | Travel mode share of Waterloo and benchmark suburbs 131 Table 10 | Indicative breakdown of bicycle parking for the Metro Quarter 136


Table 11 | Timing and delivery of transport infrastructure and servicing 139 Table 12 | Review and integration of TfNSW’s Interchange Access Plan for Waterloo Metro Station 140 Table 13 | Outline of State and regional infrastructure associated with Waterloo Metro Quarter 146 Table 14 | Outline of local infrastructure associated with Waterloo Metro Quarter 152 Table 15 | Pathways to carbon neutrali ty by 2050 157 Table 16 | ESD framework principles and incorporation in the concept proposal 174 Table 17 | Forecast Population Summary – Waterloo Precinct ‘base scenario’ 205 Table 18 | Forecast Population Summary – Waterloo Metro Quarter with Planning Proposal (SSP) 206 Table 19 | Employment Projections – Waterloo Metro Quarter 207 Table 20 | Recommended floorspace provision within Metro Quarter Precinct 212 Table 21 | Level of engagement for each area of interest 229

List of Attachments Attachment 1: Explanation of intended effect

Attachment 2: Development control plan Attachment 3: Urban design study Attachment 4: Visual impact study Attachment 5: Transport study

Attachment 6: Housing diversity and affordability study Attachment 7: Util ities and infrastructure servicing study Attachment 8: Social baseline study

Attachment 9: Climate change adaptation study Attachment 10: Heritage study Attachment 11: Urban forest study Attachment 12: Flora and fauna study

Attachment 13: ESD study Attachment 14: Water quality, flooding and stormwater study Attachment 15: Acoustic (including vibration) study Attachment 16: Air quality study

Attachment 17: Light spil l study Attachment 18: Pedestrian wind environment study Attachment 19: Aeronautical study

Attachment 20: Geotechnical and contamination study Attachment 21: Population and demographics study Attachment 22: Economic development, local retail and services study Attachment 23: Market study

Attachment 24: Public art plan Attachment 25: Metro Quarter targeted engagement report Attachment 26: Design Excellence Strategy

Attachment 27: Evidence of Consultation Material


Acronyms

1% AEP Statistical flood event occurring once every 100 years

BASIX Building Sustainability Index

C2E Central to Eveleight Urban Tranformation Program Area

CAD Computer Aided Design

CPTED Crime Prevention Through Environmental Design

DCP Development Control Plan

DPE NSW Department of Planning and Environment

DECCW Former Department of Environment Climate Change and Water (now OEH)

EPA NSW Environmental Protection Agency

ESD Ecologically Sustainable Development

FACS NSW Department of Family and Community Services

FSR Floor Space Ratio

GSC Greater Sydney Commission

HTS Household Travel Survey

ICOMOS International Council on Monuments and Sites

JTW Journey to Work

LAHC NSW Land and Housing Corporation

LEP Local Environmental Plan

OEH NSW Office of Environment and Heritage

PMF Probable Maximum Flood

RMS NSW Roads and Maritime Services

SDCP Sydney Development Control Plan 2012

SEPP State Environmental Planning Policy

SLEP Sydney Local Environmental Plan 2012

SR Study Requirement

SSP State Significant Precinct

SSA Social Sustainability Assessment

Sydney Greater Sydney Metropolitan Area

UGNSW UrbanGrowth NSW Development Corporation

TfNSW Transport for New South Wales

TOD Transit Oriented Development

UNSW University of New South Wales

USYD University of Sydney


Waterloo The suburb of Waterloo

Waterloo Estate Waterloo Estate SSP

Waterloo Metro Quarter Precinct Waterloo Metro Quarter State Significant Precinct

Waterloo SSP study area The Waterloo Estate and Waterloo Metro Quarter State Significant Precincts

WSUD Water Sensitive Urban Design


The Waterloo State Significant Precinct Study

The Waterloo State Significant Precinct study area (the Precinct) is being investigated for urban renewal.

UrbanGrowth NSW Development Corporation (UrbanGrowth NSW) is leading the investigations in partnership with Sydney Metro and the NSW Land and Housing Corporation (LAHC). The Precinct is located approximately 3.3 km south-south-west of the Sydney CBD in the suburb of Waterloo (refer Figure 1). It is located entirely within the City of Sydney local government area (LGA).

The Precinct includes two separate but contiguous and inter-related parts (see Figure 2):

1 The Waterloo Metro Quarter (the Metro Quarter)

2 The Waterloo Estate (the Estate).

The Metro Quarter comprises land to the west of Cope Street, east of Botany Road, south of Raglan Street and north of Wellington Street. It has an approximate gross site area of 1.91 ha and a developable

area of 1.28 ha. The heritage listed Waterloo Congregational Church located at 103–105 Botany Road is located within the Precinct. However, there are no proposals for physical works or changes to the planning framework applicable to the church.

Formerly privately owned, all land in the Metro Quarter (with exception of the Waterloo Congregational Church) was purchased by the NSW Government to facil itate construction of the Waterloo Metro Station and associated over station development.

Figure 1 | Location of the Waterloo SSP Study Area

Source: Turners Studio

Executive Summary


Figure 2 | The Metro Quarter and the Estate

Source: Ethos Urban & Nearmap

The Department of Planning and Environment (DPE), in collaboration with the City of Sydney Council (CoS), issued study requirements to guide the planning process. The study requirements are

intentionally separate for the Metro Quarter and the Estate. State Significant Precincts are typically large sites or areas owned by the state government that are determined to be of state or regional importance for:

▪ achieving government policy objectives, particularly those relating to increasing delivery of housing

and jobs

▪ environmental or natural resource conservation

▪ heritage or historical significance.


The majority of land in both the Estate and the Metro Quarter is owned by the NSW Government. Small and scattered parcels of land that are in private ownership will be included in the planni ng process. The

Waterloo SSP study area can play a particularly important role in increasing the supply of housing and employment in key locations, and improving housing choice and affordability. In summary, the Waterloo SSP Study Area, and the Metro Quarter specifically, meets the criteria for a State Significant Precinct because:

▪ it includes, and will benefit substantially from, transformative new transport infrastructure that will

assist with accessibility to jobs and services through the Sydney Metro network

▪ the majority of the land is owned by the NSW Government, through Sydney Metro (the Metro

Quarter) and the NSW Land and Housing Corporation (the Estate)

▪ the Waterloo Metro Station is a catalyst for the proposed renewal of the Waterloo Estate

▪ increased supply of new homes, and commitments to the delivery of affordable rental housing will

assist in relieving housing affordability pressures that are particul arly acute in the City of Sydney

▪ there are l imited environmental constraints to the redevelopment of the Precinct.

Waterloo State Significant Precinct outcomes and objectives

The outcome of the State Significant Precinct process will be a new statutory planning framework to enable the renewal of the Precinct. The planning framework will include statutory controls through an

amendment to State Environmental Planning Policy (State Significant Precincts) 2005 (SSP SEPP), a Development Control Plan (DCP), and infrastructure funding and delivery mechanisms.

It is important that there is a coordinated vision and masterplan for the Precinct. UrbanGrowth NSW commenced a single, comprehensive study for both the Metro Quarter and the Estate to establish a holistic vision, strategy and planning framework for the Water loo SSP.

The vision for the Waterloo Precinct is to become a new urban vil lage for Waterloo that is underpinned by key elements that are held of value to the community, as shown in Figure 3 below.

Figure 3 | Vision for the Waterloo State Significant Precinct

Source: Turner Studio


An integrated design outcome across the Waterloo Estate and Metro Quarter are critical to the success of the renewal program for the Waterloo SSP Study Area. To this end, urban design principles were

agreed as part of the developing the objectives for the Precinct to guide the approach to designing the urban renewal of the entire study area. The objectives and urban design and principles for the Waterl oo SSP Study Area are:

Housing: A fully, integrated urban village of social, private and affordable housing

A place that meets the housing needs of people with different background, ages, incomes, abilities and

lifestyles - a place where everyone belongs. New homes for social, affordable and private residents that

are not distinguishable and are modern, comfortable, efficient, sustainable and adaptable.

Design principles

1. Locally responsive, distinctive and adaptable buildings, homes and spaces.

2. Diversity of homes and living choices underpinned by innovative delivery and tenure models.

3. Emphasise Waterloo's character areas and neighbourhoods.

4. A variety of indoor and outdoor shared spaces that support resident needs and wellbeing.

Culture & Design: A safe and welcoming place to live and visit

A place where there is activity day and night, where people feel safe, at ease and part of a cohesive and

proud community. A place that respects the land and Aboriginal people by showcasing and celebrating

Waterloo's culture, history and heritage.

Design principles

5. A significant place shaped by the community for gathering in Waterloo.

6. Activated and engaging places for all.

7. Aboriginal people are intrinsic to Waterloo.

8. Embed local stories of people and place.

Open Space & Environment: High quality public spaces and a sustainable urban environment

A place that promotes a walkable, comfortable and healthy lifestyle with high quality, well designed and

sustainable buildings, natural features and safe open spaces for everyone to enjoy, regardless of age,

culture or ability.

Design principles

9. Celebrate Waterloo's unique green attributes including topography, water and trees.

10. Promote a sense of wellbeing and connection to nature.

11. A high performing resilient environment.

Transport and connectivity: A well connected inner city location

Integrate the new metro station and other modes of transport in such a way that anyone who lives,

works or visits Waterloo can get around easily, safely and efficiently.

Design principles

12. An active transport hub and local centre working as one.

13. Highly connected neighbourhood that prioritises walking and cycling for all.

Services and Amenities: New and improved services, facilities and amenities to support a diverse

community

A place that provides suitable and essential services and facilities so that all residents have easy ac cess to

health, wellbeing, community support, retail and government services.

Design principles

14. Local services to meet every day and everyone's needs.

15. Flexible and adaptable land uses, infrastructure and buildings that are responsive to opportunities

and needs over time.

16. Foster local economies and productive environments to create, learn and share.


Strategic context and justification

The Study Requirements identify a range of local, regional and state plans and policies that are

important in guiding outcomes for the Metro Quarter. These guiding documents have been considered and addressed where relevant across the range of studies that have contributed to the SSP investigation (refer to Figure 4 below).

Figure 4 | Relationship of the NSW strategic planning framework

The Eastern City District Plan was finalised by the Greater Sydney Commission in March 2018. It sets the 20-year plan for the Eastern City District and guides local strategic planning. The SSP Study Requirements specify that the Metro Quarter proposal be justified in the context of the Eastern City

District Plan. The Eastern City District Plan sets out 22 planning priorities. The Metro Quarter will contribute to achievement of, or be consistent with, the majority of those priorities.

Eastern District Planning

Priorities Metro Quarter response

Priority E1: Planning for a city supported by

infrastructure

The Waterloo Metro Station is a key driver for the renewal of the Metro Quarter.

Sydney Metro City and Southwest is a city-shaping transport infrastructure project that creates new opportunities for integrated station precincts that deliver new homes,

jobs, amenities and services in a highly accessible and high amenity location. The

Metro Quarter will unlock the urban renewal opportunity of lands above and adjacent

to the new Waterloo Metro Station. The Indicative concept proposal will enable a new

centre with key services and infrastructure that will become a focal point of activity

within Waterloo.

Priority E2: Working through collaboration

UrbanGrowth NSW, Sydney Metro and NSW Land and Housing Corporation have

collaborated to progress the Waterloo SSP Study. Other key government stakeholders, including the City of Sydney, Department of Planning and Environment, and the

Government Architects Office, have also played important roles in guiding the SSP

study through the Project Working Group (PWG) and Project Review Panel (PRP).

UrbanGrowth NSW and NSW Land and Housing Corporation have also implemented a

community and stakeholder engagement program that has contributed to the place-

making strategy, vision, principles and preparation of studies for the Waterloo SSP.

Priority E3: providing services and social infrastructure to meet

people’s changing needs

The provision of high quality social infrastructure and services is particularly important for the proposed regeneration of the Metro Quarter and wider Waterloo SSP study

area. The local community at Waterloo has specific needs and the Metro Quarter will

have capacity for additional community services and facilities to support the elderly,


those on lower incomes, the Indigenous community, and people from diverse cultural

backgrounds.

The Metro Quarter will be a place for the local community to congregate, interact, and

access the services they require. New public spaces and community facilities will serve

as a place for the community to connect, interact and engage wi th their surroundings

to nurture an inclusive social network.

Priority E4: Fostering healthy, creative, culturally

rich and socially connected communities

Planned recreation and community facilities will contribute positively to the social and

physical well-being of the Waterloo community. The Metro Quarter will deliver new community facilities and public spaces, while supporting a diversity of uses that

accommodate the needs of the wider population. The public domain will be expanded

through new plazas and pedestrian connections that encourage walking and cycling,

community interaction and connections. The planned public spaces will be flexible to

cater for multiple uses and activities that serve a wider population. Proposed planning

provisions will encourage and streamline the approvals for community events like live music performances and markets.

Priority E5: Providing housing supply, choice and affordability, with access to

jobs, services and public transport

The indicative concept proposal for the Metro Quarter will provide a minimum of 5% and up to 10% dwellings as affordable housing, and 70 social housing dwellings. Private

dwellings will also deliver a mix of dwelling sizes for different household types. The

proposed mix of dwelling types and tenures is a direct response to the needs of the

local community, in particular the need for socia l and affordable housing in an area of

high housing stress and acute affordability pressures, and projected continued demand

for dwellings that are suited to smaller households. The Metro Quarter will deliver housing close to jobs and services within the precinct, and connections to other

strategic job clusters like the Sydney CBD through the Waterloo Metro Station.

Priority E6: Creating and

renewing great places and local centres, and respecting the District’s Heritage

Place principles have been established to provide direction for the delivery of the

Waterloo SSP study area as an authentic, vibrant and successful p lace. The principles

have shaped the indicative concept proposal, and include:

▪ A linked network of spaces

▪ A welcoming centre of activity

▪ An engaging and high performing landscape

▪ A catalyst for making and creating

▪ Visible and vibrant public life

▪ Nurtured social networks

▪ A place of firsts

▪ Flexible solutions for growth and incubation

▪ A holistic approach to inclusivity and equitability

▪ Intrinsic Aboriginal culture.

Nearby heritage items and conservation areas, most notably the Waterloo Congregational Church and the Alexandria Park Conservation area, have been

considered in the indicative concept proposal, and the urban design strategy directly

responds to the significance of these items to the character of Waterloo and

understanding of its history.

Priority E8: Growing and

investing in health and education precincts and the innovation corridor

Increased supply of housing and additional floorspace for commercial, retail and

community uses will contribute to the diversity, amenity and economic opportunities

in the innovation corridor. While locations like Australian Technology Park and the

Sydney CBD will continue to be the main focus of economic growth and diversity, the Metro Quarter has the potential to offer smaller scale spaces for innovative businesses

and community activities to establish and grow.

Priority E10: Delivering

integrated land use and transport planning and a 30 minute city

The Metro Quarter is a key element of a new urban structure for Waterloo that will be

centred around the Waterloo Metro Station. Development of the Metro Quarter will

be integrated with the construction of Waterloo Metro Station and is a prime

opportunity to create a new precinct where transport and land use are truly


integrated. Beyond the Metro Quarter, the surrounding community within the walking

catchment of Waterloo Metro Station will benefit from improved public transport, new shops, employment opportunities and social services. Residents of the Waterloo

Estate in particular will have better access to high frequency and high quality public

transport. An increased population within the Metro Quarter and nearby areas will

increase the proportion of the population that benefits from the 30 minute city, with

direct access to key employment centres including Australian Technology Park, Sydney

CBD and the global economic corridor stretching from Sydney Airport to Macquarie Park and Norwest. The Metro Quarter is in an ideal position to be an emerging centre

of activity that offers new homes and a diversity of land uses tha t provide the local

community access day-to-day to community services – with shops, services, cultural

places and work environments promoting activity around the new Waterloo Metro

Station.

Priority E14: Protecting and improving the health and

enjoyment of Sydney Harbour and the District’s waterways

A Water Cycle Management Strategy has been prepared as part of the Water Quality,

Flooding and Stormwater Report (Attachment 14) which considers water, waste water and stormwater, demonstration of water sensitive urban design and any future water

conservation measures to ensure the health of Sydney Harbour and the Eastern

District’s waterways are protected.

Priority E16: Protecting and

enhancing scenic and cultural landscapes

Waterloo has a rich, diverse and sometimes troubled cultural history which is reflected

in the diverse urban environment. The evolution of Waterloo from Aboriginal

occupation and use of the land through early industrialisation, mid-20th century public

housing, and more recent transition towards an inner city urban village is evident in

the physical fabric of the locality. The Metro Quarter will continue the evolution of character and the identity of Waterloo while respecting its past. While the indicative

concept proposal will result in changes to the scenic and cultural landscape of

Waterloo, these changes will reflect the positive progression (as a result of new

infrastructure investment and government commitments to urban renewal) to a more

connected, accessible, culturally rich and cohesive community.

Priority E17: Increasing urban tree canopy cover and

delivering Green Grid connections

The renewal of the Metro Quarter and wider Waterloo State Significant Precinct is a

significant opportunity to contribute to the Green Grid. The Metro Quarter will support this outcome through new street tree planting, wider and larger public spaces and a

new Cope Street Plaza. The landscape strategy includes tree planting in all parts of the

proposed public domain that will improve amenity for pedes trians, cyclists, Metro

Station customers, residents, workers and visitors who will take advantage of the high

quality public spaces proposed for the Metro Quarter.

Priority E18: Delivering high quality public open space

The Metro Quarter will deliver new publicly accessible open spacesfor the community

to connect, interact and engage with their surroundings to nurture an inclusive social

network. These new open spaces will cater for multiple uses and activities that serve a wider population, such as community events, live music performances and markets.

Priority E19: Reducing carbon emissions and managing energy, water and

waste efficiently

The planning, design and construction of the Metro Quarter will be informed by a

series of Ecologically Sustainable Development principles to achieve best practice

sustainability outcomes. An integrated network of sustainable infrastructure and

measures intended to reduce energy and water consumption and carbon emissions

will also be integrated in the renewal of the Metro Quarter.

Priority E20: Adapting to the impacts of urban and

natural hazards and climate change

A sustainability assessment has informed the indicative concept proposal for the

Metro Quarter which has addressed the potential social, environmental and economic

effects of climate change on future communities and potential options for the Metro Quarter to deliver both net zero buildings and a net zero precinct.

The Metro Quarter proposal

The Waterloo Metro Station will be constructed within the Metro Quarter as part of the Sydney Metro City & Southwest - Chatswood to Sydenham. This section of the Sydney Metro project received planning

approval in January 2017 (SSI 15_7400), with construction led by Sydney Metro. While most of the Metro Station will be located beneath ground level, some parts such as access portals and plant rooms


will protrude well above finished ground level. Demolition of existing buildings is complete and the site has been prepared for construction of the Waterloo Metro Station.

The construction of the Metro Quarter and the Metro Station is to be coordinated through concurrent tender processes and construction methodologies and programs to ensure the station and precinct are integrated and fully functional. While there are important relationships between the Metro Quarter and

the Estate, each Precinct has distinct drivers and anticipated timeframes for renewal. In the context of the overall renewal program for the Waterloo SSP Study Area, the Metro Quarter is the first priority because:

▪ the Waterloo Metro Station, and the Metro rail network generally, will substantially improve

accessibility and the capacity of the public transport network, and is the catalyst for renewal of the Estate

▪ there is an immediate need to progress development that will activate the station entry and

surroundings to make it attractive and safe for station users and ensure access to complementary services from day one of operations (in 2024)

▪ integrated design and construction of the Metro Station and over-station development will improve

efficiencies and result in better outcomes for the station precinct as a whole. Because the Metro

Station is already approved and construction contracts must be let in 2019, the pl anning framework for over-station development needs to be established to coordinate the design and construction tender processes, while planning for the Estate continues

▪ the Metro Quarter will include services and amenities (including retail, employment, community

services, health care, etc) that will benefit the surrounding community

▪ the Metro Quarter will include social and affordable housing to support low to middle income

households

Metro Quarter place principles and objectives

The Urban Design Study (refer to Attachment 3) has established place principles to provide direction for the delivery of the Waterloo SSP study area as an authentic, vibrant and successful place. The place principles are:

1 A linked network of spaces

2 A welcoming centre of activity

3 An engaging and high performing landscape

4 A catalyst for making and creating

5 Visible and vibrant public l ife

6 Nurtured social networks

7 A place of firsts

8 Flexible solutions for growth and incubation of ideas

9 A holistic approach to inclusivity and equitability

10 Intrinsic Aboriginal culture.

Planning for the Metro Quarter aims to retain the place character that encapsulates the specific and unique qualities of Waterloo.As a response, six core design responses have been established specific to the vision, objectives, design principles, opportunities and challenges identified for the Metro Quarter.

These six design responses have shaped the indicative concept proposal for the Metro Quarter and will achieve optimum integration between the Metro Station and proposed urban form, whilst supporting the renewal of the overall Waterloo State Significant Precinct.


These are summarised as follows:

▪ Integrated: An active transport hub with seamless interchange wi thin an active, pedestrian priority

ground plane

▪ Inclusive: A station-in-the-round, drawing community and commuters into a shared democratic

space

▪ Connected: Legible and safe way-inding across a connected precinct

▪ Diverse: A commercially thriving mix of diverse non-residential uses to support both current and

future communities

▪ Local: Two complimentary arrival spaces - grounded in place - marking the entry to Waterloo

▪ Liveable: A high quality l iving environment, promoting wellbeing and offering a diversity of

typologies

The Metro Quarter indicative concept proposal

The proposed planning framework is based on a n indicative concept proposal that has developed

through an iterative, design-led process. The indicative concept proposal accommodates:

▪ A new, high quality public domain at ground level inc luding:

o a publicly accessible plaza of approximately 1,400 square metres fronting Cope Street, as a focus for residents, workers and visitors to the precinct and providing customer access into the

Metro Station

o two east-west, mid-block pedestrian connections l inking Cope Street and Botany Road, facil itating pedestrian interchange between the Metro and bus stops on Botany Road

o wide footpaths and public spaces on all street frontages, including a 580 square metre, north facing plaza to Raglan Street and increased building setbacks adjacent to the Waterloo Congregational Church on Botany Road

▪ New buildings, integrated with the Waterloo Metro Station, including:

o a three-storey mixed-use non-residential podium, including a free-standing building located within the Cope Street Plaza

o three residential buildings of 23, 25 and 29 storeys, and four mid-rise buildings of up to 10 storeys above the approved Metro Station infrastructure

o parking for approximately 65 cars, 700 residential bicycles and 520 public bicycles

▪ The buildings described above have a total of approximately 69,000 square metres of gross floor

area (GFA), comprising:

o approximately 56,500 square metres of residential accommodation, providing for approximately 700 dwellings. A minimum of 5% and up to 10% of residential dwellings will be affordable housing, with another 70 dwellings provided as social housing

o approximately 4,000 square metres for retail premises and entertainment facil ities

o approximately 8,500 square metres for business and commercial premises and community and recreation facil ities (indoor).

The indicative concept proposal for the Metro Quarter is below.



Proposed planning framework

New statutory planning provisions are needed to enable the indicative concept proposal to be delivered.

The current provisions of the Sydney Local Environmental Plan 2012 do not contemplate or enable development as proposed by the indicative concept proposal. New statutory planning controls are proposed under SEPP (State Significant Precincts) 2005. A draft Development Control Plan (DCP) is also proposed to provide additional design guidance, and to ensure that, as the renewal of the precinct

proceeds, various development stages are consistent with the objectives and outcomes of the indicative concept proposal.

The development of the precinct will increase the resident and worker population and a larger population will generate demand for more infrastructure and facil ities. Contributions for local infrastructure and provision of affordable rental housing are proposed, and the precinct may be subject to Special Infrastructure Contributions for state and regional infrastructure.

Proposed amendments to SEPP (State Significant Precincts) 2005

An Explanation of Intended Effect has been prepared that describes and explains the new planning provisions proposed to be included in SEPP (State Significant Precincts) 2005. The proposed provisions include:

▪ A B4 Mixed Use zone applying to the entire precinct (consistent with the current zoning under

Sydney LEP 2012).

▪ A maximum Floor Space Ratio of 6.1:1 applying across the site.

▪ A maximum height of buildings control that varies from RL 96.9m in the south of the precinct, to RL

104.2 in the centre of the Precinct and RL 116.9m in the north of the precinct

▪ Local provisions including:

o active street frontages applied to the Botany Road frontage, Raglan Street and Wellington

Street (except for frontages occupied by approved Waterloo Metro Station buildings)

o temporary use and exempt development provisions to enable activation of the public domain with community events, and to facil itate innovation and early occupation of commercial and retail tenancies.

o design excellence provisions

o a range of other provisions to ensure appropriate management of environmental issues, encourage sustainable transport and deliver appropriate amenity for residents, workers and

visitors.


Draft maps are proposed to i l lustrate how the key provisions are appl ied to the precinct.

Draft Development Control Plan

A draft DCP has been prepared to provide more detailed design guidance for the development of the Metro Quarter. The draft DCP addresses:

▪ local infrastructure and the public domain, including movement networks, parking access and

circulation, the design of publicly accessible space at ground level, stormwater management, public

art, l ighting, safety, vegetation and landscaping

▪ building layout, form and design including building heights, setbacks and loc ations, typologies and

land use mix, interface with the public domain, parking and access, acoustic and visual privacy and

air quality, solar access, wind impacts, staging and implementation

▪ sustainability principles including measures to reduce resource consumption, encourage sustainable

transport, waste management, and deliver social sustainability outcomes

▪ objectives and controls to guide the future provision of multi -purpose, flexible community facil ities.

▪ guidance on the creation of a diverse, inclus ive, healthy and socially connected community through

the provision of a mix of dwelling types, tenures, sizes and price-points, and ensuring all dwelling tenures have a high level of residential amenity

▪ heritage provisions that are focused on ensuring the development is sympathetic to the Waterloo

Congregational Church and other nearby heritage items and conservation areas.

Infrastructure contributions and delivery

Development on the Metro Quarter will deliver more homes and jobs and will increase the resident,

worker and potentially visitor population. Renewal of the Metro Quarter will result in increased resident and worker populations and create demand for more infrastructure, including parks and recreation facil ities, transport, community facil ities and stormwater management works. New infrastructure will be provided through a combination of delivery of some facil ities and infrastructure on site, and monetary

contributions towards Council delivery of new or upgraded infrastructure elsewhere in the lo cality. The Cope Street Plaza, 2,000 square metres of floor space for community facil ities, pedestrian and cyclist facil ities, flood mitigation and road intersection works will be delivered as part of the development.

Monetary contributions would be equivalent to rates that currently apply under the City of Sydney Development Contributions Plan 2015, with any relevant credits for works in kind. If required, a local Planning Agreement will be executed to ensure works in kind are delivered and monetary contr ibutions are made when required.

The City of Sydney recently exhibited a planning proposal and draft Affordable Rental Housing Program that proposes to apply a contributions framework for the funding and delivery of affordable rental housing across the Ci ty of Sydney. The LEP amendments and Program would replace existing Affordable

Rental Housing Schemes under SEPP 70 (Affordable Rental Housing – Revised Schemes) that apply to parts of the City of Sydney.

A minimum of 5% and up to 10% of the total residential dwellings will be affordable housing as defined under the EPA Act 1979. The affordable housing will provide for very low, low and moderate income households as defined by State Environmental Planning Policy (Affordable Rental Housing) 2009 (ARH SEPP) for a minimum of 10 years. They will be managed by a Tier 1 Community Housing Provider and

will be designed to be ‘tenure blind’. This will be provided in addition to 70 social housing dwellings. This will result in affordable rental housing being delivered at a rate higher than under Council’s proposed Program and LEP provisions. The demand for affordable rental housing will therefore be satisfied through “in kind” contributions.


Addressing key issues

The Metro Quarter SSP Study Requirements address a wide range of issues under 26 categories, ranging

from:

▪ Strategic planning context and justification

▪ Urban design, public domain and public art

▪ Land use and planning controls

▪ Transport, util ities, local regional and state infrastructure

▪ Housing

▪ Climate change mitigation and adaptation

▪ Indigenous and non-Indigenous cultural significance and history

▪ Biodiversity, urban forest and ecology

▪ Sustainability

▪ Environmental impacts water cycle management, noise and pollution, wind and contamination

▪ Demographics and community characteristics

▪ Economic development, retail , services, and consideration of feasibility and economic benefits

▪ Consultation with the community, government and non-government stakeholders.

These issues have been addressed through a range of technical studies, the urban design process and the SSP Study and indicative concept proposal. Outcomes from the technical assessments and urban design studies have informed the proposed SEPP amendment, draft Development Control Plan,

commitments to infrastructure funding and delivery.


This report has been prepared by UrbanGrowth NSW Development Corporation (UrbanGrowth NSW). It provides an outline of the renewal proposal for the Waterloo Metro Quarter State Significant Precinct

(the Metro Quarter) and how it addresses the Waterloo Metro Quarter SSP Study Requirements (the study requirements). This report has been structured to clearly address the study requirements. For ease of reference, the

left hand column includes relevant study requirement numbers for each section of the report. This report is presented in six main parts:

▪ Part 1: Introduction – provides an overview of the SSP study process and previous planning

investigations undertaken for the Metro Quarter

▪ Part 2: The Precinct – provides an outline of the Metro Quarter, including identifi cation and

precinct context

▪ Part 3: Strategic context and justification – provides the strategic justification for renewal of the

Metro Quarter

▪ Part 4: Vision and principles – outlines the vision and urban design principles that shape the

proposal for the Metro Quarter

▪ Part 5: The proposal – describes and explains the Metro Quarter Proposal (the precinct proposal),

including a vision and objectives, an indicative concept proposal, thematic strategies and a planning and implementation framework

▪ Part 6: Study requirements – provides a detailed assessment of how the precinct proposal

addresses the study requirements

The Metro Quarter is located approximately 3.3km south-south-west of the Sydney CBD and comprises land to the west of Cope Street, east of Botany Road, south of Raglan Street and north of Wellington

Street. It has an approximate gross site area of 1.91ha. The heritage listed Waterloo Congregational Church located at 103–105 Botany Road is within the Precinct. Formerly privately owned, all l and in the Metro Quarter (with exception of the Waterloo Congregational Church) has been acquired by the NSW

Government through Sydney Metro. The Metro Quarter forms part of the Waterloo State Significant Precinct (Waterloo SSP), which also includes Waterloo Estate, to the east. It has an approximate gross site area of 18.12ha. The majority of

land in the Waterloo Estate is owned by the NSW Government (NSW Land and Housing Corporation). 0.86ha of land is owned by others, including Ausgrid and private land owners. The Waterloo Estate includes 2,012 social housing dwellings that are home to approximately 2,600 tenants. A separate but inter-related State Significant Precinct Study will be prepared for the Waterloo Estate.

The Waterloo Metro Station will be constructed within the Metro Quarter. The Sydney Metro City & Southwest - Chatswood to Sydenham project has been approved and construction is being led by

Sydney Metro. While most of the Metro Station will be located below ground, some parts such as access portals and plant rooms will protrude above finished ground level and physically and functionally integrate with development in the Metro Quarter.

1 Introduction


1.1 The Project Partners

The new Metro Station at Waterloo creates a major opportunity for transit oriented urban renewal,

involving new housing and services above and around the new station. UrbanGrowth NSW provides a whole of Government approach, working collaboratively with Sydney Metro, LAHC, TfNSW, DPE, the City of Sydney and other relevant agencies to build upon existing strategic planning and community

consultation processes.

UrbanGrowth NSW Development Corporation

UrbanGrowth NSW is responsible for promoting, co-ordinating, managing and securing the orderly economic development of five Growth Centres across metropolitan Sydney, including Redfern-

Waterloo. UrbanGrowth NSW has lead the preparation of this SSP study.

Sydney Metro

Sydney Metro is delivering Sydney’s new metro railway, which includes 31 new stations. Sydney Metro is responsible for delivering the Waterloo Metro Quarter as an Integrated Station Development (ISD)

and is leading the preparation of an Environmental Impact Statement (EIS) for a separate State Significant Concept Development Application (Concept SSDA) for the building envelopes facil itated by this SSP Study.

The NSW Land and Housing Corporation (LAHC)

LAHC is responsible for the management of the NSW Government’s social housing portfolio, including redevelopment of the Waterloo estate under the Communities Plus program. LAHC led the first phase of the community engagement program in late 2017, that incorporated the Metro Quarter and the Estate.

LAHC will continue to engage with the community throughout the SSP Study process for the Estate. Once the SSP Study for the Estate is approved, LAHC will manage the redevelopment of the Estate over a 15-20 year period.

1.2 State Significant Precincts

State Significant Precincts (SSPs) are areas that the Minister for Planning (the Minister) has determin ed

to be matters of state or regional planning significance. State or regional planning significance relates to social, economic or environmental characteristics that enable a precinct to play a particularly important role in achieving government policy objectives, including increasing the supply of housing and improving housing choice and affordability.

SSPs are declared and planned in accordance with State Environmental Planning Policy (State Significant Precincts) 2005 (the SSP SEPP). To support the SSP SEPP, the Department has published the “State Significant Precincts Guidelines 2016”. These guidelines set out the process for planning for SSPs. The

guidelines require detailed investigations and preparation of a proposed planning framework. Potential State Significant Precincts are assessed against these criteria to determine their state or

regional planning significance:

▪ be a large area of land within a single ownership or control, typically government owned

▪ be of state of regional importance in achieving government policy objectives, particularly those

relating to increasing delivery of housing and jobs

▪ be of state or regional importance for environmental or natural resource conservation

▪ be of state or regional importance for heritage or historical significance.

Following consideration of these criteria, the Minister for Planning determined that parts of Waterloo are of State planning significance, and should be investigated for rezoning through the SSP process.


1.3 Waterloo SSP study requirements

The Department of Planning and Environment (the Department) issued study requirements on 19 May

2017. The study requirements are critical to the SSP process and outcomes. They define the scope of technical

assessments and urban design, provide guidance on the form and content of proposed planning instruments and DCPs, and are the criteria upon which the Department’s evaluation of the state and regional significance of the precinct will be based. The Department’s assessment will in turn inform a decision by the Minister to amend the SSP SEPP to formally designate the Waterloo SSP study area as a

SSP. Importantly for the Waterloo SSP study area, the Council of the City of Sydney (CoS) has been actively involved in project governance in partnership with UrbanGrowth NSW, LAHC and the Department. The

study requirements have been prepared in collaboration with the CoS and in consultation with relevant state agencies. They have been endorsed by the Waterloo Project Review Panel, which in addition to the Department and CoS, includes representatives from NSW Government Architect’s Office (the GAO), and

Transport for NSW (TfNSW). Two sets of study requirements have been issued – one for Metro Quarter, and one for the Waterloo Estate. Separate study requirements enable the planning processes to proceed on independent

timeframes, and for planning frameworks to be finalised separately for the two parts of the project. The SSP study requirements are mostly common for the two projects, and each contains references to the requirements for the other precinct, to ensure integrated outcomes. This report specifically addresses

the study requirements for the Metro Quarter. Key differences in the requirements include:

The preamble and introduction

The Metro Quarter Study Requirements introduction differs from the Estate Study Requirements with:

▪ A stronger focus on non-residential uses for the Metro Quarter, with the Waterloo Estate planning

framework more focused on residential development and associated community infrastructure, with retail and commercial uses playing supporting roles

▪ A lesser emphasis on social and affordable housing in the Metro Quarter, while acknowledging the

importance of establishing and implementing an affordable rental hous ing target consistent with

the Eastern City District Plan.

Purpose of the study

The study requirements identify the following purpose of the SSP Study for the Metro Quarter:

“Investigate preparation of a new planning framework for the Waterloo Metro

Quarter, and how this will be integrated with the Waterloo Estate to facilitate new

above ground mixed use development above and adjacent to an underground Metro

Station, including retail, local commercial, possible community and residential uses

including affordable housing.”

Scope

The scope is the broad focus of the Metro Quarter SSP Study, including:

1 State or regional planning significance of the site

2 suitability of the site for any proposed land use taking into consideration heritage, arts and culture,

environmental, social, health, economic and urban design factors, the principles of ecological sustainable development, a healthy built environment and any State, regional or local planning strategy, policy or plan


3 implications of any proposed land use for infrastructure and service delivery

4 means by which developer contributions should be secured for the site

5 local and regional economic, social, health and environmental impacts of the proposed

development

6 recommended land uses and development controls for the site

7 evidence of comprehensive planning for the entire nominated precinct and effective l inkages

between the Waterloo Metro Quarter and the Waterloo Estate

8 staging strategy for the Waterloo Metro Quarter in the context of the entire nominated precinct

and other projects planned in the area.

Key study requirements

The key requirements are detailed, largely thematically structured (eg transport, open space) matters that the study must address.

SR: 4.5 Justify the proposed development standards (height, floor space, heritage and parking). Explain the

methodology adopted to ensure planning outcomes, including appropriate transitions to adjoining areas development that is sympathetic to heritage items, provision of infrastructure and amenity standards in the Apartment Design Guide, are achieved

1.4 The SSP study methodology

The Metro Quarter SSP Study methodology has been designed to respond to the study requirements. Below provides an outline of the methodology.

Key principles underpinning the methodology include:

▪ Evidence based: identification of key issues and the undertaking of technical studies into these

issues at the outset of the study, the making of design and planning decisions informed by the results of these technical studies, and the testing and refinement of these design and planning decisions based on further technical studies

▪ Iteration: evolution and refinement of design and planning decisions based on technical analysis

and stakeholder and community feedback

▪ Collaboration: establishing procedures to facil itate collaboration between all parties involved in the

study process, including within and between technical disciplines and the design and planning team, as well as stakeholders and the community

▪ Participation: providing meaningful opportunities for the community, and in particular the local

community, to participate in the design and planning process from the outset and on an ongoing basis.

Key stages in the methodology are:

▪ Building the evidence base – undertaking detailed technical investigation into key issues

▪ Place analysis – identification of key constraints, opportunities and issues

▪ Developing a vision and objectives – developing a vision and set of supporting objectives for the

future of the Precinct

▪ Concept planning – addressing the key issues and translating the vision and objectives into high

level spatial concepts for the Precinct

▪ Evaluating choices – assessing the relative strengths and weaknesses of the different concept plans

in relation to economic, social and environmental criteria, and the selection of a preferred concept plan


▪ Masterplanning – further developing and refining the concept plan to create a spatial masterplan

for the Precinct

▪ The Precinct Proposal – using the masterplan as a base, further developing a cohesive strategy and

plan for the Precinct, including for each key theme such as transport, open space and land use

▪ Implementation – preparing an implementation strategy, including a planning and infrastructure

framework, and the identification of responsibilities, timeframes and sequencing

▪ Stakeholder and community engagement – while not a discrete stage, community and stakeholder

engagement has been part of the approach to the study to date and will continue, particularly at key decision points to help shape the final outcomes of the planning process.

1.5 Sydney Metro and over station development

The NSW Government is implementing Sydney’s Rail Future, a plan to transform and modernise Sydney’s rail network so that it can grow with the city’s population and meet the needs of customers in

the future (Transport for NSW, 2012). Sydney Metro is a new stand-alone rail network identified in Sydney’s Rail Future.

It is Australia’s biggest public transport project, consisting of Sydney Metro Northwest (Stage 1), which is due for completion in 2019, and Sydney Metro City & Southwest (Stage 2), which is due for completion in 2024. Early planning is also underway for the next stage of the Sydney Metro system, Sydney Metro West (Refer to Figure 5).

Stage 2 of Sydney Metro includes the construction and operation of a new Metro rail l ine from Chatswood, under Sydney Harbour through Sydney’s CBD to Sydenham and on to Bankstown through

the conversion of the existing l ine to Metro standards. The project also involves the delivery of seven (7) new Metro Stations, including a new station at Waterloo. Once completed, Sydney Metro will have the ultimate capacity for 30 trains an hour (one

every two minutes) through the CBD in each direction - a level of service never seen before in Sydney. On 9 January 2017, the Minister for Planning approved the Sydney Metro City & Southwest - Chatswood to Sydenham application lodged by TfNSW as a Critical State Significant Infrastructure project (reference

SSI 15_7400), hereafter referred to as the CSSI Approval. This approval includes all physical work required to construct the CSSI, including the demolition of existing buildings and structures on each site. Importantly, the CSSI Approval also includes provision for the construction of below and above ground

structures and other components of the future over station development (OSD) (including building infrastructure and space for future lift cores, plant rooms, access, parking and building services, as relevant to each site). The rationale for this delivery approach, as identified within the CSSI a pplication for the Sydney Metro project, is to enable OSD to be more efficiently built and appropriately integrated

into the Metro Station structure. It should be noted that:

▪ The proposed SSP planning framework does not apply to the already approved CSSI project, which

will be designed and constructed consistent with the CSSI approval.

▪ The specific use and fit out of the OSD spaces (including retail spaces not required for the operati on

of the station) conceptually provisioned for in the CSSI application did not form part of the CSSI

Approval. As noted in Condition A4 of the approval, the uses and fit outs of these spaces require separate development approvals.

The EIS for the Chatswood to Sydenham component of the City & Southwest project also identified that

over-station development would be subject to separate assessment processes.


The CSSI Approval as modified allows for all works to deliver Sydney Metro between Chatswood and Sydenham Stations and also includes the upgrade of Sydenham Station.

Figure 5 | Sydney Metro alignment

Source: Sydney Metro

1.6 Relationship of this SSP to subsequent processes

The Metro Quarter SSP Study outcomes will guide the future design and development of buildings and public domain in the Metro Quarter. The planning framework will include statutory planning controls

under the SSP SEPP 2005, and a Development Control Plan. The planning framework is intended as a tool to achieve design excellence and a built form that is appropriate within the context of the existing Waterloo locality while enabling renewal of the precinct to realise opportunities from the new Waterloo Metro Station.

The ongoing design process will focus on integration of the Waterloo Metro Station and the Metro Quarter to ensure Metro rail customers, residents, workers and visitors benefit from an attractive,

functional and quality urban environment. While the indicative concept proposal and the planning framework indicate what the future holds for the Metro Quarter, much of the detail of buildings and the public domain will be fully resolved through development applications. To this end, future development applications will need to be consistent with the planni ng framework established by the SSP Study. Any

variations from the planning framework will need to be adequately explained and justified with reference to the Metro Quarter vision and objectives.


2.1 Location

The Waterloo SSP study area forms part of Redfern Street Vil lage (Figure 6) in the City of Sydney local government area (LGA) approximately 3.3km south of Sydney CBD, 1km north of Green Square and less than 1km south of Redfern Station.

Figure 6 | Location of the Waterloo State Significant Precinct study area (in red)


2 The Precinct


2.2 Precinct description

The Waterloo SSP study area is bordered by Phill ip Street to the north, Pitt Street to the east, McEvoy

Street to the south and Botany Road to the west. It also includes one block east of Pitt Street bordered by Wellington, Gibson and Kellick Streets. The Precinct has an approximate gross site area of 20.03 hectares (ha) (including road reserves). The Precinct is comprised of two separate but contiguous parts:

▪ The Waterloo Estate

▪ The Waterloo Metro Quarter (the Metro Quarter).

The Metro Quarter comprises land to the west of Cope Street, east of Botany Road, south of Raglan

Street and north of Wellington Street. It has an approximate gross site area of 1.91 ha and a developable area of 1.28 ha. The heritage listed Waterloo Congregational Church located at 103–105 Botany Road is located within the Precinct. However, there are no proposals for physical works or changes to the planning framework applicable to the church.

Formerly privately owned, all land in the Metro Quarter (with exception of the Waterloo Congregational Church) was purchased by the NSW Government to facil itate construction of the Waterloo Metro

Station and associated over station development. The buildings and structures on the site are now demolished in accordance with the CSSI Approval. The Metro Quarter comprises the following properties:

▪ 136B Raglan Street Lot 4 DP 215751

▪ 59 Botany Road Lot 5 DP 215751

▪ 65 Botany Road Lot 1 DP814205


▪ 124-128 Cope Street Lot 2 DP228641

▪ 69-83 Botany Road SP75492


▪ 136-144 Cope Street Lots A-E DP108312



▪ 89-91 Botany Road Lot 1 DP996765

▪ 93-101 Botany Road Lot 1 DP433969 & Lot 1 DP738891


▪ 107-117A Botany Road Lot 32 DP805384 & Lot A DP408116

▪ 119-121 Botany Road Lot 1 DP205942 & Lot 1 DP436831


Directly east is Waterloo Estate, which is majority owned by the NSW Government and is under the

management of LAHC. The Estate comprises 2,012 social housing dwell ings, with approximately another 500 privately owned dwellings, in buildings ranging from single storey attached dwellings to apartment taller buildings up to thirty storeys. There are also a number of privately owned properties in the Estate SSP Study Area.

A map of the Precinct and relevant boundaries is i l lustrated in Figure 7 and Figure 8.


Figure 7 | Waterloo State Significant Precinct study area

Source: Ethos urban


Figure 8 | The Metro Quarter

Source: Ethos Urban


2.3 Existing role

The Metro Quarter forms part of Botany Road which currently functions as a mixed use strip comprising

retail, residential and light industrial uses. These land uses encourage the activation of Botany Road and provide a range of population serving uses to support the local population and workforce of Waterloo.

Botany Road also functions as a key public transport corridor between Sydney CBD and the activity centres of Redfern Street and Green Square. North-south bus services along Botany Road are typically frequent and operate during a wide range of hours.

The Waterloo SSP Study area has l imited non-residential uses, so residents generally need to leave the Waterloo SSP study area to access a full range of employment opportunities and services. As a consequence, residents support the functioning of nearby retail dominated activity centres, in

particular the Redfern Street Vil lage. While just over 25% of residents are employed, residents also support the functioning of employment locations such as the Sydney CBD and Australian Technology Park.

2.4 Precinct context

SR: 22.2 Identify and clearly communicate (including through the use of maps, tables and charts as

appropriate) key population and employment drivers and trends impacting the precinct and surrounding communities.

2.4.1 Demographics

The adjacent Waterloo Estate has a high proportion of older people, with almost half of the residents

having lived there for over ten years. Overall, the Waterloo Estate has high concentrations of social disadvantage. A very high proportion of people l ive alone (just over two-thirds) and around a half of residents earned between $300 and $649 per week. The Waterloo SSP study area population is culturally and linguistically diverse. Around 6% of people are Indigenous and almost half of residents are

born in non-main English speaking countries (id., 2018 – Attachment 21). Outside of the Waterloo SSP study area, the locality has experienced significant redevelopment in recent

years, including many higher density developments along Bourke, Lachlan and Danks Streets. These new developments have resulted in s ignificant change to the character and density of the area as well as changes to the resident population, including attracting more tertiary students, people from culturally and linguistically diverse backgrounds, professionals, young families, couples without children as well as

some older people looking to age in place. This trend will continue with the redevelopment of other surrounding areas, including Green Square and Australian Technology Park. The renewal of the Metro Quarter with the introduction of more private dwellings, social and affordable

housing, and local retail, commercial and community services to the site will contribute to the continued change in the local demographic composition and character.

Relevant maps, tables and charts from the .id report are included in Section 3.1.

SR: 23.1 Prepare and analyse the local economic and employment profile for the precinct and local area.

2.4.2 Economy

The City of Sydney is the engine room for the Greater Sydney and NSW economy. Knowledge-based service industries make up the largest portion of economic output within the LGA, the largest being finance and insurance sector (43%), followed by professional, technical and scientific services (13%) ( CoS Economic Development Strategy, 2013). This is one of the major contributing factors to Sydney’s role as

a Global City.


Highlighting its role as a major employment hub within Greater Sydney, CoS had almost half a mill ion

(487,855) more jobs than employed residents. This ‘jobs surplus’ has been rising steadi ly, growing by more than 100,000 over the last decade (Profile.id, 2018 - Attachment 21). Tied to the composition of economic output, employment composition within the LGA is heavily skewed

toward finance and professional services, with over 39% of jobs. Tourism, culture and leisure, retail, personal services and food and drink related jobs make up around 18% of total jobs within the LGA. Within the Waterloo catchment, professional and business services represented the top industry types

for employment, with public administration and safety; and professional, scientific and technical services making up 11.7% and 10.9%, respectively. There is also a significant presence of jobs in retail trade, making up 9.5% of total share. Employment in retail Trade is forecast to experience a 46%

increase from 2016 to 2036. Despite the total floor area occupied by professional and businesses services decreasing from 2007 to 2012, the number of business in that industry increased, suggesting a demand for smaller workspa ce

formats within the Waterloo Catchment. The industries that have seen the largest increases in the volume of businesses are rental, hiring and real estate services and professional, scientific and technical services.

City of Sydney is also a recognised leader in the creative industries and digital economy. An identified industry cluster is focused around the Australian Technology Park. Between 2007-2012, the creative industries and tourist cultural and leisure industry types all saw increases in the amount of floor space

they occupied within the Redfern Street Vil lage. This growth is anticipated to continue, with the Art and Recreations services industry category forecast to nearly double its employee base by 2036. The information media and telecommunications sector is anticipated to increase by 57% from 2016 to 2036 (MacroPlan Dimasi, 2018 - Attachment 22).


SR: 23.6 Consider the role of the precinct in terms of employment, retail, local service and other economic

generating land uses within the local and regional context including nearby local centres, Green Square Town Centre, Central Sydney and Australian Technology Park.

2.4.3 Local retail and services

MacroPlan Dimasi has prepared an Economic Development, Local Retail and Services Study for the

Metro Quarter (refer to Attachment 22). The structure and hierarchy of retail ing and centres in the local areas reflects the evolution of the local urban structure over many decades. While there are some clusters of retail activity, centres are not well

defined: There is a mix of commercial and retail clustered around key transport nodes (l ike Redfern and Green Square); and dispersed or strip retail that a re legacies from earlier patterns of economic growth and retail trade. Only recently have centres l ike Danks Street, Green Square and Redfern begun to

emerge as key clusters or nodes of economic activity and community l ife, primarily driven by coordinated redevelopment programs and transport infrastructure improvements, particularly at Green Square (refer to Economic Development, Local Retail and Services Study – Attachment 22).

Retail centres, clusters and strips that service the local population catchment around the Metro Quarter are shown on Figure 9 and includes:

▪ The Redfern precinct – includes the area around Redfern Street and Regent Street east of Redfern

Railway Station, which contains an estimated 20,000 square metres of retail floorspace. The

Redfern Street part of this precinct is a vibrant destination with a mix of bars, take away food shops, restaurants, cafes, retail services, other convenience retail as well as some medical/health faci lities, community uses, government services and commercial businesses. There is a small SPAR


supermarket forming part of a retail asset near Club Redfern and the NSW Police station, and there is a 2,200 square metres Woolworths supermarket at the eastern end of the precinct on Chalmers

Street near the Salvation Army building

▪ Redfern/Darlington – west of the Redfern train station that includes a small provision of cafes,

take-away shops, restaurants and pubs

▪ The Waterloo precinct – along Botany Road (north of McEvoy Street) and the northern side of

McEvoy Street contains an estimated 4,000 square metres of retail floorspace, including the small IGA X-Press on Wellington Street within the Waterloo SSP and the small IGA supermarket on Botany Road near Chapel Lane. The retail offer is relatively run-down and of low quality, and contains several vacancies. We expect this retail offer will gradually improve/evolve over the medium to

longer term, as the demographics change, the population increases and a new urban structure is facil itated by the Metro Station.

▪ The Alexandria precinct – includes the retail strip south of the subject precinct along Botany Road;

the southern side of McEvoy Street including the small IGA supermarket; and Fountain Street which contains a recently opened Woolworths supermarket (2,317 square metres) adjacent to the Dan Murphy’s l iquor store as well as the 21 Fountain Street retail and commercial asset which contains a Campos Coffee Shop, Bread & Circus, Salt Meats Cheese, a medi cal centre and a range of other

retail and non-retail businesses

▪ Australian Technology Park – currently contains a l imited retail offer consisting of just a few cafes

and temporary food stalls/catering for events held in the old locomotive sheds. Most of the retail

demand generated by workers within this precinct would currently be met by retail facilities off-site, in Redfern and Alexandria. This will change over time as the Mirvac CBA project is completed, which will contain convenience retail and food outlets on the ground level

▪ Elizabeth Street (Redfern/Surry Hills) – contains an estimated 4,000 square metres of retail

floorspace generally consisting of cafes, restaurants, small convenience shops, as well as pubs and some retail services. There is also around the same amount of commercial/non-retail floorspace in this precinct.

▪ The Danks Street precinct – contains an estimated 9,500 square metres of retail floorspace

including the 4,000 square metres Danks Street Plaza shopping centre, which contains a 2,500 square metres Coles supermarket and around 10 – 12 specialty shops served by 100 basement car-parks. This precinct also includes an Aldi supermarket and street/strip retail ing along Danks Street

and Bourke Street. There is also surrounding medical, community and commercial businesses/services.

In addition to Redfern Street, the Waterloo SSP study area is located close to the Surry Hills and

Newtown activity centres. These are more traditional main street/strip type activity centres, extending along Crown Street and King Street respectively, and draw trade from a larger district catchment because of their unique retail, entertainment and restaurant offerings and renowned character. Higher order retail centres that are accessible to the Waterloo SSP study area include the Broadway Shopping

Centre, Sydney CBD, Westfield Bondi Junction, Westfield Eastgardens and Marrickville Metro. The Moore Park Supa Centre and the Alexandria Homemaker Centre are the closest homemaker and

bulky goods centres.


Figure 9 | Resident Trade Area and Competition

Source: MacroPlan Dimasi


SR: 5.2a The assessment should consider, but not be limited to:

▪ a broad review of the existing and future land use and transport context within the study

precinct, access and connectivity with assessment of the overall precinct and its relationship to the surrounding transport network and land uses

2.4.4 Transport

Jacobs has prepared a Transport Study for the Metro Quarter (refer to Attachment 5).

Roads

Figure 10 shows the key regional roads around the Waterloo SSP study area. Major roads include Botany Road, Wyndham Street, and Henderson Road. Botany Road and Wyndham Street operate as a north -south one-way pair between Cleveland Street and Henderson Road. This provides a key l ink between

Sydney airport and its surrounding suburbs to the Sydney CBD and inner west. McEvoy Street and Henderson Road both run east-west, providing links between the inner west and the Sydney CBD or eastern suburbs.

Figure 10 | Arterial road network map

Source: Jacobs

Public transport

Sydney Metro The Waterloo Metro Station will provide access to the Sydney Metro City & Southwest, with connections to the suburban rail network at interchanges l ike Central Station (see Figure 11). Planned to

commence operation in 2024, Sydney Metro City & Southwest will connect Chatswood through the Sydney CBD to Bankstown. Services will run every 4 minutes in each direction during peak times, but with capacity to increase to trains every 2 minutes carrying up to 40,000 people per hour. Preliminary forecasts from the Sydney Metro Chatswood to Sydenham EIS indicate that approximately 3,700 people

would access Waterloo Metro Station in the 2036 AM peak hour and 2,350 would exit. Sydney Metro City & Southwest will remove T3 Bankstown line trains from the City Circle, providing

congestion relief and greater capacity for T2 Airport, Inner West and South line trains. This will result in a moderate increase in train capacity stopping at Redfern Station from 2024.


Heavy rail The closest heavy rail stations are Redfern (approximately 1km to the north) and Green Square

(approximately 1km to the south) (see Figure 11). Four suburban rail l ines are accessible via Redfern Station, giving direct access to a large number of Sydney’s strategic centres, including major employment locations such as the Sydney CBD, North Sydney

and Macquarie Park. Services to the Sydney CBD are frequent during on and off-peak periods. During the one-hour AM peak, 43 suburban trains heading towards Central Station stop at Redfern Station. A l imited number of intercity trains also stop at Redfern during the AM peak.

Redfern Station has a single concourse to the north of the station. Waterloo Metro Station has the potential to provide an alternative access to the rail network, reducing pressure on Redfern Station to accommodate growth in passenger demand, particularly for residents and workers south of Redfern

Station. Green Square station is located on the T2 airport, Inner West and South Line. While providing direct access to the Sydney CBD and Sydney Airport, access to other strategic centr es requires interchange

with other l ines. During the one hour AM peak, 10 suburban trains heading towards the CBD stop at Green Square Station.

Figure 11 | Exis ting heavy ra il line and proposed Metro l ine network map

Source: Jacobs

Bus The bus network in and around Waterloo is heavily focussed on north-south travel, particularly for access to the Sydney CBD. Botany Road is a key bus corridor for these services connecting the Sydney

CBD with Redfern, Waterloo, Alexandria, Green Square, Mascot and Botany (see Figure 12). These north-south routes are typically frequent and operate during a wide span of hours. Bus services also operate east-west routes, l inking Randwick, Coogee, Bondi Junction, Moore Park and

Kingsford to the east with Glebe, Newtown, Marrickville and Sydenham to the west. These routes serve an important cross-regional function.


Botany Road in particular is a key bus route that offers opportunities for interchange with the Metro Station, and for residents from around the area to access the retail, community facil ities, entertainment

and community events planned for the Metro Quarter.

Figure 12 | Exis ting bus route network map

Source: Jacobs

Light Rail The CoS has identified a potential l ight rail corridor to the east of the Waterloo SSP study area (the

Eastern Transit Corridor). Its main purpose is to connect Green Square Town Centre with Central Station, to provide improved transport for the densely developed northern and eastern parts of Green Square, parts of which are located more than a 10 minute walk from Green Square Station. While an exac t route

has yet to be determined, the CoS has purchased key land required for the corridor and has negotiated with developers to deliver parts of the Eastern Transit Corridor as a developer contribution.

Active transport

Cycling

The cycling network currently provides access to a range of key destinations including the University of Sydney, Redfern Station, Sydney CBD, Newtown and Moore Park (refer to Figure 13). East-west movement is constrained by the existing heavy rail corridor to the west, which limits access particularly to Carriageworks and the University of Sydney. There are l imited and sparsely located crossing

opportunities, including Lawson Street at Redfern Station. City of Sydney Council, as part of its cycle network strategy, has identified 10 priority cycle routes across

the inner city including through Waterloo Precinct. Key routes include:

▪ City North to Green Square: Running north-south through Waterloo Precinct, complete as far as

Green Square with a separated cycleway on George Street, Waterloo

▪ Sydney Park to Central Park: Running east-west through Waterloo Precinct, upgrades are identified

on Buckland, Wellington, Morehead and Phill ip Streets, Waterloo

▪ Newtown to Bondi Junction: Running east-west through Redfern on Wells and Turner Streets,

upgrades currently in progress


▪ Sydney University to University of NSW: Running east west through Alexandria

▪ Sydney Harbour to Botany Bay: Running north-south along Bourke Street, complete with separated

cycleway for much of its length.

There are opportunities to enhance or deliver parts of these cycle routes as part of the Metro Quarter. They will be important parts of the active transport network providing access to the Metro Station for

residents of the surrounding area.

Figure 13 | Cycle network map

Source: Jacobs

Walking

On-street pedestrian paths are provided along the sides of each local street within the Waterloo SSP study area. The quality of paths is variable, and includes some relatively narrow, uneven bitumen paved surfaces. While local pedestrian permeability is facilitated by the grid street pattern, due to their traffic

volumes Botany Road and McEvoy Street create barriers to east-west and north-south pedestrian movement between the Waterloo SSP study area and adjacent communities, in particular restricting connections south to Green Square and west to Alexandria Park and Australian Technology Park.

The Metro Quarter is at the intersection of primary walki ng routes along Botany Road and Wellington Street/Buckland Street, and is well located for local residents to walk to the Metro Station and to access retail, community facil ities and the public spaces in the Metro Quarter, as well as Redfern Station to the

north and Green Square Station to the south (see Figure 14).


Figure 14 | 800m walking catchment from Redfern Station, Waterloo Station and Green Square Station

Source: Jacobs

2.4.5 Open space and landscape

Figure 15 shows existing public open space surrounding the Metro Quarter. There are no public parks or playing fields in the Metro Quarter. However, there are several public open spaces located within close walking distance of the Metro Quarter. Key open spaces within this

catchment area are outlined in Table 1 below.

Table 1 | Nearby public open spaces

Public Open

Space

Location Area

(approx.)

Use Key features

Waterloo

Park

South east of

the Metro Quarter

1.4ha The northern part of

the park is primarily used for passive

recreation. The

southern part of the

park is primarily used

for active recreation

associated with the oval and skate park

▪ Flexible use (can cater for a variety of sports)

grassed playing field

▪ Night lighting

▪ Small grandstand

▪ Changing facilities and public toilets

▪ Skate park

▪ Seating

▪ Avenue of Moreton Bay Figs along McEvoy

Street

▪ Steep topography in northern part of park


Redfern

Park

North east of

the Metro

Quarter

4.82ha The southern part of

the park is primarily

used for active recreation and

sporting events

associated with the

oval and grandstand.

The northern part of

the park is primarily used for passive

recreation

▪ Grassed playing field catering for rugby

▪ Night lighting

▪ Grandstand and associated player facilities

▪ Seating

▪ Exercise stations

▪ Historic feratures inclding a fountain, gates

and memorial

▪ Walking paths

▪ Major local cultural assoications as the

traditnal home ground of the South Sydney

Rabittohs rugby league team

Alexandria

Park

South west of

the Metro

Quarter

4.08ha The western part of

the park is primarily

used for active recreation associated

with the oval. The

eastern part of the


for passive recreation

▪ Flexible use (can cater for cricket or rugby)

grassed playing field

▪ Night lighting

▪ Changing facilities and public toilets

▪ Two tennis courts

▪ One basketball/netball court

▪ Dog off-leash area

▪ Seating

Vice

Chancellors

Oval

North west of

the Metro

Quarter

1.01ha The central part of the


for active recreation associated with the

oval. The eastern,

southern and western

edges of the park is

primarily used for

passive recreation

▪ Barbeque and picnic areas

▪ Space for sporting activities

▪ Dog off-leash area

▪ Seating

In addition to the above existing public open space, the following public parks and recreation facilities are proposed to be provided within the catchment:

▪ Perry Park and Recreation Centre – a new multi -purpose sports centre in Perry Park, Alexandria,

replacing the current outdated facil ity. It will consist of two indoor and two outdoor multipurpose courts for sports such as netball, basketball and futsal

▪ Gunyama Park Aquatic and Recreation Centre – with a 50m outdoor pool, 25m indoor pool and

gym, and a multipurpose sports field including an outdoor synthetic playing field of approximately 6,500 square metres, public amenities, playground and park of 20,000 square metres. The aquatic centre will be delivered by mid 2019

▪ Other Green Square public open spaces, including:

o The Drying Green

o Matron Ruby Grant Park

o Mulga Park

o Dyuralya Park

o Ropewalk Park

o Wulaba Park.

In addition to public open space, the National Centre for Indigenous Excellence is located to the immediate north of the Waterloo Estate on George Street. It is a large multi -purpose facil ity that contains an outdoor playing field, gym and undercover 25m swimming pool.


The Metro Quarter is relatively nearby existing regi onal open spaces, including Moore Park, Centennial

Parklands, Sydney Park and Prince Alfred Park (with its playing courts , swimming pool and community facil ities). The initiatives of expanding the Green Grid, active transport connections to these open space areas can be enhanced.

Figure 15 | Open space map



SR: 17.4 Provide a flood risk assessment developed in consultation with City of Sydney Council identifying

flooding behaviours for existing and developed scenarios in order to outline the suitability of the land

for proposed uses. Identify flooding characteristics i.e. flow, levels, extent, velocity, rate of rise, hydraulic and hazard categories, for the full range of flooding up to the probable maximum flood (PMF), for both mainstream and overland flow path.

2.4.6 Flooding and stormwater

AECOM has prepared a Water Quality, Flooding and Stormwater Study for the Metro Quarter Precinct (refer to Attachment 14). The Metro Quarter forms part of the Sheas Creek sub-catchment of the Alexandra Canal Catchment

area. The Alexandra Canal catchment covers 1,141ha or 43% of City of Sydney Local Government area, and includes most of the south Sydney area. Alexandra Canal discharges into the Cooks River, an d eventually Botany Bay.

Drainage systems around the Metro Quarter consist of overland flow paths through road kerb and gutter systems, a local piped drainage system (owned and maintained by the City of Sydney) and a trunk drainage system (owned by Sydney Water Corporation).

There is an area of high flood hazard around the Cope and Wellington Street intersection. During significant rainfall events, flood water depths in this area can exceed one metre (refer to Figure 16). The primary cause of this is constrained capacity of the Sheas Creek open channel, which results in water

backing up. Redevelopment of the Metro Quarter must address flood hazard and incorporate appropriate measures

to manage stormwater flows from the Metro Quarter, so as to not increase flood risks or impacts for the precinct or surrounding properties.

Figure 16 | Exis ting flood depths for 100yr average rainfall intensity (ARI) (left) and probable maximum flood (PMF)

(right)

Source: AECOM


2.4.7 Heritage

Urbis has prepared a Heritage Study for the Metro Quarter (refer to Attachment 10).

The Waterloo Congregational Church is within the Metro Quarter, which is a l isted heritage item of local significance (Item 2069 of CoS LEP 2012 – including interiors), as shown in Figure 1Figure 17. The heritage item is located at 103-105 Botany Road, Waterloo and is described in the NSW State Heritage

Register as:

“Two storey Victorian Gothic style church with cedar pulpit, gallery and staircase. The

building is symmetrical in plan and elevation. The main hall is 6-bay deep as

demonstrated by engaged piers and lacent windows on the side wall. The gable facing

the street, features rendered finishes, large central lacent window and two projecting

bellcotes. The building sets back from Botany Road and presents a garden, fence

entrance steps to the front.”

There are also a number of l isted heritage items within proximity to the Metro Quarter including:

▪ The Cauliflower Hotel (Item 2070 of CoS LEP 2012)

▪ The Former CBC Bank (Item 5 CoS LEP 2012)

▪ Cricketer’s Arms Hotel including interior (Item 1540 CoS LEP 2012)

The Metro Quarter is also located one block east of the C1 Alexandria Park heritage conservation area,

locally significant for its :

“ability to demonstrate the growth of the Municipality of Alexandria…in association

with the industrial growth of Waterloo and the establishment of Eveleigh Railway and

Goods Yard.”

Photos of the above items and conservation areas are provided within Figure 17.

Figure 17 | Exis ting heritage items in surrounding area of Waterloo Metro Quarter

Source: Urbis


Figure 18 | Waterloo Congregational Church (top left), the Cauliflower Hotel (top right), the Former CBC Bank

(bottom left) and Alexandria Park HCA (bottom right)


2.4.8 Community services, arts and culture

GHD has undertaken a Social Baseline Study has identified all existing and planned social infrastructure within a 1km catchment of the Metro Quarter (refer to Attachment 8).

Waterloo has a rich tapestry of fine-grain community, cultural and arts services including community cultural organisations, event spaces, public art, youth services, creative enterprises and natural heritage

(refer to locations in Figure 19). Waterloo also hosts a series of annual local festivals and events which attract a range of local and community participants. Waterloo’s existing arts and cultural resources are highly valued by the community and contribute to

the area’s sense of place and local identity. Key elements of the social and economic history that contribute to the present-day character of Waterloo are:

▪ The industrial and manufacturing history

▪ Pubs and hotels as community meeting spaces

▪ Name origins attached to spaces and places

▪ Cycles of urban renewal

▪ Important role of local schools

▪ Cultural and ethnic diversity.

Within the Waterloo area, the night time economy remains restricted to a small collection of loca l pubs. The main entertainment, artistic and cultural offerings within proximity to the Metro Quarter are

distributed around Redfern Village along Regent and Redfern Streets. Whilst these services and amenities are within proximity to the Metro Quarter, the gradient towards Redfern Village in the north impedes mobility and access.


The Metro Quarter is an opportunity to address gaps in the cultural and community fabric of Waterloo,

and to provide opportunities for cultural and artistic expression, community gathering, entertainment that is accessible to residents of the Estate, Metro Quarter and surrounding areas.

Figure 19 | Community services, arts and culture

Source: GHD


2.5 State and Regional planning strategies and policies

In March 2018, the NSW Government finalised a suite of strategic transport and land use policies for

Metropolitan Sydney. A Metropolis of Three Cities – The Greater Sydney Region Plan was prepared in parallel with Future Transport 2056 and the State Infrastructure Strategy, with the goal of aligning land use, transport and infrastructure planning for Greater Sydney as three unique but connected cities.

To implement this vision at the district and local level, the Greater Sydney Commission has released the District Plans. The District Plans are the link between the Greater Sydney Region Plan and local planning, giving effect to the Directions of the Greater Sydney Region Plan at a District scale. This establishes a line

of sight between regional, district and local strategic planning policies that will shape the eventual planning controls contained within local plans and/or State policies. The structure of the strategic planning framework is i l lustrated within Figure 20 below.

Figure 20 | Relationship of the NSW strategic planning framework

SR: 1.2a Outline the strategic planning context for the proposal including an assessment of relevant State

planning documents such as:

▪ ‘A Plan for Growing Sydney’ (December 2014) (now replaced by A Metropolis of Three Cities – The

Greater Sydney Region Plan)

A Metropolis of Three Cities – The Greater Sydney Region Plan

In March 2018, the Greater Sydney Commission finalised the Greater Sydney Region Plan, which replaced A Plan for Growing Sydney (2014) as the NSW Government’s Metropolitan plan for Sydney. The

Plan is a strategy for managing growth and change, and guides integrated land use planning and infrastructure delivery over the next 20 years, with longer term vision extending 40 years. The plan seeks to reposition Sydney as a Metropolis of three cities – the western parkland, central river and

eastern harbour cities (refer to Figure 21). To support the vision of boosting Greater Sydney’s l iveability, productivity and sustainability, the GSC has established ten Directions for Greater Sydney over the next 40 years. These Di rections will be used

to guide future planning policy and infrastructure decisions within Greater Sydney to 2056. The Directions are:

1 A city supported by infrastructure

2 A collaborative city

3 A city for people

4 Housing the city


5 A city of great places

6 A well-connected city

7 Jobs and skil ls for the city

8 A city in its landscape

9 An efficient city

10 A resil ient city

As the population of Sydney continues to grow over the next 40 years, there will be need for more housing and improved infrastructure and services in inner city locations. The Waterloo Metro Station, as the key focus of and catalyst for redevelopment of the Metro Quarter (and Waterloo Estate), will

increase accessibility for the broader community and connect local residents and workers to the wider transport network. The renewal of the Metro Quarter is an opportunity to establish a new and vibrant local centre for Waterloo that integrates transport and land use planning. The Metro Quarter SSP

proposal directly supports the Directions of the Greater Sydney Region Plan.

Figure 21 | A Metropolis of Three Ci ties (Western Parkland, Central River and Eastern Harbour)

Source: Greater Sydney Commission

SR: 1.2b Outline the strategic planning context for the proposal including an assessment of relevant State


▪ ‘NSW Long Term Transport Masterplan’ (December 2012) (now replaced by The Future Transport Strategy 2056)


Future Transport Strategy 2056 and Greater Sydney Infrastructure and Services and Infrastructure

Plan

Coinciding with the release of the Greater Sydney Region Plan and the District Plans, the NSW Government released the Future Transport Strategy 2056. The Future Transport Strategy sets out a 40 year framework and is underpinned by the Regional Services and Infrastructure Plan (which applies to regional NSW) and the Greater Sydney Services and Infrastructure Plan. The Future Transport Strategy

sets six state-wide outcomes to guide investment, policy and reform and service provision:

▪ Transport services will be convenient and responsive to cus tomer needs, with integrated services

▪ Population and economic growth will support a stronger network of thriving centres across the

state. The transport system will support the liveability of places with a road network that supports

movement and place functions and walking and cycling facilities around centres.

▪ Connecting people and places in a growing city will enable efficient access for customers to the

nearest centre and new industries and jobs growth in Regional NSW and Greater Sydney

▪ A transport network that provides customers with efficient, safe and secure travel. As the

population continues to grow, innovation and technology will allow for improved performance and safety across networks. Major passenger and road corridors will be upgraded with automated mobility and smart networks

▪ Providing accessible services. The Sydney Metro and Light Rail are among the first projects to

deliver fully accessible networks, with the whole transport network developed overtime through the delivery of new assets or the repurposing of existing assets

▪ Providing a sustainable network that will benefit our environment, economy and wellbeing. The

transport system will be financially and environmentally sustainable through asset management and a network that is resil ient and has a net zero emissions impact.

The Metro Quarter SSP is a direct response to these outcomes, in particular those linking population and

economic growth with the transport network and efficient movement of people around the city. City shaping infrastructure The Sydney Metro City and Southwest will extend direct Metro services to Waterloo Metro Station via

Central Sydney, and onwards to Sydenham and Bankstown. The new Metro line is a key piece of transport infrastructure that forms part of the city-shaping network (refer to Figure 22), supports better connectivity to surrounding strategic and Metropolitan centres throughout Greater Sydney, and will

shape how Sydney grows into the future. The Metro Quarter and wider Waterloo and Alexandria localities will significantly benefit from the Metro providing higher frequency, speed and volume linkages to destinations in Metropolitan Sydney. It will also be critical in supporting the role of Redfern-Waterloo as a destination for employment and economic activity. The Waterloo Metro Station is the

platform to review the role and function of Waterloo with the new city-shaping network. The Greater Sydney Services and Infrastructure Plan characterises the impact on land use where access is provided or improved by a city-shaping corridor, with a shift to transit-oriented, mixed use and higher

density station precincts that will concentrate activity and support multimodal interchange to and from the city-shaping corridors1. Re-shaping the city through new transport infrastructure will facilitate shifts towards a higher proportion of public transport use and active transport, particularly wh ere

opportunities to l ive, work and play within walking distance of high quality and frequency transport are maximised.

1 TfNSW 2018, Greater Sydney Services and Infrastructure Plan pg. 86


Figure 22 | 2056 Greater Sydney ci ty-shaping transport network vision

Source: Transport for NSW

SR: 1.2c Outline the strategic planning context for the proposal including an assessment of relevant State


▪ ‘Draft Central District Plan’ (2016) (The Eastern City District Plan)

Eastern City District Plan

In March 2018, the Greater Sydney Commission finalised the Eastern City District Plan (the District Plan)

which sets out the planning priorities and actions for growth and development within the Eastern City District over the next 20 years (refer Figure 23). The District Plan fi lls the gap between the Metropolitan Plan (the Greater Sydney Region Plan) and local planning, giving effect to the Directions of the Greater Sydney Region Plan at a District scale.

The Eastern City District is forecast to grow by approximately 325,000 people, contributing 19% of Greater Sydney’s population growth to 2036. This growth rate demonstrates a need to plan and meet

the demands of a rapidly changing population. To respond to this demand, the District Plans seek to reshape Sydney as a 30-minute city, where people are within 30-minute access to key locations for employment and services. This will see greater focus on targeted development in existing, emerging and new centres around a transit node/rail station.


Figure 23 | The Eastern Ci ty District


Providing housing supply, choice and affordability with access to jobs, services and public transport

The new Sydney Metro line and Waterloo Metro Station will deliver a new transit node and is identified as a new city-shaping corridor that will transform the role of Waterloo. The District Pl an highlights that the Metro Station will support urban renewal at Waterloo and is identified as a state-led initiative to support additional housing capacity within the Eastern City District.

Creating and renewing great places and local centres, and respecting the District’s heritage The Greater Sydney Region Plan and District Plan also recognise the potential for new centres to emerge as Greater Sydney grows over the next 20 years. This is particularly relevant with the significant

enhancement to transport accessibility and capacity provided by the new Sydney Metro line and Waterloo Metro Station, which will improve accessibility to jobs and services, and a stimulus for additional housing supply.

To guide the design of new local centres, the Greater Sydney Region Plan and District Plan outline principles for new centres. As part of the justification for the proposal, Section 3.2 of this report demonstrates how a new local centre at Metro Quarter will implement the principles for new centres.

Reducing carbon emissions and managing energy, water and waste efficiently The Eastern City District is championed as a leading example of driving sustainability and energy

efficiency innovation of new buildings. Potential urban renewal projects of scale such as the Waterloo SSP provide an opportunity to improve the energy and water efficiency output of an area through the development of new and existing

buildings and efficiencies in waste management to reduce greenhouse gas emissions and costs. This is


recognised by the District Plan which sets two actions (actions 68 and 69) for State significant precincts to support the reduction of carbon emissions and managing energy, water and waste efficiently. Thi s

includes:

▪ net-zero emissions by 2050, especially through the establishment of low-carbon precincts

▪ support precinct-based initiatives to increase renewable energy generation, and energy and water

efficiency.

SR: 1.2e Outline the strategic planning context for the proposal including an assessment of relevant State


▪ ‘The Green Grid – Creating Sydney’s Open Space Network’

Greener Places (Draft)

The Government Architects Office has prepared Greener Places (currently in draft for m) to guide the planning, design and delivery of Green Infrastructure in urban areas across NSW. The vision for the draft policy is to establish a network of well -planned Green Infrastructure that will make NSW more

attractive, better connected, healthier and more resil ient. The policy outlines the following principles for well -designed Green Infrastructure.

▪ Integration – The principle of integrating green space with urban development and hard

infrastructure (e.g. roads, stormwater drainage).

▪ Connectivity – promoting a network of high quality open spaces that connect with other areas of

activity, such as town centres, public transport hubs, rivers, creeks and employment and residential

areas. This aims to create a network of open space through the Central District and Greater Sydney region.

▪ Multifunctionality - where design of green spaces provides a range of benefits in one area through

careful planning. This may include the simultaneous function of green spaces for ecosystem,

environmental and other services.

▪ Participation – where stakeholders are involved in the development and implementation of

neighbourhood, local, district and regional Green Infrastructure policies and actions.

Importantly, emphasis is placed on using Greener Places as a framework to promote and establish green infrastructure initiatives for State government projects for urban regeneration and shape planning such as State Significant Precincts.

Sydney Green Grid – Eastern City District The Sydney Green Grid vision is for a regional network of green spaces that provide a range of walking, cycling and publicly accessible spaces that connect the community to natural landscapes. Priority E17 of

the Eastern City District Plan (Greater Sydney Commission) has the objective to increase urban tree canopy cover and deliver Green Grid connections across Sydney. The GSC envisage that the delivery of the Green Grid will occur through land use development controls including a range of funding mechanisms such as local development contributions and Voluntary Planning Agreements.

As a major urban transformation project, the Metro Quarter presents opportunities to enhance active transport connections to surrounding regional and district open space, including Moore Park, Centennial

Parklands, Sydney Park and Prince Alfred Park (with its playing courts and community facil ities), through improved active connections (as shown in Figure 24). There are also significant opportunities to enhance accessibility and connectivity to existing local and neighbourhood parks to enhance the wellbeing and liveability of current and future residents and visitors of the Metro Quarter.


Figure 24 | The Eastern Ci ty Green Grid


SR: 1.2f Outline the strategic planning context for the proposal including an assessment of relevant State


▪ Better Placed – A Design led Approach: Developing an Architecture and Design

Better Placed

The Government Architects Office has prepared “Better Placed”, an integrated design policy for the built environment of New South Wales that establishes principles to support better design and create good places within NSW. The policy also advocates the support of design excellence of future development to create better quality places. This may util ise existing tools, such as design review panels, competitive

design processes and guidelines and manuals to encourage support design excellence as part of future development proposals.

The Metro Quarter is a significant opportunity for State and local governments, businesses and the community to implement Better Placed through the delivery of high quality places and to promote and


achieve excellence in design. The Metro Quarter SSP Study has been a design-led process, and the proposed planning framework emphasises the importance of design quality for both buildings and the

public domain. The proposed planning framework will include design excellence provisions that will require a competitive design process and excellent design outcomes in accordance with Study Requirement 4.6. A

Design Excellence Strategy has been prepared and is at Attachment 26. The Design Excellence Strategy establishes the framework within which Sydney Metro and UrbanGrowth NSW will deliver design excellence. This Strategy draws from the NSW Government Architect’s Better

Placed and is consistent with the underlying principles of the NSW Government Architect’s draft Design Excellence Competition Guidelines. It has also been informed by the City of Sydney’s design excellence provisions and Competitive Design Policy including the requirements of Sydney Local Environmental

Plan 2012.

2.5.1 Other planning strategies and policies

SR: 1.5a Consideration of City of Sydney planning documents strategies and policies including, but not limited

to:

▪ ‘Sustainable Sydney 2030 Community Strategic Plan’ 2014;

Sustainable Sydney 2030 Community Strategic Plan 2017-2021

Sustainable Sydney 2030 sets out the long-term vision for the sustainable development of the City to

2030 and beyond. It includes ten strategic directions to guide the future of the City, as well a s 10 targets against which to measure progress. Sustainable Sydney 2030 outlines the aspiration for the city to be Green, Global and Connected.

The Strategy outlines ten strategic directions to guide the future of the City. These include:

1. A globally competitive and innovative city

2. A leading environmental performer

3. Integrated transport for a connected city

4. A city for walking and cycling

5. A lively and engaging city centre

6. Resilient and inclusive local communities

7. A cultural and creative city

8. Housing for a diverse community

9. Sustainable development, renewal and design

10. Implementation through effective governance and partnerships

The renewal of the Metro Quarter has the potential to reinforce the strategic directions for the LGA to support the long-term vision for Sydney to be Green, Global and Connected.


SR: 1.6g Consideration of other relevant strategies and reports including, but not limited to:

▪ ‘Central to Eveleigh Urban Transformation Strategy’ November 2016

Central to Eveleigh Urban Transformation Strategy 2016

The Central to Eveleigh Urban Transformation Strategy establishes a vision for the tr ansformation and redevelopment of the Central to Eveleigh area, including the Waterloo Estate and the Metro Quarter. The Strategy sets out ten ‘key moves’ to guide the transformation of the area. Four of these key moves

are particularly relevant to the Metro Quarter:

▪ Deliver a new Metro Station at Waterloo;

▪ Create centres of activity around stations;

▪ Integrate new high density mixed use buildings with existing neighbourhoods and places; and

▪ Deliver diversity of housing choice and tenure.

The Strategy envisages transformation over a period of 5 to 15 years and sets out a framework guide the

future planning and delivery of the Metro Quarter including directions on housing affordability, open space, diversity, arts and culture, heritage, economic development and sustainability.

2.6 Statutory planning

This section examines the incumbent statutory planning framework that applies to the Metro Quarter. A number of environmental planning instruments presently apply, or are proposed to apply, to the Metro Quarter Precinct and are key to establishing planning controls and the planning approval pathway for

any renewal to occur.

2.6.1 State Environmental Planning Policies

SR: 1.3 Consideration of State Environmental Planning Policies (SEPPs) including, but not limited to:

▪ State Environmental Planning Policy (State Significant Precincts) 2005

▪ State Environmental Planning Policy (State Significant Precincts) 2005;

▪ State Environmental Planning Policy (Urban Renewal) 2010;

▪ SEPP 65 (State Environmental Planning Policy No 65 - Design Quality of Residential Apartment

Development) 2015; and

▪ State Environmental Planning Policy (Affordable Rental Housing) 2009.

State Environmental Planning Policy (State Significant Precincts) 2005

While the Metro Quarter SSP study area is a nominated SSP, the SSP SEPP has yet to be amended to include the Metro Quarter SSP study area. Formal declaration of the Metro Quarter as a State Significant Precinct will only occur if the Minister and Governor approve the proposed amendments to the SSP SEPP. The proposed amendments to the SSP SEPP would introduce new planning controls for the Metro

Quarter and would mean that the Sydney Local Environmental Plan 2012 no longer applies.

State Environmental Planning Policy (Urban Renewal) 2010

This SEPP covers all land within the former Redfern – Waterloo Operational Area, which includes the

Redfern Waterloo Authority (RWA) sites at North Eveleigh West and Australia Technology Park, as well as the Metro Quarter and Waterloo Estate Precincts. The SEPP functions to facil itate the development of a potential precinct, such as the Waterloo SSP study

area, for the purposes of urban renewal and protect further fragmentation of land through subdivision. This SEPP has been largely incorporated into SEPP (State Significant Precincts) 2005. Therefore, in


practice its continued operation relates to a l imited number of legacy sites previously identified under the SEPP: Redfern-Waterloo; Granville; and Newcastle. SEPP (State Significant Precincts) 2005 is more

relevant to the process of establishing a planning framework for redevelopment of the Waterloo SSP study area.

State Environmental Planning Policy (State and Regional Development) 2011

The aim of the State Environmental Planning Policy (State and Regional Development) 2011 (SRD SEPP

2011) is to identify development that is State significant development, State significant infrastructure and critical State significant infrastructure and confer functions on relevant planning au thorities to determine development applications falling within these classifications.

Under Schedule 1 of the SRD SEPP 2011, development for commercial premises or residential accommodation within a rail corridor with a capital investment value (CIV) in excess of $30 mill ion is declared State Significant Development (as described below) .

19 Rail and related transport facilities …

(2) Development within a rail corridor or associated with railway infrastructure that has a capital

investment value of more than $30 million for any of the following purposes:

(a) commercial premises or residential accommodation

The Metro Quarter is entirely within a rail corridor, therefore development for commercial premises or

residential accommodation in the Metro Quarter that exceeds the above capital investment value threshold will be assessed as State significant development. The Sydney Metro City and Southwest project is declared critical State significant infrastructure under

Schedule 5 of the SRD SEPP 2011. This construction and operation of the project has already received approval (SSI 15_7400).

State Environmental Planning Policy No 65 - Design Quality of Residential Apartment Development

2015

State Environmental Planning Policy No 65 – Design Quality of Residential Apartment Development (SEPP 65) aims to improve the design quality of residential apartments through nine (9) design quality principles and the Apartment Design Guide (ADG). SEPP 65 applies to residential flat buildings (of three

or more storeys) and the residential component of a shop top housing development in the Precinct. The indicative concept proposal for the Metro Quarter addresses the design quality principles of SEPP65 and key elements of the ADG, to demonstrate that future development will be capable of compliance.

The Metro Quarter Urban Design Study at Attachment 3 provides a preliminary assessment against ADG requirements. The design quality of proposals during the development application stage will require further assessment against SEPP 65 and the ADG to ensure developments meet its objectives.

State Environmental Planning Policy No. 70 Affordable Housing (Revised Schemes)

The purpose of State Environmental Planning Policy No. 70 Affordable Housing (Revised Schemes) (SEPP No.70) is to provide a framework that identifies the need for affordable housing in certain local government areas and allows specified councils to prepare an affordable housing contribution scheme

for certain precincts, areas or developments within their local government area.


Section 8 of SEPP No.70 provides the definition for ‘affordable housing’, as outlined below:

8 Definition of “affordable housing” For the purposes of the definition of affordable housing in section “1.4 (1) of the Act, very low income households, low income households and moderate income households are those whose gross incomes fall within the following ranges of percentages of the median household income for

the time being for the Greater Sydney (Greater Capital City Statistical Area) according to the Australian Bureau of Statistics:

Very low income household less than 50%

Low income household 50 or more but less than 80%

Moderate income household 80–120%

SEPP No. 70 identifies that there is a need for affordable housing within City of the Sydney LGA.

Currently, Council has affordable housing schemes operating in Ultimo/Pyrmont, Green Square and Southern Employment Lands. There are no schemes that currently apply to the balance of the LGA. These schemes require a private developer proposing for a new development to make an affordable

housing contribution. A contribution can be made by dedicating affordable housing dwellings, or by making a monetary contribution to the CoS Council. Monetary contributions are allocated to a registered community housing provider and used to purchase or construct affordable housing.

Importantly, City of Sydney Council has an active Planning Proposal (PP_2017_SYDNE_006_00) that intends to make amendments to i ts affordable housing framework. This includes applying a new affordable housing scheme to ‘residual lands’ in the LGA (including the Metro Quarter) as shown in .

The purpose of these changes is to deliver on Council ’s objective for 7.5% of all dwellings to be affordable rental dwellings in 2030.

Figure 25 | Metro Quarter Precinct identified as ‘Residual Lands’ under CoS Planning Proposal

Source: City of Sydney Affordable Housing Review Planning Proposal

The key changes under the planning proposal include:

▪ Expansion of the affordable housing contributions to all land in the CoS LEP 2012, including the

Metro Quarter (noting that it applies to developments where Council is the consent authority).

▪ Establishment of a universal monetary contribution amount per square metre (this amount was

nominated as $9,788.00 per square metre for the first half of 2017).


▪ Establishment of a framework under the Sydney LEP to allow higher contributions for new floor

space accessed through planning proposals.

▪ Reduction to the size of affordable housing dwellings aligning with the Apartment Design Guide.

▪ Establishment of the ability for Council to direct funds straight to City West Housing, whi ch remains

as the only affordable housing provider eligible for funding.

The affordable housing review planning proposal was given Gateway Determination by DPE during January 2018, and publicly exhibited between 25 June 2018 and 23 July 2018. As the scheme will be the first time affordable housing contributions have applied to residual land areas,

the contribution requirement is proposed to be introduced over four years to allow for market adjustment.

It is recognised that the affordable housing review planning proposal identifies the Metro Quarter within the ‘residual lands’, as the CoS LEP 2012 currently applies to the land. For clarity purposes, this SSP Study proposes to amend the SSP SEPP 2005 to include a new Part in Schedule 3 that will contain planning controls for the Waterloo Metro Quarter. The proposed SEPP would, when finalised, mean that

the CoS LEP 2012 (including the proposed affordable housing review planning proposal – if gazetted) will not apply to the Metro Quarter.

Affordable housing has been dealt with through the draft DCP for the Metro Quarter, requiring a minimum of 5% and up to 10% of residential dwellings to be affordable housing.

State Environmental Planning Policy (Affordable Rental Housing) 2009

The purpose of the State Envi ronmental Planning Policy (Affordable Rental Housing) 2009 (ARH SEPP) is

to provide a framework for the provision of the affordable and social housing within NSW. The ARHSEPP incorporates incentives to facil itate the delivery of affordable rental housing, such as the floor space bonus controls and non-discretionary development standards.

Importantly, section 6 of the ARHSEPP 2009 provides the definition for ‘affordable housing’, as outlined below:

6 Affordable housing

(1) In this Policy, a household is taken to be a very low income household, low income household or moderate income household if the household:

(a) has a gross income that is less than 120 percent of the median household income for the

time being for the Sydney Statistical Division (according to the Australian Bureau of Statistics) and pays no more than 30 percent of that gross income in rent, or

(b) is eligible to occupy rental accommodation under the National Rental Affordability

Scheme and pays no more rent than that which would be charged if the household were

to occupy rental accommodation under that scheme.

As the proposed outcome is to deliver a minimum of 5% and up to 10% of the total residential dwellings will be affordable housing, the ARH SEPP 2009 definition of ‘affordable housing’ will be used to

determine rents of dedicated affordable housing.


2.6.2 Local planning controls

SR: 1.5b

& 1.5i

Consideration of City of Sydney planning documents strategies and policies including, but not limited

to:

▪ Sydney Local Environmental Plan 2012

▪ Sydney Development Control Plan 2012

Sydney Local Environmental Plan 2012

The Sydney LEP 2012 is the principal local environmental plan, establishing permissibility and development parameters for the majority of the City of Sydney LGA, including the Metro Quarter. It includes key development standards, such as building height and floor space ratios. The relevant principal development standards are identified in Table 2.

Table 2 | Relevant principal development standards

Metro Quarter Current provisions

Zone B4 Mixed Use

Height 15m (4 storeys under the DCP) for majority of site, and 12m (3 storeys under the

DCP) for those properties with frontage to Wellington Street

FSR 1.75:1

Other development standards and provisions of Sydney LEP 2012 that currently apply to the Metro Quarter include:

▪ Acid sulfate soils: Class 5

▪ Large retail development outside of Green Square Town Centre and other planned centres

▪ Heritage: provisions relating to development in the vicinity of heritage items are relevant due to a

number of nearby heritage items, in particular Local heritage item I2069 (Congregational Church

including interior) at 103-105 Botany Road.

Sydney Development Control Plan 2012

The Sydney Development Control Plan 2012 (DCP 2012) sets the development and built form parameters for the CoS LGA and the Metro Quarter. It includes key development standards, such as,

public domain improvements, street wall heights and active frontages. The aims of DCP 2012 are to:

▪ encourage development to respond to its context and is compatible with the existing built

environment and public domain

▪ recognise and reinforce the distinctive characteristics of the City of Sydney’s neighbourhoods and

centres

▪ build upon the detailed objectives and controls under Sydney LEP 2012

▪ protect and enhance the public domain

▪ achieve the objectives of the City’s Sustainable Sydney 2030 Strategy

▪ encourage design that maintains and enhances the character and heritage significance of heritage

items and heritage conservation areas


▪ encourage ecologically sustainable development and reduce the impacts of development on the

environment.

Relevant DCP 2012 provisions include:

▪ Active frontages: applying to the north-west and south-west corners of the Metro Quarter

▪ Building street frontage height: 2 storeys for the south-west corner of the Metro Quarter

▪ Continuous awning: for the north-west and south-west corners of the Metro Quarter

▪ Late night trading: local centres area for land with frontage to Raglan Street

▪ Signage precincts: vil lage main streets precinct

▪ Stormwater management: major drainage lines down Botany Road and Cope Street.

2.6.3 Development contribution plans

SR: 8.12 Outline the scope and mechanism for development contributions to fund the infrastructure identified

in the schedule having regard to existing contributions plans, including the City of Sydney Development Contributions Plan 2015.

The Metro Quarter is currently covered by a number of development contributions plans. These are:

▪ The Redfern-Waterloo Authority Contributions Plan 2006 (the RWA Contributions Plan)

▪ The Redfern-Waterloo Authority Affordable Housing Contributions Plan (the RWA Affordable

Housing Contributions Plan)

▪ The CoS Development Contributions Plan 2015.

The applicability of these plans depends on the type of development being proposed, and who is th e consent authority.

Redfern Waterloo Contributions Plans

The former Redfern Waterloo Authority (RWA) prepared two development contributions plans for the RWA Operational Area (the RWA Area). They apply to development in the RWA Area for which the Minister for Planning is the consent authori ty under SEPP (Major Projects) 2005 (which has now been replaced by the SSP SEPP. For the purposes of these plans, land is either in the RWA Operational Area

(which includes the SSP study area), or an RWA site (which does not include the SSP study area). While under the Redfern-Waterloo Authority Contributions Plan 2006 development contributions can be collected across the Operational Area, because it only applies to development where the Minister is nominated as the consent authority under the SSP SEPP, in practice it only applies to the mapped RWA

sites. Public facilities and amenities funded through RWA contributions are largely provided within the RWA sites, in particular in the North Eveleigh area.

Redfern-Waterloo Authority Contributions Plan 2006 The RWA Contributions Plan:

▪ identifies the percentage of the development levy (currently 2% of the proposed cost of carrying

out the development)

▪ what development it applies to and how the amount is payable

▪ details the expected development and demand for public facilities in the RWA Area

▪ identifies the public facilities and amenities to be funded from contributions.

Certain types of development are excluded from the operation of the RWA Contributions Plan. This includes development by the NSW Department of Housing for public housing or affordable housing.


The CoS Development Contributions Plan 2015 does not apply to development in the RWA Area to which the RWA Contributions Plan applies.

The Redfern-Waterloo Authority Affordable Housing Contributions Plan The RWA Affordable Housing Contributions Plan:

▪ enables the imposition of a condition (either by Minister or by a delegate such as the CoS) on a

development consent requiring the payment of an affordable housing contribution for the provision or refurbishment of affordable housing within the RWA Area

▪ identifies the affordable housing contribution rate to apply, what development it applies to, how

the amount of affordable housing contributions is determined, and how the amount is payable

▪ details the relationship between the expected development in the RWA Area and the need for

affordable housing

▪ details the works schedule.

The RWA Affordable Housing Contributions Plan requires a contribution equivalent to the estimated cost of the provision of affordable housi ng comprising 1.25% of the total gross floor area of development in the RWA Area. Based on this, the contribution rate is charged at $73.12 (indexed at 1

July 2012) per square metres of the gross floor area of development. This is intended to deliver 7,500 square metres of affordable housing, or 75 Deliverable Units within the

RWA developments.

City of Sydney Development Contributions Plan 2015

The Metro Quarter is included in the South Precinct of CoS Development Contributions Plan 2015 (Contributions Plan 2015).

Contributions Plan 2015 does not specifically reference the Waterloo Estate or Metro Quarter as major redevelopment projects that are l ikely to generate demand for additional local infrastructure. However, it does project substantial additional growth to the area over the anticipated life of the contributions

plan from 2016 to 2030. Council’s Contributions Plan estimates that, by 2030, an additional 60,000 residents and 20,000 workers will come to the area covered by the contributions plan (excluding the central city and areas covered by the Redfern Waterloo Authority Contribution Plan). The bulk of the

new resident and worker population, and required new local infrastructure, is anticipated to be in the South Precinct, which includes the Waterloo SSP study area. The South Precinct also includes major urban renewal areas l ike Green Square and Ashmore.

Contributions Plan 2015 provides an assessment of additional local infrastructure that is anticipated to be required to meet the needs of projected resident and worker population growth. Given that the redevelopment of the Metro Quarter is not specifically contemplated by the plan, specific infrastructure provision is not identified for the Metro Quarter. The types of infrastructure to be funded through

contributions are categorised as:

▪ Open Space

▪ Community facil ities

▪ Traffic and transport

▪ Stormwater.

Affordable housing and social housing by a social housing and affordable housing provider are excluded

from having to pay contributions under this plan. The CoS Development Contributions Plan 2015 does not apply to development in the RWA Area to

which the RWA Contributions Plan applies.


2.6.4 Consent authority

Most development under Sydney LEP 2012 is currently assessed and determined by the CoS. City planning officers determine most DAs under delegated authority of Council. However, development

applications are determined by the Local Planning Panel where:

▪ where there is a conflict of interest

▪ the DA receives 25 or more unique objections

▪ there are departures from development standards

▪ sensitive development, including development for a residential flat building over four storeys.

Development costing over $50 mill ion is determined by the Central Sydney Planning Committee.

As highlighted within Section 2.6 of this report, development for commercial premises or residential accommodation within a rail corridor and a capital investment value in excess of $30 mill ion is declared

State Significant Development under Schedule 1 of the SRD SEPP 2011. Shoul d a proposed development in the Metro Quarter meet these parameters, it is declared State significant development. For State significant development, the Minister or DPE (by delegation) is the consent authority if the SSD

application is made by or on behalf of a public authority. However, if the SSD application is made by a private proponent, then the Independent Planning Commission would be the consent authority for the application under current delegations, where:

▪ there have been 25 or more objections to the application,

▪ the local council has objected, or

▪ there has been a reportable political donation in connection with the application, or to a previous

related application.


3.1 Strategic context

SR: 1.2 Outline the strategic planning context for the proposal

SR: 1.7 Provide justification for the proposal in the context of the draft Central District Plan, the Sydney

Metro project and the renewal of the Waterloo Estate.

SR: 1.9 Outline how the proposal will integrate with and reinforce the role of Central Sydney.


appropriate) key population and employment drivers and trends impacting the precinct and surrounding communities.

SR: 4.2 Assess the consistency of the proposal against relevant state and local plans, strategies and policies.

A growing population

In 2016, the Greater Sydney Region’s population was 4,823,991 people (ABS, 2016).

Sydney’s population has grown consistently since 1911. However, over the last ten years, the rate of Sydney’s population growth accelerated: Between 2001 and 2006 the growth rate was 4.34%; Between 2011 and 2016 the rate increased to 9.84% (ABS, 2016).

The NSW Government projects that population growth rates will continue to be relatively high until at least 2036. Projections prepared by the Department forecast that Sydney’s population will increase by 1,739,900 people, to 6,421,850 people, by 2036. Under a high series projection that factors in more

favourable conditions for population growth, Sydney’s population may increase to 6,792,250. This growth is reflected in the City of Sydney. The Department forecasts the population of the City of Sydney will grow from 212,550 people in 2016 to 315,200 in 2036. This is an increase in 131,950

people, or 72% (average of 2.2% per annum).

A distinct population

The Waterloo SSP study area has some significantly different population characteristics to the rest of

the City of Sydney, which in turn is demographically distinct (at least in some aspects) from the rest of Metropolitan Sydney. These differences are important in determining appropriate planning and development outcomes for the Waterloo SSP study area and the Metro Quarter. Census data from 2016 has been reviewed to establish a demographic profile for the study area and to discuss relative

differences and similarities to the City of Sydney and Metropolitan Sydney. Key differentiators of the population include:

▪ A larger proportion of the population in CoS is between 20-39 relative to Metropolitan Sydney.

However, there is a lower proportion of adolescents (0-19 years) and those aged 40+ years

compared to the rest of Sydney (refer to Figure 26).

▪ Waterloo has a significantly older population than the City of Sydney and Metropolitan Sydney,

with substantially fewer people in the majority of age cohorts younger than 45 years, and

3 Strategic context and justification


substantially more people in the age cohorts older than 45 years. The greatest differences are in age cohorts older than 55 years.

▪ Waterloo has a culturally diverse population, with 58.3% of residents born overseas (2016). This

compares with 54.6% for CoS LGA and 39.1% for Greater Sydney. The majority of people who are overseas born are from China (above 15%) (see Figure 27).

▪ A substantially higher proportion of people from an Aboriginal or Torres Strait Islander cultural

background within the Waterloo SSP study area (6.2%) compared to Sydney (1.5%) (refer to Figure 28).

The wider Waterloo SSP study area is within the SEIFA index of socio-economic disadvantage 1st decile

(most disadvantaged 10%). A number of other indica tors support this level of socio-economic disadvantage:

▪ Just over 50% of residents have completed Year 12 or equivalent (compared to 85% in the City of

Sydney and 65% in Greater Sydney).

▪ One in eight households earn more than $1,000 or more per week, compa red to 62% across the

City of Sydney.

A changing population

Sydney’s population is not only growing, but the composition of the population is changing over time. It is important to understand anticipated changes in age profile, household size and structur e, workforce participation and income, cultural identity and disability to ensure that the planning framework for the

Metro Quarter enables development that will meet the needs of the community in the short, medium and long term. While there will continue to be a large proportion of people of working age, the Eastern City District

Plan identifies that the age cohort forecast to undergo the largest numerical increase to 2036 is people aged between 65 – 84. Compared to other parts of Metropolitan Sydney, the City of Sydney has a very large proportion of

single person households. NSW Department of Planning and Environment forecasts suggest that single person households will also experience the most rapid growth to 2037, increasing from 45% (78,500 households) to 48% by 2036 (DPE, 2016).

While the overall household size within CoS LGA is forecast to reduce from 1.88 to 1.86 between 2016 -2036, the baseline average household size within the Waterloo SSP study area is forecast to increase from 1.61 in 2016 to 1.76 in 2036. Despite this increase (which is l ikely to be a result of a change in the

proportion of private housing to social housing), this will remain lower than the forecast average household size for the CoS LGA. Smaller household sizes are a reflecti on of the age profile and socio-economic status of the community, with a higher proportion of single people, older people and couples without children who will generate more demand for smaller dwellings.

The ethnic composition of the CoS LGA is also becoming more diverse. As previously highlighted, 58.3% of residents were born overseas in 2016. This is a significant increase from 2011, when 45% were born

overseas.


Figure 26 | Age s tructure of Greater Sydney, the CoS LGA and the Waterloo SSP s tudy area

Source: .id, 2017

Figure 27 | Ancestry of overseas born in Sydney, the CoS LGA and the Waterloo SSP s tudy area

Source: .id, 2017


Figure 28 | Indigenous as share of resident population in Sydney, the CoS LGA and the Waterloo SSP study area

Source: .id, 2017

Demand for more homes

Projected population growth and changes to household structures (in particular smaller household sizes) will translate to demand for more housing. The Greater Sydney Region Plan is based on DPE

forecasts for an additional 725,000 dwellings being required in Sydney to 2036. The Eastern City District Plan sets a target of an additional 18,300 new dwellings in the CoS LGA between 2016 and 2021. This equates to 3,660 dwellings per annum.

Between June 2014 to June 2016, City of Sydney LGA outperformed these targets, however the net increase of dwellings within the LGA fell significantly between June 2016 to June 2017 to be below this target, delivering an additional 3,227 dwellings (refer to Table 3).

Table 3 | Ci ty of Sydney net increase of dwellings by financial year (CoS Housing Audit, 2015-17)

City of Sydney LGA (FY) Net dwelling increase

2014-15 4,800

2015-16 5,717

2016-17 3,227

Further, housing supply is not keeping up with demand throughout the District and Metropolitan Region. Direction 3: Housing the City within ‘A Metropolis of Three Cities – the Greater Sydney Region Plan’ has identified a minimum of 36,250 new homes will be needed every year in Metropolitan Sydney to accommodate anticipated population growth over the coming decades. Table 4 shows that

Metropolitan Sydney has delivered new homes at well below this annual dwelling target from 2012-13 to 2015-16.

The Eastern City District Plan sets a target of an additional 46,550 new dwellings in the Eastern City District between 2016 and 2021. This equates to an average of 9,310 dwell ings per annum. Table 5 shows that annual dwelling completions from 2012-13 to 2015-16 in the Eastern City District were well below these targets. Historically, dwelling completions in Sydney have generally been below demand,

and the targets now set by the Greater Sydney Commission reflect the need to increase the r ate of dwelling completions to catch up to, and then keep pace with, projected demand from population growth. When overal l growth rates are combined with changing demographic composition, there will

be a particular need for more housing that is suitable for smaller household sizes, and a continued emphasis on affordability.


In addition, growth projections forecast a slowdown in the delivery of new dwellings in the City of Sydney over the longer term (refer to Table 6). This is l ikely to be due in part to the exhaustion of

available land supplies in major committed renewal prec incts such as Green Square. To keep pace with demand, it is critical that opportunities for more housing are identified in locations that are suited to increased density and dwelling diversity. Renewal of the Metro Quarter will help cater for this demand and is preferable to alternative growth scenarios such as releasing the Sydney Southern Employment

Lands for residential uses or greater densification of existing, highly constrained suburbs that will n ot benefit to the same extent from new transport.

Table 4 | Greater Sydney dwelling completions by financial year (DPE, 2018)

Greater Sydney (FY) Completions

2012-13 20,339

2013-14 22,750

2014-15 27,348

2015-16 30,191

2016-17 34,091

Table 5 | Eastern Ci ty District dwelling completions by financial year (DPE, 2018)

Eastern City District (FY) Completions

2012-13 5,400

2013-14 6,653

2014-15 8,686

2015-16 8,552

2016-17 7,589

Table 6 | Projected dwelling forecast within CoS LGA 2016-2036 (DPE, 2016)

2016 2021 2026 2031 2036

Projected dwellings 119,750 138,450 151,850 166,600 179,750

Increase in dwellings

17,500 18,700 13,400 14,750 13,150

Rate of growth (5 years)

17.1% 15.6% 9.7% 9.7% 7.9%

Economic activity

Within the context of population growth and change, a number of other issues have arisen concurrently to shape current planning policy. Sydney’s economy, and in particular that of the Eastern City District, has undergone a structural shift

over the past few decades. In 1986, the single largest employment sector in Sydney was manufacturing (Jureidini & Healy, 1998). This employed large numbers of lower skil led workers. Parts of the Eastern City District accessible to the Metro Quarter such as Waterloo, Zetland and Alexandria, accommodated

large areas of manufacturing. However, in 2011, the single largest employment sector in Sydney was Health care and social assistance (10.9%) (ABS, 2013). Over the last 30 years Sydney has emerged as Australia’s leading knowledge-based economy, with the

greatest share of knowledge-intensive services jobs of all Australian cities. The nearby Sydney CBD supports the nation’s largest finance and insurance district, and a high proportion of multinational banks and financial institutions with a presence in Australia have headquarters or offices in the CBD. In


addition to the CBD, a range of industry clusters have emerged in surrounding inner city communities. This includes a digital industries cluster focussed on the Australian Technology Park. While positive for

the city as a whole, the reduction in the number of people employed in manufacturing, as well as the transformation of many parts of the Eastern City District from manufacturing areas to residential areas, has meant that lower skil led or some trade and manufacturing workers l iving in the Eastern City District now have reduced access to suitable employment opportunities.

Population growth and change, as well as the structural shift of the economy, have led to a number of social challenges now facing Sydney.

Liveability and amenity

Intense competition for available housing has resulted in declining housing affordability. This has meant that many people including key workers such as teachers, nurses and police, struggle to afford to buy or rent a home in the Eastern City District. This has the potential for individual social-wellbeing

problems, and adverse community outcomes. Enhancing liveability has also been a growing issue in guiding planning policy. As Sydney transitions to a more dense, urban city, additional amenities are required to support this change. These amenities

include those at the broader scale, such as greater access to employment and improved public and active transport, to more local interventions such as more and better publicly accessible open spaces, enabling compatible non-residential land uses in predominantly residential area such as child care

centres, home businesses and small scale, low impact industries, and cafes and entertainment venues that enhance the function and convenience of the areas, and an improved public realm. Creating a built environment that supports health and wellbeing and is safe and welcoming for all

people can support a socially diverse community that it is connected to its place. Fostering a cohesive and inclusive environment can support physical activity, social engagement, and nurture inclusiveness and cohesion between people from different ages, backgrounds and socio-economic situations.

To facil itate this outcome, HillPDA has prepared a Housing Diversity and Affordability Study for the Metro Quarter (refer to Attachment 6).

A sustainable city

Driven by issues such as climate change, sustainability has emerged as key issue affecting the planning of Sydney and other Australian cities. The CoS recognises the importance of sustainability measures within the LGA. For example, the CoS Environmental Action 2016-2021 Strategy and Action Plan has set a 2030 target of 70% reduction in greenhouse gas emissions in the LGA. The CoS also recognises the

need to promote sustainable modes of transportation for residents, workers and visitors in their Environmental Action 2016-2021 Strategy and Action Plan. A key part of achieving this outcome is improving transport corridors that are relied upon by major urban renewal projects to connect businesses and residents to surrounding centres.

The need to address climate change and greenhouse gas emissions is a driving force behind the implementation of Transit Oriented Development (TOD) as an urban policy withi n Australian cities. By

influencing urban development patterns through more density and land use integration around transit nodes, TOD can promote more sustainable forms of travel such as public and active transportation and reduce reliance on car travel.

To facil itate this outcome, AECOM has prepared a Climate Change Adaptation Report (Attachment 9) and Ecologically Sustainable Development Study (refer to Attachment 13) for the Metro Quarter.

Planning for growth and new local centres

The Greater Sydney Region Plan and District Plan seek to accommodate growth in and around centres, and recognise the potential for new centres to emerge as the Greater Sydney grows over the next 20 years. The emergence of new centres and the focus of new development in hi gh accessibility locations is particularly relevant to the Metro Quarter because transport accessibility and capacity will be


substantially increased by the new Sydney Metro line and Waterloo Metro Station. The Future Transport Strategy identifies the Sydney Metro as a city-shaping transport project that will improve

accessibility to jobs and services, and be a stimulus for additional housing supply and new centres focused on stations and transport interchanges. To guide the creation of new centres, the Greater Sydney Region Plan and District Plan outline

principles for developing new centres:

▪ in established areas, innovative approaches to creating new centres are l ikely to be part of urban

renewal and mixed-use developments

▪ all new centres are to have good publ ic transport commensurate with the scale of the centre.

The Metro Quarter is aligned with the above principles to deliver a new activity centre based around the Waterloo Metro Station. Place principles have been established to guide planning for the Metro

Quarter to develop as an authentic, vibrant and successful new centre. The place principles have in turn shaped the urban design principles for the Metro Quarter indicative concept proposal. The place principles are:





▪ Visible and vibrant public l ife






3.2 Justification

Study Requirement 1.7 requires justification for the proposal in the context of the draft Central District Plan (now the Eastern City District Plan), the Sydney Metro project and the renewal of the Waterloo Estate. This section provides the required justification for the project against those plans and programs,

and with reference to other relevant considerations including the Central to Eveleigh Urban Transformation Strategy, and relevant City of Sydney plans and strategies.

SR: 1.7 Provide justification for the proposal in the context of the draft Central District Plan (now Eastern

City District Plan the Sydney Metro project and the renewal of the Waterloo Estate.

3.2.1 Implementing the Eastern City District Plan

Giving effect to the planning priorities

The Eastern City District Plan is a statutory consideration under the Strategic Planning provisions of Part 3, Division 3.1 of the Act. Section 3.8 of the Act requires that a planning proposal authority give effect to the relevant district strategic plan for the local government area (in this case the Eastern City District

Plan). While the SSP Study is not, strictly speaking, a planning proposal, the new planning controls that will be establ ished under the SSP SEPP will have the same effect on enabling and controlling development as a local planning instrument, and it is therefore appropriate that the SSP Study gives

effect to the Eastern City District Plan. The Eastern City District Plan inc ludes 22 planning priorities. Table 7 summarises how the Metro Quarter proposal will give effect to the relevant planning priorities.


Table 7 | Metro Quarter response to Eastern District Planning Priorities

Eastern District

Planning Priorities Metro Quarter response

Priority E1: Planning for

a city supported by infrastructure

The Waterloo Metro Station is a key driver for the renewal of the Metro Quarter.

Sydney Metro City and Southwest is a city-shaping transport infrastructure project that

creates new opportunities for integrated station precincts that deliver new homes,

jobs, amenities and services in a highly accessible and high amenity location. The Metro

Quarter will unlock the urban renewal opportunity of lands above and adjacent to the new Waterloo Metro Station. The Indicative concept proposal will enable a new centre

with key services and infrastructure that will become a focal point of activity within

Waterloo.

Priority E2: Working through collaboration

UrbanGrowth NSW, Sydney Metro and NSW Land and Housing Corporation have

collaborated to progress the Waterloo SSP Study. Other key government stakeholders,

including the City of Sydney, Department of Planning and Environment, and the

Government Architects Office, have also played important roles in guiding the SSP study through the Project Review Panel. UrbanGrowth NSW has also implemented a

community and stakeholder engagement program that has contributed to the place-

making strategy, vision and principles for the Waterloo SSP.

Priority E3: providing services and social

infrastructure to meet

people’s changing

needs

The provision of high quality social infrastructure and services is particularly important

for the proposed regeneration of the Metro Quarter and wider Waterloo SSP study

area. The local community at Waterloo has specific needs and the Metro Quarter will

have capacity for additional community services and facilities to support the elderly,

those on lower incomes, the Indigenous community, and people from diverse cultural backgrounds.

The Metro Quarter will be a place for the local community to congregate, interact, and

access the services they require. New public spaces and community facilities will serve

as a place for the community to connect, interact and engage with their surroundings

to nurture an inclusive social network.

Priority E4: Fostering

healthy, creative,

culturally rich and

socially connected

communities

Planned recreation and community facilities will contribute positively to the social and physical well-being of Waterloo community. The Metro Quarter will deliver new

community facilities and public spaces, while supporting a diversity of uses that

accommodate the needs of the wider population. The public domain will be expanded

through new plazas, squares and pedestrian connections that encourage walking and

cycling, community interaction and connections. The planned public spaces will be

flexible to cater for multiple uses and activities that serve a wider population. Proposed planning provisions will encourage and streamline the approvals for community events

like live music performances and markets.

Priority E5: Providing

housing supply, choice

and affordability, with access to jobs, services

and public transport

The indicative concept proposal for the Metro Quarter includes a minimum of 5% and

up to 10% of the total residential dwellings as affordable housing, and 70 social housing

dwellings. Private dwellings will also deliver a mix of dwellings sizes for different

household types. The proposed mix of dwelling types and tenures is a direct response

to the needs of the local community, in particular the need for social and affordable

housing in an area of high housing stress and acute affordability pressures, and projected continued demand for dwellings that are suited to smaller households. The

Metro Quarter will deliver housing close to jobs and services within the precinct, and

connections to other strategic job clusters like the Sydney CBD through the Waterloo

Metro Station.

Priority E6: Creating

and renewing great places and local

centres, and respecting

the District’s Heritage

Place principles have been established to provide direction for the delivery of the Waterloo SSP study area as an authentic, vibrant and successful place. The principles

have shaped the indicative concept proposal, and include:






▪ Visible and vibrant public life






Nearby heritage items and conservation areas, most notably the Waterloo Congregational Church and the Alexandria Park Conservation area, have been

considered in the indicative concept proposal, and the urban design strategy directly

responds to the significance of these items to the character of Waterloo and

understanding of its history.

Priority E8: Growing

and investing in health and education

precincts and the

innovation corridor

Increased supply of housing and additional floorspace for commercial, retail and

community uses will contribute to the diversity, amenity and economic opportunities in

the innovation corridor. While locations like Australian Technology Park and the Sydney CBD will continue to be the main focus of economic growth and diversity, the Metro

Quarter has the potential to offer smaller scale spaces for innovative businesses and

community activities to establish and grow.

Priority E10: Delivering

integrated land use and

transport planning and

a 30 minute city

The Metro Quarter is a key element of a new urban structure for Waterloo that will be

centred around the Waterloo Metro Station. Development of the Metro Quarter will be

integrated with the construction of the Metro Station and is a prime opportunity to

create a new precinct where transport and land use are truly integrated. Beyond the

Metro Quarter, the surrounding community within the walking catchment of the Metro Station will benefit from improved public transport, new shops, employment

opportunities and social services. Residents of the Waterloo Estate in particular will

have better access to high frequency and high quality public transport. An increased

population within the Metro Quarter and nearby areas will increase the proportion of

the population that benefits from the 30 minute city, with direct access to key

employment centres including Australian Technology Park, Sydney CBD and the economic corridor stretching from Sydney Airport to Macquarie Park and Norwest. The

Metro Quarter is in an ideal position to be an emerging ce ntre of activity that offers

new homes and a diversity of land uses that provide the local community access day-to-

day to community services – with shops, services, cultural places and work

environments promoting activity around the new Metro Station.

Priority E14: Protecting

and improving the health and enjoyment

of Sydney Harbour and

the District’s

waterways

A Water Cycle Management Strategy has been prepared as part of the Water Quality,

Flooding and Stormwater Report (Attachment 14) which considers water, waste water and stormwater plus potential alternative water supply, demonstration of water

sensitive urban design and any future water conservation measures to ensure the

health of Sydney Harbour and the Eastern District’s waterways are protected.

Priority E16: Protecting and enhancing scenic

and cultural landscapes

Waterloo has a rich diverse and sometimes troubled cultural history which is reflecte d

in the diverse urban environment. The evolution of Waterloo from Aboriginal

occupation and use of the land through early industrialisation, mid-20th century public

housing, and more recent transition towards an inner city urban village is evident in the

physical fabric of the locality. The Metro Quarter will continue the evolution of character and the identity of Waterloo while respecting its past. While the indicative

concept proposal will result in changes to the scenic and cultural landscape of

Waterloo, these changes will reflect the positive progression (as a result of new

infrastructure investment and government commitments to urban renewal) to a more

connected, accessible, cultural and cohesive community.


Priority E17: Increasing

urban tree canopy

cover and delivering

Green Grid connections

The renewal of the Metro Quarter and wider Waterloo State Significant Precinct is a

significant opportunity to contribute to the Green Grid. The Metro Quarter will support this outcome through new street tree planting wider and larger public spaces and a

new Cope Street Plaza. The landscape strategy includes tree planting in all parts of the

proposed public domain that will improve amenity for pedestrians, cyclists, Metro

Station customers, residents, workers and visitors who will take advantage of the high

quality public spaces proposed for the Metro Quarter.

Priority E18: Delivering high quality public

open space

The Metro Quarter will deliver new publicly accessible open spaces for the community

to connect, interact and engage with their surroundings to nurture an inclusive social network. These new open spaces will cater for multiple uses and activities that serve a

wider population, such as community events, live music performances and markets.

Priority E19: Reducing

carbon emissions and

managing energy,

water and waste

efficiently

The planning, design and construction of the Metro Quarter will be informed by a series

of Ecologically Sustainable Development principles to achieve best practice

sustainability outcomes. An integrated network of sustainable infrastructure and

measures intended to reduce energy and water consumption and carbon emissions will

also be integrated in the renewal of the Metro Quarter.

Priority E20: Adapting

to the impacts of urban and natural hazards

and climate change

A sustainability assessment has informed the indicative concept proposal for the Metro

Quarter which has addressed the potential social, environmental and economic effect s of climate change on future communities and potential options for the Metro Quarter

to deliver both net zero buildings and a net zero precinct.

3.2.2 The relationship between the Metro Quarter and the Sydney Metro Project

The construction of the Sydney Metro Stations is an exciting opportunity to incorporate global best practice for place-making and environmentally sustainable development, and to apply innovative

thinking to create new city icons. The new Metro Stations wil l contribute to Sydney’s reputation for design excellence and leave a lasting legacy through a more connected and integrated city. To help ensure success, Metro Stations are being designed and delivered through an integrated

process. Integrated Station Developments will feature stations, OSD, station retail opportunities and public domain improvements. These Integrated Station Developments will be welcoming a nd inclusive, serving as focal points for local communities. They will provide new places for peopl e to work, l ive,

shop and play, with public spaces designed to encourage walking, cycling and social interaction. This approach will support the NSW Government’s planning strategies and objectives to grow high-value jobs, provide workers with better access to employment, and create l iveable and sustainable centres.

In the period since the issue of the CSSI Approval (SSI 15_7400), Sydney Metro has undertaken further design work in relation to the Waterloo Metro Station to determine the space planning and general layout of the station and identify spaces within the station area (defined under the CSSI Approval) that

would be available for OSD use. Additionally, design work has been undertaken to determine the technical requirements for the structural integration between the OSD and station. This design work has informed the SSP Study and the indicative concept proposal for the Metro Quarter (Attachment 3).

Ongoing design development of the works to be delivered under the CSSI Approval will continue with a view to developing an Interchange Access Plan (IAP) and Station Design Indicative concept proposal (SDPP) for Waterloo Metro Station to satisfy Conditions E92 and E101 of the CSSI Approval.

The Waterloo Integrated Station Development would be a new activity centre in the City of Sydney LGA. Through the provision of different uses, the Integrated Station Development has been designed to act as a focal point, commensurate with the provis ion of a new key station in the heart of the Waterloo

SSP study area. The envisaged residential, retail, office and community uses would contribute to the growth of Waterloo as a new activity centre.


3.2.3 The relationship between the Metro Quarter and the Estate

The Metro Quarter is the first stage of the wider renewal of Waterloo SSP that will provide new opportunities to the residents of the Waterloo Estate. This includes the establishment of a new activity

centre accommodating a diverse range of uses that serve the needs of the local population, such as retail, entertainment and community services. Furthermore, the indicative development concept for the Metro Quarter opens toward its eastern edge with a new Cope Street Plaza and building and

entrance to the Waterloo Metro Station to create an inviting presence to the Waterloo Estate and its residents. The Metro Quarter has a significant role in the supporting the future renewal of Waterloo Estate. 70

dwellings within the indicative concept proposal will be for the purpose of social housing. At least 2,000 square metres of floorspace in the podium levels of new buildings will be allocated to

community uses. This space could be delivered or occupied in a number of formats and locations across the Metro Quarter, depending on the needs of community groups, and the City of Sydney (should it identify a need for a Council run community centre). Community uses that specifically service residents of the Estate and the broader suburb could choose to locate in the Metro Quarter.

SR: 1.7 Outline how the proposal will integrate with and reinforce the role of Central Sydney.

Reinforcing the role of Central Sydney

It is current NSW Government policy to support more homes closer to jobs. The Sydney CBD, which has

the largest number of jobs in Australia, is located approximately 3.3km north-north-east of the Precinct. The Precinct is also located less than 1km east of the Australia Technology Park. It is a lso within the Eastern Economic Corridor that stretches from Sydney Airport and Port Botany through the

Sydney CBD to St Leonards and Macquarie Park. The Eastern Economic Corridor is home to over 775,000 jobs, of which 50% are knowledge jobs such as finance, banking and business services. The Precinct is also located within the inner Sydney s outhern renewal corridor, that includes a number of key growth areas between the southern part of the Sydney CBD and Mascot, including the Ashmore

Precinct and Green Square. The development of Green Square and Mascot has the potential to deliver up to 60,000 new jobs.

The Southern Sydney Employment Lands just to the south of Green Square have seen a decline in industrial uses however growth is expected in jobs in communications, creative services and knowledge industries.

In addition to being accessible to major jobs centres and within a renewal corridor and Central Sydney, the Precinct is accessible to a range of Metropolitan and local level social infrastructure, i ncluding education providers such as the University of Sydney, University of Technology Sydney and University

of NSW, and hospitals such as Royal Prince Alfred Hospital and the Prince of Wales Hospital. The Metro Quarter will be a high quality, high ameni ty and highly accessible location for residents,

many of whom are likely to work in Central Sydney or nearby employment clusters such as the Australian Technology Park. Enabling more people to l ive relatively close to where they work, and in locations where the highest diversity of employment opportunities are available, means that the Metro Quarter will reinforce and support the role of Central Sydney, and the economic corridors that connect

it to other key gateways and clusters of knowledge and innovation.

Public transport accessibility It is current NSW Government planning policy to support urban renewa l in locations that have access to

transport, jobs and services. The opening of the Waterloo Metro Station in 2024 will provide access to Sydney Metro. From the Waterloo Metro Station, people will have a direct connection to 31 other Metro Stations, including jobs and services rich locations such as the Sydney CBD, North Sydney and


Macquarie Park. During peak periods, trains will run every four minutes. I t will also be possible to interchange with the suburban rail l ine at locations l ike Central Station, to access the entire Sydney

Trains network. The design capacity of each six-car train will be 1,152 people (capacity can be increased through the extension to eight-car sets with a design capacity of 1,539). This provides a maximum capacity of

46,170 passengers per hour per direction (Transport for New South Wales, Final Business Case, Summary, October 2016). This policy has a number of benefits, including:

▪ providing easier access to jobs and services

▪ reducing pressure on roads.

A new local centre that plays a population-serving function

The Eastern City District Plan recognises local centres as a focal point of neighbourhoods and are typically focused around include public transport and transport interchanges. These centres play a vital role in supporting the Greater Sydney Region Plan’s direction of a well connected city through transit-oriented development (TOD) principles, providing essential access to everyday goods and services close

to where people l ive and allowing more people to l ive within access to jobs provided by existing Metropolitan and Strategic centres.

The renewal of the Metro Quarter as part of a new local centre for higher density res idential uses and complementary business uses has the potential to contribute to the achievement of a number of planning policy objectives. This ranges from high level policy such as land use and public transport integration, greater supply and choice of housing, to the creation of a better quality place with

improved public domain and built form. Woven into to the broader area via Metro and other connections, a centre of activity would anchor the Precinct and provide for the needs of a growing and changing community. It could also draw cultural,

commercial, educational and touristic visitation, but is not intended to compete with the role of other larger centres or other clusters that provide a niche attraction (l ike Newtown) and draw people in from a larger catchment.

The findings of economic investigations by MacroPlan Dimasi (see Attachment 22) support the introduction of non-residential uses as part of the indicative concept proposal, in particular retail, but also with a strong focus on community services, and local commercial uses. The key purpose of non-

residential uses is to service the local residential population, and in particular residents of the Waterloo SSP study area. To achieve this, MacroPlan Dimasi recommends the Metro Quarter could support a small, convenience based retail and services offer, including:

▪ a small format supermarket anchor of around 1,250 square metres

▪ around 6-8 retail specialty shops (fresh food, beauty, dry cleaning, convenience, newsagency etc.)

could be supported at the Metro Quarter, totall ing around 750 square metres

▪ a larger food & beverage (restaurants/bars) offer or 1-2 mini-majors (e.g. Pricel ine, Terry White

Chemist) comprising around 1,300 square metres

▪ around 4,500 – 5,000 square metres of non-retail uses is recommended to integrate with the retail

offer such as Australia Post; medical insurance (e.g. Bupa), banks, a medical centres, all ied health and gymnasiums

▪ the potential for short-term accommodation facil ities (i.e. serviced apartments, hotel).

On this basis, the future role of the Metro Quarter will be a new mixed-use centre that will become a

focal point of activity for the neighbourhood. This will support new homes in proximity to a new transit node and provide key everyday services to support growth in population within the wider Waterloo area, and to help support specific community service needs that reflect the demographics of Waterloo.


The provision of population-serving employment opportunities will complement, rather than compete with key areas of economic activity such as Austral ian Technology Park and Green Square Town Centre.

Contiguous land ownership

Unlike most other renewal precincts in the Eastern City District, the Metro Quarter is comprised of contiguous, wholly government owned land, as a result of recent acquisitions for the delivery of Waterloo Metro Station and Sydney Metro. Together with the renewal of Waterloo Estate, the

combined precinct comprises an approximate gross site area of 20.03 ha. This would make the combined Precinct one of the largest single renewal precincts in the Eastern City District. Compared to fragmented or non-government owned land, contiguous government ownership makes it

easier to comprehensively plan for and implement a high-quality renewal outcome. The planning framework has been designed to encourage the delivery of precinct wide design solutions that will ensure a coordinated, cohesive development outcome across the Metro Quarter.

In addition, government ownership often provides opportunities to pursue innovative approaches to addressing issues, or to deliver public benefits that would otherwise be challenging for the private sector to deliver. The delivery model proposed for the Metro Quarter will ensure a relatively high

proportion of social and affordable housing, and the integration of the Metro Station with over-station development will result in new publicly accessible spaces and opportunities for community groups and services to locate in the precinct.


4.1 Waterloo SSP place character statement

The place character that encapsulates the specific qualities are what defines Waterloo and makes it unique. The urban design principles and indicative concept proposal have been guided by the four fundamental quali ties that draw upon the social, environmental, and economic characteristics of the Waterloo SSP study area. The qualities and characteristics of place that define the Waterloo SSP Study

Area include:

▪ Layered: A rich tapestry - Waterloo as a place displays layers of physical and environmental change,

layers of people over time and layers of meaning embodied into the definition of Waterloo itself. Like stratum in a rock, these many layers (from the Chinese market gardeners to the Soviet-born

migrants who moved to the area, and from the Victorian terraced houses juxtaposed against warehouse buildings and 20th century social housing) each are distinctly different but weave together to form a rich and layered tapestry.

▪ Proud: A place that is home - When a handful of people gather on Waterloo Green to practice Tai

Chi at dawn, it is a reminder of the civic and local pride across time and scales – the festivals, gatherings and happenings which have been celebrated. The area is also pr oud of its diversity – such as the 35 nations represented in car manufacturer BMC Leyland’s workforce in its heyday, or

the multiple cuisines shared and celebrated at a cooking group in the Factory Community Centre.

▪ Distinct: An unmistakable place - Anecdotes and historic sources describe the Precinct by its

distinct features – the inclined topography upon which the Lady of Mount Carmel Church originally

sat alone upon, through to the wisened figs and concrete high-rise buildings recognised today. Waterloo is made distinct by the unique characters who have shaped it, l ike Father Sylvanos Mansour, the energetic and distinguished priest who ministered to early migrants and conducted services in Arabic, or Michael O’Riordan, the entrepreneurial Irishman after whom the busy

O’Riordan Street is named.

▪ Resilient: An enduring place - In the face of change and hardship, Waterloo has remained resil ient

through opportunity and unity – a place where Aboriginal people could find work in rail construction, a place for disadvantaged families to access shelter, a place of industrial innovation

and a place where people have campaigned with rall ies, meetings, shouts and cheers. What was once a wetland has been used for production, built upon and modified over time, and yet the 1000+ trees which permeate the Precinct and the fauna which finds shelter there, remind us of the

resil ience of the natural landscape within Waterloo.

Figure 29 | Place character of Waterloo

Source: RobertsDay

4 Vision and principles


Planning for the Metro Quarter comes with responsibility to respect the place character that encapsulates the specific and unique qualities of Waterloo. Linking with the place character of Waterloo,

place principles have been established by the project tea m, informed by consultation with the community and stakeholders, to provide direction for the delivery of the Waterloo SSP study area as an authentic, vibrant and successful place. The place principles are:

1 A linked network of spaces

2 A welcoming centre of activity

3 An engaging and high performing landscape

4 A catalyst for making and creating

5 Visible and vibrant public l ife

6 Nurtured social networks

7 A place of firsts

8 Flexible solutions for growth and incubation

9 A holistic approach to inclusivity and equitability

10 Intrinsic Aboriginal culture.

These place principles have informed the specific vision and urban design principles for the Metro Quarter, as described further in Section 4.4.


4.2 Vision for Waterloo SSP

SR: 1.1 Outline the vision for the proposal.

Vision for Waterloo State Significant Precinct

In late 2017, NSW Land and Housing Corporation undertook visioning for the Waterloo Precinct,

including the Metro Quarter. Approximately 1,570 people provided feedback across more than 40 consultation events. This collaborative process has led to a vision for the Waterloo Precinct to become a new urban vil lage for Waterloo that is underpinned by key elements that are held of value to the community, as shown in Figure 30 below.

Figure 30 | Vision for the Waterloo State Significant Precinct


4.3 Waterloo SSP objectives and urban design principles

SR: 2.3 Prepare a set of urban design principles that underpin the proposed development.

Five thematic objectives were developed in consultation with key community and other stakeholders

and formed the focus of the engagement activities:

1 culture and community l ife

2 transport, streets and connections

3 housing and neighbourhood design

4 community facil ities, services and shops

5 environment and open space.


Integrated design outcomes across the Waterloo Estate and Metro Quarter are critical to the success of the renewal program for the Waterloo SSP Study Area. To this end, urban design principles were agreed

as part of the developing the objectives for the Precinct to guide the approach to designing the urban renewal of the entire study area. The objectives and urban design and principles for the Waterloo SSP Study Area are:

Housing: A fully, integrated urban village of social, private and affordable housing

A place that meets the housing needs of people with different background, ages, incomes, abilities and

lifestyles - a place where everyone belongs. New homes for social, affordable and private residents that

are not distinguishable and are modern, comfortable, efficient, sustainable and adaptable.

Design principles

1. Locally responsive, distinctive and adaptable buildings, homes and spaces.

2. Diversity of homes and living choices underpinned by innovative delivery and tenure models.

3. Emphasise Waterloo's character areas and neighbourhoods.

4. A variety of indoor and outdoor shared spaces that support resident needs and wellbeing.

Culture & Design: A safe and welcoming place to live and visit

A place where there is activity day and night, where people feel safe, at ease and part of a cohesive and

proud community. A place that respects the land and Aboriginal people by showcasing and celebrating

Waterloo's culture, history and heritage.

Design principles

1. A significant place shaped by the community for gathering in Waterloo.

2. Activated and engaging places for all.

3. Aboriginal people are intrinsic to Waterloo.

4. Embed local stories of people and place.

Open Space & Environment: High quality public spaces and a sustainable urban environment

A place that promotes a walkable, comfortable and healthy lifestyle with high quality, well designed and

sustainable buildings, natural features and safe open spaces for everyone to enjoy, regardl ess of age,

culture or ability.

Design principles

1. Celebrate Waterloo's unique green attributes including topography, water and trees.

2. Promote a sense of wellbeing and connection to nature.

3. A high performing resilient environment.

Transport and connectivity: A well connected inner city location

Integrate the new metro station and other modes of transport in such a way that anyone who lives,

works or visits Waterloo can get around easily, safely and efficiently.

Design principles

1. An active transport hub and local centre working as one.

2. Highly connected neighbourhood that prioritises walking and cycling for all.

Services and Amenities: New and improved services, facilities and amenities to support a diverse

community

A place that provides suitable and essential services and facilities so that all residents have easy access to

health, wellbeing, community support, retail and government services.

Design principles

1. Local services to meet every day and everyone's needs.

2. Flexible and adaptable land uses, infrastructure and buildings that are responsive to opportunities


3. Foster local economies and productive environments to create, learn and share.


4.4 Metro Quarter design response

Planning for the Metro Quarter aims to retain the place character that encapsulates the specific and

unique quali ties of Waterloo. Following the Precinct urban design principles, six core design responses have been established specific to the vision, objectives, design principles, opportunities and challenges identified for the Metro Quarter.

These six design responses have shaped the indicative concept proposal for the Metro Quarter and will achieve optimum integration between the Metro Station and proposed urban form, whilst supporting the renewal of the overall Waterloo State Significant Precinct.

These are summarised as follows:

▪ Integrated: An active transport hub with seamless interchange within an active, pedestrian priority

ground plane

▪ Inclusive: A station-in-the-round, drawing community and commuters into a shared democratic

space

▪ Connected: Legible and safe way-inding across a connected precinct

▪ Diverse: A commercially thriving mix of diverse non-residential uses to support both current and

future communities

▪ Local: Two complimentary arrival spaces - grounded in place - marking the entry to Waterloo

▪ Liveable: A high quality l iving environment, promoting wellbeing and offering a diversity of

typologies

4.5 Future Context

The Metro Quarter is central to an evolving urban context in this part of Sydney. As the city becomes more connected through the integration of land use, transport and infrastructur e planning, a new urban structure will emerge that is more focused, transit oriented, integrated and intensified in locations that

can support additional density and land use diversity. The new Waterloo Metro Station will be a key catalyst for change in the Redfern-Waterloo area, providing residents, workers and visitors access to the Sydney Metro network, connecting to surrounding Metropolitan and strategic centres, such as Central Sydney, St Leonards and Macquarie Park. The extent of change in urban form will be most noticeable

immediately around the station (in the Metro Quarter) and in the adjacent Waterloo Estate. In other parts of the locality, particularly the nearby conservation areas, the focus will be on retaining the existing urban form, while ensuring residents and workers stil l benefit from access to new publ ic transport and the services, jobs and amenity of the new centre at the Metro Quarter.

The need to balance urban transformation around the station with the retention of the historic and cultural fabric of Waterloo and Alexandria positions the Metro Quarter to become an emerging centre

of activity that offers new homes and a diversity of land uses that provide the local community access day-to-day to community services – with shops, services, cultural places and work environments promoting activity around the new Metro Station. However, maintaining the fundamental elements that give Waterloo and Alexandria a distinct and historically connected urban character means the

geographic spread of urban transformation around the station will be concentrated within the Metro Quarter, Waterloo Estate and parts of Botany Road. The transition from a new, integrated urban centre within the Metro Quarter to the established character of Redfern street vil lage and the Alexandria Park

Conservation Area will occur over a relatively short distance. The proposal responds sensitively to this transition to ensure the transit-oriented focus of land use in the Metro Quarter doesn’t impact negatively on existing character areas, while providing residents of those surrounding areas access to all the Metro Quarter will offer.


This part of the SSP Study report sets out the proposal for the Metro Quarter. The proposal comprises:

▪ The precinct plan (SR: 2.4) which shows an indicative concept proposal for the development of the

Metro quarter, including new buildings, the public domain, community infrastructure, and integration with the Waterloo Metro Station the Estate and the surrounding locality.

▪ The proposed planning framework, including new statutory planning controls under the SSP SEPP

(SR: 4.3), and a draft Metro Quarter DCP (SR: 4.7).

▪ An outline of Infrastructure funding and delivery mechanisms (SRs: 7 and 8).

SR: 2.4 Prepare a precinct plan that integrates the: public domain plan, precinct wide community facilities

plan, infrastructure plan, and building types and massing for the site and demonstrate how this fits within the overall State Significant Precinct and surrounding context.

5.1 The indicative concept proposal

Turner Studio and Turf have prepared an Urban Design Study which establishes the indicative concept proposal (or precinct plan) for the Metro Quarter (refer to Attachment 3). This study provides a comprehensive urban design vision and strategy to guide the future development of Metro Quarter Precinct. The urban design study has been shaped by the vision, objectives and principles for the

Waterloo SSP Study Area (i.e. the Metro Quarter and the Waterloo Estate), as described within Section 1 of this report (SR: 1.1). The indicative concept proposal (the precinct plan) for the Metro Quarter, has informed the proposed planning framework, which is the key outcome of the SSP Study.

The key features of the indicative concept proposal are:

o a new, high quality public domain at ground level including:

o a publicly accessible plaza of approximately 1,400 square metres fronting Cope Street, as a

focus for residents, workers and visitors to the precinct and providing customer access into the Metro Station

o two east-west, mid-block pedestrian connections l inking Cope Street and Botany Road, facil itating pedestrian interchange between the Metro and bus stops on Botany Road

o wide footpaths and public spaces on all street frontages, including substantial building setbacks to Raglan Street and adjacent to the Waterloo Congregational Church on Botany Road

o new buildings, integrated with the Waterloo Metro Station, including:

o a three-storey mixed-use non-residential podium, including a free-standing building located within the Cope Street Plaza

o three residential buildings of 23, 25 and 29 storeys, and four mid-rise buildings of up to 10 storeys above the approved Metro Station infrastructure. This will comprise of approximately

700 dwellings of the following bedroom mix:

− Studio: 22 (3%)

− 1 bed: 294 (42%)

− 2 bed: 314 (45%)

− 3 bed: 70 (10%)

o parking for approximately 65 cars, 700 residential bicycles and 520 public bicycles.

The buildings described above have a total of approximately 69,000 square metres of gross floor area

(GFA), comprising:

5 The proposal


o approximately 56,500 square metres of res idential accommodation, providing for approximately 700 dwellings. A minimum of 5% and up to 10% of the total residential dwellings

will be affordable housing, with another 70 dwellings as social housing

o approximately 4,000 square metres for retail premises and entertainment facil ities

o approximately 8,500 square metres for business and commercial premises, and community and indoor recreation facil ities.

The indicative concept proposal for the Metro Quarter is i l lustrated in Figure 31 below.

Figure 31 | Metro Quarter indicative concept proposal

Source: Turner Studio & Turf

5.1.1 Public domain

Waterloo Metro Station is anticipated to generate high pedestrian flows across the Metro Quarter and the local area. Given the high pedestrian environment anticipated, managing the movement flow in the public domain will be critical to ensure layered movements can function l egibly, efficiently and with

comfort. The Metro Quarter will deliver a new community focus through diverse activities, such as retail, community and entertainment, both within buildings and in the public spaces of the precinct. There is a

strong focus on pedestrians and a human scale for the public domain (refer to Figure 32), which has led to incorporation of:

o Raglan Street Plaza (see Figure 33) fronting Raglan Street

o Cope Street Plaza (see Figure 34) that will be the focus of community interaction and activity

o a proposed second station entry that directly opens to the proposed Cope Street Plaza

o l imiting vehicular movement across the precinct through the application of a single-access shared zone off Cope Street

o the introduction of new pedestrian through-block l inks with direct and legible connections between:

o the primary Metro Station entry on Raglan Street

o the new bus interchange on Botany Road

o the new ‘community arrival’ Metro Station entry interfacing with the Cope Street Plaza

o a new shared way on the northern side of the Waterloo Congregational Church

o increase footpath widths

o redefining Cope Street as a slow street.


Figure 32 | Metro Quarter Public domain plan


Figure 33 | Plan of Raglan Street Plaza and indicative photomontage



Figure 34 | Cope Street Plaza of Metro Quarter Precinct


Movement network

The anticipated high pedestrian population, community function and layered movements in the Metro Quarter has driven a pedestrian-focused public domain and movement network. The key elements of

the movement network, include:

▪ the new Cope Street Plaza as a pedestrian focused space

▪ generous circulation widths and active frontages to support movement and moments for respite

and pause, including widened footpath widths to 6m-10m on Botany Road and 15m on Raglan

Street

▪ new pedestrian through site l inks that create direct and legible l inks between the new community

arrival station entry and a new bus interchange on Botany Road

▪ redefining Cope Street as a slow street with considered design of kerb alignments, bicycle parking,

street furniture

▪ l imiting vehicular movement across the precinct through the application of a single-access shared

zone off Cope Street

▪ positioning vehicle entrance points for servicing and loading zones toward precinct edges and on

vehicular priority streets of Botany Road and Wellington Street to minimise conflict with pedestrians.

The public domain encourages pedestrian movement throughout the Metro Quarter by providing an environment to be accessible universally from key public transport connections. 1:20 walkway gradients will be integrated to allow for universal access into the Metro ‘Community Entry’, whilst accessible routes from the Botany Road Bus Interchange, from Cope St kiss and ride and along Raglan street

provide direct access to Waterloo Metro Station. New dedicated cycleways will be provided on Wellington Street, which aims to connect with the existing

active transport network and will support connections to surrounding regional open space, include Sydney Park and Centennial Parklands. Bicycle parking provision will include on-street and secure cyclist parking facil ities, including:

▪ approximately 700 residential bike spaces


▪ 400 spaces within the basement bicycle hub

▪ Approximately 120 bike spaces at-grade within the public domain.

An additional 100 bike spaces will be provided as part of the Sydney Metro Station approval . The proposed movement network for the Metro Quarter is i l lustrated on Figure 35 below.

Figure 35 | Movement network of the Metro Quarter


SR: 2.7 Provide an analysis of proposed distribution of gross floor area, development yields, building

typologies, building envelopes and heights.

5.1.2 Built form

The proposed built form and building typology aims to respond to the findings of the context analysis as described within Turner and Turf’s Urban Design Study (refer to Attachment 3). The proposal comprises a composition of typologies that reflect the surrounding context, including podium, mid -rise and tall

buildings.

Podium

A three-storey podium has been proposed to respond to the scale and rhythm of the existing

streetscape along Botany Road. This has been particularly critical to the existing Waterloo Congregational Church and other heritage items adjacent to the site on Botany Road (see Figure 36).


The grain and modulation of the podium facade is intended to be broken down to reflect the retail street approach and the existing fine-grain retail across Raglan Street.

Figure 36 | Podium typology


Figure 37 | Proposed podiums setting and shared zone adjacent to Waterloo Congregational Church



Mid-rise

The mid-rise buildings (as shown in Figure 37) range between 4-10 storeys and are located above the

Metro Station boxes and podium. The mid-rise buildings make reference to the building typologies of recent residential infil l buildings throughout the locality and provide a transition between podium and taller building typologies. This typology also serves to scale down toward Cope Street and the proposed Cope Street Plaza.

Figure 38 | Mid-rise typology


Taller buildings

Three taller building forms of 23, 25 and 29 storeys will act as a destination marker for Waterloo Metro Station and the new activity centre (refer to Figure 39). The curvature of the taller building forms aims

to visually soften the buildings, mitigate potential wind downwash and reduce the floor plate size. This form also aims to maximise the residential amenity by allowing apartments to orient away from the noise and traffic of Botany Road.

Figure 39 | Ta ll buildings typology



SR: 2.9 Demonstrate how the urban design principles have informed the allocation and location of proposed

land uses.

5.2 Land uses

A diverse range of land uses will be accommodated by the indicati ve concept proposal. This will include a non-residential three-storey podium that aims to deliver upon the urban design principle of creating a

diverse and commercially thriving mix of uses as activation. While taller buildings will accommodate residential uses that support the principle of establishing a l iveable, high quality l iving environment. Provisions of the SEPP amendment and draft DCP have been prepared to guide the allocation of land

uses and interface with the public domain (refer to Section 5.3). The proposed land uses of the indicative concept proposal are further described below.

Non-residential podium

The podium of the Metro Quarter will accommodate approximately 13,000 square metres of non-

residential uses such as employment, retail and services. The proposal promotes a diversity of activities to address the differing needs of the local community, while developing a vibrant day and night economy that will align with the opening hours of the Metro Station, integrate with and activate the

public domain. The proposed land uses of the podium (as shown in Figure 40), include:

▪ Community services

▪ Social services

▪ Recreational facilities

▪ Late night/live music venues

▪ Food and beverage

▪ Retail (including small tenancies to activate the public domain interface and a small supermarket)

▪ Small scale commercial office

Figure 40 | Location of active ground floor uses



Residential mid-rise and taller buildings

The mid-rise and taller building typologies of the indicative concept proposal will accommodate

residential apartments. The design of taller buildings aim to maximise views and access to daylight, while minimising wind and noise impacts. The urba n design analysis by Turner Studio demonstrates that the indicative concept proposal is capable of achieving minimum solar access and cross ventilation requirements under the Apartment Design Guide (ADG).


typologies, building envelopes and heights.

SR: 2.8 Provide sufficient detail of the building types, including precedents, to demonstrate future compliance

with amenity standards and to support any calculations that convert building envelopes to gross floor area and development yields.

5.2.1 Gross floor area and development yields

As described within the Urban Design Study (Attachment 3), the indicative concept proposal will accommodate approximately 68,750 square metres of GFA. Table 8 below provides a breakdown of GFA by building and land use within the Metro Quarter. This will yield approximately 700 dwellings of the following bedroom mix:

▪ Studio: 22 (3%)

▪ 1 bed: 294 (42%)

▪ 2 bed: 314 (45%)

▪ 3 bed: 70 (10%)

Table 8 | Breakdown of GFA by building and land use

Building reference Retail GFA (m2) Non-retail GFA (m2) Residential GFA (m2) Total GFA (m2)

Building A 1,195 5,965 15,670 22,830

Building B - - 4,720 4,720

Building C 235 - 1,930 2,165

Building D 1,260 20 3,235 4,515

Building E 360 35 13,125 13,520

Building F 470 1,965 12,000 14,435

Building G 265 - 5,520 5,785

Building H 120 660 - 780

Total 3,905 8,645 56,200 68,750


Figure 41 | Bui lding reference


The Urban Design Study (Attachment 3) provides a detailed analysis of built form precedents throughout the broader Green Square area.

5.3 Proposed planning framework

The current planning framework is inadequate to deliver upon the vision and intended outcome for the Metro Quarter. On this basis, it is appropriate to consider a new planning framework that:

▪ facil itates high levels of land use and public transport integra tion

▪ reflects the transformative impact that the Metro Quarter will have on the locality while respecting

the heritage and cultural values that the local community attributes to their area

▪ includes a clear strategic intent

▪ is well integrated

▪ provides certainty and clarity of development outcomes, while facil itating innovation and site

specific responses when detailed design is undertaken.

▪ is consistent with the indicative concept proposal, and in particular is derived from and aligned with

key assumptions and yields

▪ provides for community participation in the decision making process .

The new planning framework that will guide the renewal of the Metro Quarter considers the Metro Quarter’s heritage, environmental values and physical constraints. The proposed framework includes:

▪ Amending State Environmental Planning Policy (State Significant Precincts) 2005 – This will include

a new set of planning objectives, zoning and key development standards applied to the Metro Quarter.

▪ A Waterloo Metro Quarter State Significant Precinct Development Control Plan – This will include

detailed controls to inform future development of the precinct. The DCP has been prepared in a

form that will allow for future integration with Sydney DCP 2012, specifically as a ‘Specific Area’ under Section 5 of Sydney DCP 2012.

The Explanation of Intended Effect, which provides a detailed explanation of the proposed amendments

to the SSP SEPP is at Attachment 1. The draft DCP is at Attachment 2.


SR: 4.3 Provide draft zoning and planning controls to amend State Environmental Planning Policy (State

Significant Precincts) 2005 including zoning, maximum building height, FSR, heritage, lot size, active

street frontage, design excellence provision and any other provisions needed to achieve the intended planning outcomes. Prepare controls for height and FSR and include residential and non-residential floor space mix requirements. Planning controls are to be consistent with the Standard Instrument.

SR: 4.4 Explain the proposed land uses and zoning approach and provide justification for the mix and location

of proposed land uses.

5.3.1 Land use and planning controls

It is proposed to amend State Environmental Planning Policy (State Significant Precincts) 2005 to include a new Part in Schedule 3 of the SEPP. The new Part will contain planning controls including land use

zones, development standards, and local planning provisions for the Metro Quarter. Once finalised, the proposed SEPP amendment would, mean that the Sydney Local Environmental Pla n 2012 will no longer apply to the Metro Quarter.

A summary of the land use zones and development controls to be introduced into SEPP (State Significant Precincts) 2005 are described below.

Land use zoning

A B4 Mixed Use zone is proposed for the Metro Quarter (refer to Figure 42). This zone will permit a broad range of land uses to accommodate a range of population-serving employment uses that will support and complement the operation of Waterloo Metro Station. It provides for a mix of social and business enterprise that can provide appropriate employment opportunities for local residents, and

provides a vibrant and comprehensive convenience and food based retail offer. Overall, land uses within the Metro Quarter will generally include residential, retail, office, community and where appropriate, entertainment uses.

The objectives and permitted land uses proposed within the B4 Mixed Use zone under the SSP SEPP 2015 will translated from the current B4 Mixed Use zone of the CoS LEP 2012. Further provisions relating to allocation and location of land uses within the Metro Quarter are incorporated into the draft

DCP.

Figure 42 | Proposed Land Zoning map


Height of buildings

A new Height of Buildings map will be included in the SSP SEPP to facil itate the proposed redevelopment

of the Metro Quarter. The proposed amendment will implement new maximum building heights of RL 96.9 for the southern portion, RL 104.2 for the central portion and RL 116.9 for the northern portion of the precinct (refer to Figure 43).

The proposed height l imits have been informed through a detailed consideration of the site constraints and opportunities, and minimising amenity impact to sensitive areas surrounding the Metro Quarter. These include:

▪ Communal open space and publicly accessible open spaces within the precinct

▪ Alexandria Park

▪ Alexandria Park Heritage conservation area

▪ Neighbouring dwellings along Wellington, Wyndham and Cope Streets and Botany Road.

Further guidance on the management of the proposed built form and building heights is included within the draft DCP (refer to Attachment 2).

Figure 43 | Proposed Height of Buildings map

Floor space ratio

A new Floor Space Ratio map will be included in the SSP SEPP to facil itate the proposed redevelopment

of the Metro Quarter. The maximum floor space ratio for the Metro Quarter is 6.1:1 (refer to Figure 44). The proposed maximum FSR applied to the Metro Quarter reflects the detailed urban design analysis

undertaken to inform proposed development outcome and aims to provide statutory certainty to the consent authority and the community. The FSR proposed will not only accommodate the above-ground gross floor area associated with the indicative concept proposal, but will also accommodate the gross floor area associated with the Metro Station.

More detailed guidance on the management of the proposed built form and distribution of floor area within the Metro Quarter is proposed to be included in the draft DCP (refer to Attachment 2).


Figure 44 | Proposed Floor Space Ratio map

Active street frontages

An active street frontages clause will form part of the SEPP amendment to promote uses that attract pedestrian traffic along ground floor street frontages. These will primarily be applied along Raglan Street, Wellington Street and Botany Road (as shown in Figure 45). It is noted that an active street

frontage is not required for any part of a building that is used for any of the following:

▪ entrances and lobbies (including as part of mixed use development),

▪ access for fire services,

▪ vehicular access.

Further application of active frontages within the Metro Quarter are included within the draft DCP (refer to Attachment 2).

Figure 45 | Proposed Active Street Frontages map


5.3.2 Other provisions

Subdivision and demolition – consent requirements

This insertion of this provision is to permit with consent, the subdivisi on of land and demolition of buildings within the Metro Quarter.

It is noted that SEPP (Exempt and Complying Development Codes) 2008 permits certain types of subdivision as exempt or complying development.

Temporary uses

Early activation of the Metro Quarter will be critical to creating an appropriate sense of place,

surveillance and safety, particularly for users of the Waterloo Metro Station. A new clause of the SEPP amendment will allow for temporary activating uses to be exempt

development within the Metro Quarter. Temporary activating uses will include:

▪ the use of public space for community events, including public gatherings, markets, ceremonies,

celebrations, events for community and outdoor exhibitions

▪ artistic and cultural uses

▪ small-scale pop-up retail stores.

The new clause will also allow for the installation of temporary structures in public space with minimal

visual impact that are ancillary to a community event. Additional provisions are also proposed to enable the temporary use of a retail premises or commercial premises in a building for any use, for a period of up to three years, with no restriction on the number of

days per year. The purpose of this provision is to provide flexibil ity for uses of commercial and retail floorspace that will contribute positively to activation of the Metro Station precinct and provide services and improve amenity for residents, particularly in the early stages of development.

Exempt development

A provision is proposed to be included in the SEPP permitti ng temporary use of publi c spaces in Metro Quarter for community events. SEPP (Exempt and Complying Development Codes) permits structures including stages, tents and marquees for community events as complying development, but the events

themselves are not exempt development under that SEPP.

Design excellence

The proposed planning framework will include design excellence provisions that will require a competitive design process and excellent design outcomes in accordance with Study Requirement 4.6. A

Design Excellence Strategy has been prepared and is at Attachment 26. The Design Excellence Strategy establishes the framework within which Sydney Metro and UrbanGrowth NSW will deliver design excellence. This Strategy draws from the NSW Government Architect’s Better

Placed and is consistent with the underlying principles of the NSW Government Architect’s draft Design Excellence Competition Guidelines. It has also been informed by the City of Sydney’s design excellence provisions and Competitive Design Poli cy including the requirements of Sydney Local Environmental

Plan 2012.

Translated provisions of the CoS LEP 2012

Additional provisions will be incorporated into the SEPP amendment that will translate existing clauses contained within the CoS LEP 2012. This will include minor adjustments to clauses to ensure th ey are

appropriate to the Metro Quarter proposal. The relevant clauses to be translated will include:

▪ Balconies on certain residential flat buildings (clause 4.5A of CoS LEP 2012)


▪ Controls relating to miscellaneous permissible uses (clause 5.4 of CoS LEP 2012)

▪ Architectural roof features (clause 5.6 of CoS LEP 2012)

▪ Conversion of fire alarms (clause 5.8 of CoS LEP 2012)

▪ Heritage conservation (clause 5.10 of CoS LEP 2012)

▪ Infrastructure development and use of existing buildings by the Crown (clause 5.12 of CoS LEP 2012)

▪ End of journey floor space (clause 6.6 of CoS LEP 2012, with amendments to apply to all la nd use

types)

▪ Flood planning (clause 7.15 of CoS LEP 2012)

▪ Airspace operations (clause 7.16 of CoS LEP 2012)

▪ Development requiring or authorising preparation of a development control plan (clause 7.20 of

CoS LEP 2012).

SR: 4.7 Prepare a draft DCP, in a form able to be integrated with the Sydney DCP 2012, including appropriate

development controls to inform future development of the precinct including: public domain and, street hierarchy and typologies, connectivity, car parking, accessibility, building footprints, heights including street frontage and podium, setbacks, building typologies, private open space, sun access, view corridors, public art and heritage.

5.4 Development Control Plan

Provisions for the Metro Quarter are also contained within the Draft Waterloo Metro Quarter State Significant Precinct Draft Development Control Plan (WMQ DCP).

The WMQ DCP is intended to be prepared under Division 3.6 of the EP&A Act and will provide detailed planning and design guidelines to support the planning control s in SSP SEPP 2005. The Sydney DCP 2012

will not apply to Metro Quarter, except where specifically referred to in the WMQ DCP. The DCP has been prepared in a form that will allow for future integration with Sydney DCP 2012, specifically structured in accordance with ‘Section 5: Specific Area’ of Sydney DCP 2012. The future

intention is for the WMQ DCP to be later incorporated into the Sydney DCP 2012, once the renewal of the Metro Quarter has been realised. The draft DCP for the Metro Quarter is included at Attachment 2. An outline of the provision covered by

the DCP is described below.

Local Infrastructure and Public Domain

The draft DCP will provide a framework for the design, characteristics and function of public doma in

elements in the Metro Quarter. This will include provisions relating to:

▪ Street, pedestrian and cycle network

▪ Car parking access and circulation

▪ Publicly accessible open spaces

▪ Stormwater management

▪ Public art

▪ Urban forest

▪ Lighting.


Building layout, form and design

Provisions have been prepared to guide the built form, land use and interface with the public domain.

The proposed staging of development the Metro Quarter will also be guided by the draftDCP. This includes provisions relating to:

▪ Height of buildings

▪ Building setbacks

▪ Building form and design

▪ Building typologies and use

▪ Active frontages

▪ Acoustic and visual privacy

▪ Development levels

▪ Parking and access

▪ Staging and implementation

▪ Utilities

▪ Solar access

▪ Wind.

Sustainability infrastructure

The provisions contained within this section aim to integrate sustainable infrastructure as part of the renewal of the Metro Quarter. This will incorporate ESD principles to improve the resil iency and reduce excess energy and water usage of new buildings within the Metro Quarter.

Community facilities

The need for social infrastructure in Waterloo will increase as the area grows. This section will outline objectives and controls to guide the future provision of the single, multi -purpose, flexible community facil ity aligned with the Cope Street Plaza.

Housing

The provisions of this section aim to facil itates the creation of a diverse, inclusive, healthy and socially connected community. This will be through the provision of a mix of dwelling types, tenures, sizes and price-points, whilst ensuring all dwelling tenures have a high level of residential amenity with regard to

orientation, outlook and views.

Heritage

This section aims to respond to surrounding heritage items and conservation areas . This includes specific

provisions in relation to the Waterloo Congregational Church and the heritage values of Central to Eveleigh.

SR: 7 State and Regional Infrastructure

SR: 8 Local Infrastructure and Contributions

5.5 State, regional and local infrastructure delivery mechanisms

Local infrastructure contributions

Because the existing contributions frameworks that apply (or potentially apply) to the Metro Quarter do not contemplate the types and scale of development now proposed, a Planning Agreement or

contributions plan that applies specifically to the Metro Quarter would be an appropriate mechanism to


establish a contributions framework for the Metro Quarter. A Planning Agreement would provide certainty of contributions rates and ensure that infrastructure that is delivered or funded by

development of the Metro Quarter is appropriate and meets the needs of the projected future worker and resident populations. There is also l ikely cross-over of infrastructure between the Metro Quarter and the Estate (for example in relation to community facil ities, open space, drainage works and road works/transport infrastructure). A specific contributions regime (through a planning agreement or

Waterloo SSP specific contributions plan) could be structured to ensure that appropriate apportionment, spreading of costs and sharing of infrastructure benefits is captured by the contributions rates and infrastructure schedules.

The existing RWA contributions planning framework, which includes the Contributions Plan 2006 and the Affordable Housing Contributions Plan 2006, does not envisage or appropriately plan for the scale of growth proposed for the Metro Quarter. On this basis, it is proposed to adopt the CoS Development

Contributions Plan 2015 rates, as they apply to the South Precinct, for local infrastructure. Under this, it is noted that:

▪ no contributions will be generated for social or affordable housing, as allowed for under the Plan

▪ offsets may be sought for works in kind related to gross floor area set aside for community facil ities

▪ contributions will be secured under a suitable legal mechanism.

Affordable housing contributions

The Greater Sydney Region Plan and Eastern City District Plan introduce requirements for affordable

rental housing provision in planned precincts and growth areas. An affordable rental housing target of between 5-10% of the development uplift as a result of rezoning is required by the District Plan. While Waterloo is not specifically identified as a planned precinct or growth area, it is assumed that as a State Significant Precinct, the affordable rental housing target requirements will be applied. The City of

Sydney’s recently exhibited LEP amendments and draft Affordable Housing Program are directly related to implementing the affordable housing targets in the District Plan. The indicative concept proposal for the Metro Quarter includes provision of affordable rental housing, in

addition to social housing. The proposed proportion of affordable housing will be within the 5 -10% target range set by the Greater Sydney Commission, and will be delivered through in-kind construction of affordable housing. If required to ensure certainty of delivery, the proportion (or number) of

affordable and social housing units to be delivered as part of the Metro Quarter could be part of a Planning Agreement. Development Applications for new buildings in the Metro Quarter will confirm the proportion or number of affordable and social housing dwellings to be delivered and where those dwellings are to be located.

Special infrastructure Contributions

No Special Infrastructure Contributions (SIC) currently apply to the Precinct. The Department of Planning and Environment has flagged the preparation of a SIC Scheme for Waterloo. The Department is progressing a Land Use and Infrastructure Implementation Plan for the Waterloo area (although the

boundaries of the area to be included in the SIC are not yet defined), which will include assessment of infrastructure requirements and form the basis of a SIC Scheme. SIC contributions are l ikely to apply to residential development only, and be levied on a per dwelling basis.

The Department announced SIC schemes for a number of planned precincts in 2017, including Rhodes East, Bayside West and some station precincts in the Sydenham to Bankstown corridor. The Department has indicated that contributions rates will be subject to viability analysis.


This part of the study addresses the study requirements issued by the DPE in May 2017. The stu dy requirements set out what must be considered as part of this study.

There are 174 study requirements arranged around 22 key themes:

1 Vision, strategic context and justification

2 Urban design

3 Public domain: public open space and streets

4 Land use and planning controls

5 Transport

6 Housing

7 State and regional infrastructure

8 Local infrastructure and contributions

9 Utilities

10 Climate change and adaptation

11 Heritage

12 Aboriginal cultural heritage

13 Biodiversity

14 Urban forest

15 Urban ecology

16 Ecologically sustainable development

17 Water quality, flooding and stormwater

18 Noise, vibration and pollution

19 Wind

20 Aeronautical

21 Geotechnical and contamination

22 Population demographics

23 Economic development, local retail and services

24 Feasibil ity and economic benefits

25 Public art

26 Consultation.

Each of these themes is addressed individually in this part. Note that as many of these study requirements relating to urban design, public domain and planning, including vision, strategic context and justification, have already been discussed in Part 3 and 4 of this study, for these study requirements this part often refers back to this earlier part.

6 Study requirements


SR: 1.1 Outline the vision for the proposal

6.1 Vision, strategic context and justification

The Urban Design Study (Attachment 3) has outlined the vision for the Metro Quarter. The vision for the Metro Quarter is:

“Waterloo Urban Village is a place that

…strengthens the current character of Waterloo, reflecting its diverse community and built

environment, where the old and the new are layered together.

…celebrates Waterloo's Aboriginal history and culture and provides opportunities for indigenous people

to live and work and build upon their cultural heritage.

…increases community cohesion and well-being by providing high quality and sustainable open spaces that are safe, welcoming, accessible and connect people to nature.

…supports the diverse community with a range of social and human services, employment

opportunities, affordable amenities, and spaces for cultural events and activities that strengthen community spirit.

…encourages active transport options with the new station as the gateway and civic heart to the

precinct.

…provides housing choice with buildings that respond to the diverse community of existing and future residents, that are creative, environmentally sustainable and contribute to vibrant, attractive, and safe neighbourhoods.”

SR:

Multiple Strategic context and justification

The strategic context and justification for the SSP are addressed in Part 3 of this study.

6.2 Urban design

Turners in partnership with Turf have prepared an Urban Design Study (refer to Attachment 3).

SR: 2.1 Prepare a detailed site and context analysis

SR: 2.2 Prepare comprehensive opportunities and constraints mapping overlays

Turners have provided a detailed s ite and context analysis, including constraints and opportunities

mapping (refer to Attachment 3). This covered issues such as:

▪ existing and proposed movement patterns and frequencies

▪ topography and flooding

▪ wind and solar access impact of amenity

▪ the existing Botany Road noise and environment

▪ the division of the precinct into two parcels due to Waterloo Congregational Church and proposed

Metro boxes

▪ the structural loading l imitations of the Metro Station boxes

▪ Metro Station boxes interface clearance requirements

▪ density and scale within its existing context

▪ minimising affects to solar access on Alexandria Park and Heritage Conservation Area


▪ views and vistas.

Distinct from all other Australian cities, Sydney has a widespread (extending to middle ring suburbs) urban form pattern of demarcating major activity centres and public transport nodes with taller buildings. This pattern is evident in many parts of the Eastern District, including the CBD to Mascot renewal corridor in which the Metro Quarter is located. In some instances, such as at Bondi Junction and

Green Square, tall buildings are located adjacent to heritage conservation areas. A narrative of growth and change is clearly articulated in key NSW government and CoS strategic planning documents, in particular in locations such as the Metro Quarter that provide opportunity for

high levels of land use and public transport integration. The Metro Quarter will deliver significant benefit to the local community, including:

▪ significantly improved accessibility to the Sydney CBD and other jobs and services hubs through the

new Metro Station

▪ new publicly accessible open space and greatly improved public domain.

One of the primary challenges for the Metro Quarter is balancing the opportunity for growth and renewal around new transport infrastructure with the existing character of the locality. The Greater Sydney Region Plan and Eastern City District Plan both emphasise the city shaping influence of new

transport infrastructure, and the ability to transform quality of l ife by enabling renewal, diverse and innovative communities to grow in locations that are well served by high quality public transport. While these objectives and outcomes are critical to the functioning of Sydney as a whole, Metropolitan and District strategic plans also recognise the importance of character, community cohesion and a human

scale as determinants of l iveability, amenity, and sustainability. The tension between local and regional-scale accessibility, efficiency, sustainability and productivity outcomes is particularly acute in locations l ike Waterloo which benefit both from being part of

Australia’s global economic engine room, and from a richly layered history, culture and iden tity at the local level. In short, it is important to maximise the economic, social and environmental benefits that accrue from development around new transport nodes, but not while undermining those things that the

existing community values. To respond to local context, and in particular to mitigate potential significant adverse impacts on the nearby Alexandria Park HCA, the proposal adopts a design approach of:

▪ setting buildings back from the existing building alignment with Botany Road;

▪ tall, slender and small floorplate taller buildings that are well separated from each other, and have a

longer east-west axis;

▪ setting maximum building heights primarily to avoid significant overshadowing of Alexandria Park

and dwellings in the Heritage Conservation Area.

Design excellence requirements, which will be mandated in the SEPP amendment, will further refine

design responses to mitigate overshadowing, privacy and other amenity impacts. Furthermore, the existing and future built form on the western side of Botany Road, will effectively mediate the change in scale and height between the Metro Quarter and the Alexandria Park Heritage Conservation Area. A number of design responses within the Metro Quarter, and influences external to the precinct, will

combine to create an effective transition of built form from the Waterloo Estate, Metro Quarter, Botany Road and west to the Alexandra Park Heritage Conservation Area:

▪ the width of Botany Road

▪ additional bui lding setbacks from Botany Road, height controls and building orientation and design

principles within the Metro Quarter


▪ the likely renewal of the western side of Botany Road which is anticipated to result in run down

commercial and industrial uses being replaced with mixed-use buildings.

SR: 2.3 Prepare a set of urban design principles that underpin the proposed development.

A set of urban design principles falling within the following 5 thematic groups have been developed to

underpin the SSP:

1 Housing

2 Culture and design

3 Open space and environment

4 Transport and connectivity

5 Services and amenities.

Housing: a fully, integrated urban village of social, private and affordable housing

▪ Locally responsive, distinctive and adaptable buildings, homes and spaces.

▪ Diversity of homes and living choices underpinned by innovative delivery and tenure models.

▪ Emphasise Waterloo's character areas and neighbourhoods.

▪ A variety of indoor and outdoor shared spaces that support resident needs and wellbeing.

Culture and design: a safe and welcoming place to live and visit

▪ A significant place shaped by the community for gathering in Waterloo.

▪ Activated and engaging places for all.

▪ Aboriginal people are intrinsic to Waterloo.

▪ Embed local stories of people and place.

Open space and environment: high quality public spaces and a sustainable urban environment

▪ Celebrate Waterloo's unique green attributes including topography, water and trees.

▪ Promote a sense of wellbeing and connection to nature.

▪ A high performing resil ient environment.

Transport and connectivity: a well connected inner city location

▪ An active transport hub and local centre working as one.

▪ Highly connected neighbourhood that prioritises walking and cycling for all.

Services and amenities: new and improved services, facilities and amenities to support a diverse community

▪ Local services to meet every day and everyone's needs.

▪ Flexible and adaptable land uses, i nfrastructure and buildings that are responsive to opportunities


▪ Foster local economies and productive environments to create, learn and share.


SR: 2.4 Prepare a precinct plan that integrates the public domain plan, precinct wide community facilities

plan, infrastructure plan, and building types and massing for the site and demonstrate how this fits

within the overall SSP and surrounding context

The Indicative Concept Plan is located at Part 5 of this study.The Indicative Concept Plan addresses three

key context issues:

1 Integration with the adjoining Waterloo Estate

2 Integration with Botany Road

3 Consideration of the Waterloo Congregational Church.

Waterloo Estate

The Waterloo Estate is planned for future comprehensive renewal as part of the broader SSP process.

While the exact nature of the public domain and built form is not yet known, the Metro Quarter incorporates two key design moves that seek to facil itate integration with the Estate:

▪ Cope Street

▪ Cope Street Plaza.

Cope Street is proposed to be reconfigured as a slow speed environment that can comfortably and safely accommodate car, taxis, cyclists and pedestrians. In addition, a widened and high quality footpath

together with a pedestrian crossing will facilitate pedestrian flows between the Metro Station southern entrance and the Estate. The location and design of the Cope Street Plaza will open up the Metro Quarter to directly engage with Cope Street and the Estate. This will provide the opportunity for

continuation of the public domain, either in the form of a street, park or some other form within the Estate to further improve connections from more eastern parts of the Estate to the Metro Station and Metro Quarter.

Community Facilities Plan

The future developer of the Metro Quarter will be required to deliver a Community Facil i ties Plan, providing an overall strategy and prescribing no less than 2,000 square metres of community facil ities . Floor space for the purposed for community facil ities will comprise of one or more of the following uses :

▪ Library/community hub

▪ Multi-purpose community centre

▪ Health services facilities

▪ Education facil ities

▪ Emergency services facilities

▪ Centre based child care facilities

▪ Creative arts space.

The Community Facil ities Plan will be required to prescribe the timing of the delivery of community facil ities. This requirement to deliver community facil ities will form part of the terms of the sale agreement with the future developer of the site.

Botany Road

The existing Botany Road character does not represent a functional, coherent or attractive urban environment, and as such does not have a predominant character that warrants protection. However, it does contain a l imited number of heri tage buildings that need to be respected in future renewal. Rather,

planning and development should be focussed on setting a new desired future character. In particular, Botany Road’s role as a major arterial road requires that the Metro Quarter incorporate several design


responses to mitigate any amenity impacts for future residents, workers and visitors and to encourage a pedestrian and place focused environment. This includes:

▪ the podium acting as a shield to the Cope and Raglan Street Plazas from noise and wind impacts

▪ the generous podium setback from Botany Road to increase the avai lable public space at the bus

interchange

▪ punctuating the podium setback to align with the Waterloo Congregational church acknowledging it

as important built form element along the Botany Road streetscape

▪ widened footpaths to enhance the pedestrian experience

▪ locating residential entries away from Botany Road

▪ minimising vehicle entry points from Botany Road and to be for loading purposes only to minimise

pedestrian and vehicle conflict

▪ the use of planting such as street trees to enhance the visual and envi ronmental qualities of the

streetscape

▪ incorporating awnings to continue the existing awning line along Botany Road

▪ introducing through-block l inks to increase permeability.

Figure 46 | Interface with Botany Road



Waterloo Congregational Church

The podium aims to establish a setting that responds to the Waterloo Congregational Church to

reconnect it as a social anchor within the community and reflect the historical context of Waterloo (refer to Figure 47). To better establish the church within the Metro Quarter Precinct, the indicative concept proposal has implemented the following design moves:

▪ aligning the podium setback with the existing setback condition of the church to enhance its

presence within the streetscape and increase view lines to and from the church along Botany Road

▪ relating the podium heights with the height of the church along Botany Road

▪ removal of the existing front fence to integrate the church into the public domain (subject to

approval of the Church)

▪ introduction of a shared zone along the northern edge of the church to l iberate and create a new

setting for the church

▪ engaging the rear of the church within the Community Square to establish a destination marker

within the precinct

▪ introducing a setback on the southern side of the church, with potential to be activated by adjacent

retail tenancy.

Figure 47 | Continuation of podium height alignment and increased setback with Congregational Church



Figure 48 | Shareway adjacent to Waterloo Congregational Church


SR: 2.5 Provide a views and visual assessment, with particular focus on significant view lines to the Waterloo

Congregational Church building. Use eye level views from public parks and street footpaths, simulate a focal length of 55mm, to approximate the correct proportions of the elements of views as

experienced by the human eye, compare to existing views and analyse the relative quantity of visible sky. Include analysis of any visual impacts on the Conservation Areas and surrounding areas, and any mitigation measures

A Visual Impact Study has been prepared by Cardno and is summarised in Part 6.17 of this study and

located in full at Attachment 4.

SR: 2.6 Provide a sun access analysis at the Winter Solstice for the site and its surroundings, for: the new

public park and square, and existing surrounding parks; and, new and existing private open space and dwellings, against standards in the Apartment Design Guide for residential development and the Sydney Development Control Plan 2012 for open space and residential buildings not subject to the Apartment Design Guide

Solar access analysis has been undertaken for the winter solstice for:

▪ Communal private open space within the Metro Quarter

▪ Publicly accessible open spaces within the Metro Quarter

▪ Neighbouring dwellings

▪ Alexandria Park Heritage Conservation Area

▪ Alexandria Park.

Communal private open space and publicly accessible open spaces within the Metro Quarter

Communal private open space is proposed to be provided on podium and taller building roof tops. As shown in Figure 49, both communal and publicly accessible (privately owned) open space will receive 50% direct sunlight to the principal usable part of the communal open space for over 2 hours between 9 am and 3 pm on the winter solstice (21 June).


Figure 49 | Solar access for communal and community open space (Note: times signalled with tick comply with

ADG)


Neighbouring dwellings and the Alexandria Park Heritage Conservation Area

Turners assessment showed that with the proposal, the Alexandria Park Heritage Conservation Area and the selected representative neighbouring dwellings (refer Figure 50 for location) would achieve the following criteria:

▪ Section 4.1.3.1 Solar access (Provision 1) of the CoS DCP 2012 : Development sites and

neighbouring dwellings are to achieve a minimum of 2 hours direct sunlight between 9am and 3pm on 21 June onto at least 1 square metres of l iving room windows and at least 50% of the minimum amount of private open space

▪ Objective 4A-1 Design Criteria 1 of ADG: Living rooms and private open spaces of at least 70% of

apartments in a building receive a minimum of 2 hours direct sunlight between 9 am and 3 pm at mid winter.

The selected representative neighbouring dwellings are:

▪ 122-136 Wellington Street (Living area and private open space)

▪ 74 Wyndham Street (Living areas)

▪ 62/72 Botany Road (Living areas)

▪ 74-88 Botany Road (Living areas)

▪ 133 and 149 Botany Road (Living areas)


▪ 225 Cope Street (Living areas)

▪ Developments along Wyndham Street (Living areas).

Note that not all private open space achieve the relevant criteria. It is also noted while that an approved development application for a mixed use development on 74/88

Botany Road will not be able to achieve solar access requirements as a result of the indicative concept proposal this is largely because most of the approved living rooms face Botany Road, such that any substantive development of the Metro Quarter would overshadow them. UrbanGrowth NSW have been in consultation with the landowner, who is currently investigating alternative massing options involving

a taller building with north facing apartments that would achieve solar access compliance.

Figure 50 | Solar access for neighbouring dwellings and Alexandria Heritage Conservation Area


Overshadowing to existing dwellings within the adjacent Waterloo Estate will occur from 2pm and will therefore comply with solar access requirements of the ADG (as shown in Figure 51).


Figure 51 | Shadow cast by indicative concept proposal on Waterloo Estate

Source: Turner Studi

Alexandria Park

In relation to solar access, the CoS DCP 2012 requires:

▪ in relation to parks (i.e. non-linear public open space): 50% of the total area is to receive sunlight for

4 hours from 9am to 3pm on 21 June.

As shown in Figure 52, the proposal maintains solar access to Alexandria Park in excess of the 50% required for 4 hours between 9am and 3pm on 21 June. Even if the eastern informal park is considered in isolation from the active sporting oval, this park area stil l receives in excess of 50% solar access at all times between 9am and 3pm on 21 June, and only l imited overshadowing occurs during the single hour

from 9am to 10am when any overshadowing at all occurs.

Figure 52 | Solar access for Alexandria Park (times signalled with a tick maintain solar access to 50% of the park)



Solar access plane

The proposed heights of the taller buildings within the Metro Quarter Precinct have been informed by a solar access plane (refer to Figure 53) that protects 50% of the primary area of the informal area of eastern Alexandria Park from overshadowing from 10am to 2pm on 21 June.

The solar access plane developed for Alexandria Park has also informed the solar access provisions of the draft DCP (refer to Attachment 2).

Figure 53 | Solar access planes for Al exandria Park and Alexandria Park Heritage Conservation Area



typologies, building envelopes and heights

The spatial layout and design of the indicative concept proposal responds to site opportunities and

constraints. In particular, the low rise, l inear podium form has been located to provide for non -residential uses of sufficient scale in a manner that shields new publicly accessible open spaces in the

form of the Cope Street Plaza from noise and other adverse amenity impacts from Botany Road. In addition, it enables more sensitive uses such as apartments and ancillary private communal open space to be elevated above Botany Road, and sets a desired future built form character that does not replicate

the high, long streets walls of places such as the nearby Lachlan Street. Building typologies are located to respond to the major development constraints posed by the location of the Metro Station boxes, with greater yield and height located on the unconstrained western parts of the site, and to minimise visual impact on established residential communities to the west of the Precinct by orienting their long faces

east-west. Building heights generally transition down from north to south.

SR: 2.8 Provide sufficient detail of the building types, including precedents, to demonstrate future compliance

with amenity standards and to support any calculations that convert building envelopes to gross floor area and development yields

Turner Studio have provided detailed drawings of the indicative concept proposal sufficient to enable

assessment against compliance with the ADG and other amenity standards as well as details on:

▪ building envelope area

▪ gross building area

▪ gross floor area

▪ net saleable area.


The above details have been calculated based on precedent examples , including O’Dea Masterplan, which provides a range of building forms and sizes that are consistent with the indicative concept

proposal .

Figure 54 | Bui lding area summary of O’Dea Masterplan


SR: 2.9,

23.10

Demonstrate how the urban design principles have informed the allocation and location of proposed

land uses

The urban design principles have informed the creation of a compact, mixed use, retail, jobs, community

facil ities and housing precinct focussed around a public transport hub and complemented by a quality public domain.

Non-residential uses catering to local need such as community services and convenience needs such as cafes have been located at the ground level, clustered around pedestrian desire l ines associated with

the Metro Station to enliven the adjoining public domain, provide for a comfortable and convenient Metro customer experience and mitigate adverse amenity impacts from Botany Road. Major regional attractors such as departments stores have been specifically excluded as they are not consistent with the urban design principles, or supported by economic analysis.

Residential uses are provided to enliven the precinct after business hours, and have been located at higher elevations to be removed from potential noise and other impacts from Botany Road and a highly

trafficked public domain. Under a number of urban design principles, including housing and culture and design, new public domain, in particular the Cope Street Plaza, has been located to respond to opportunities and

constraints including being shielded from Botany Road, pre-existing constraints of the approved Metro boxes and maximising future connectivity to the Waterloo Estate.


SR: 2.10 Provide physical and 3D CAD models to fit the City of Sydney’s physical and 3D CAD model. Include

animations and photomontages of key parts of the proposal from eye level positions in the public

domain. Consult with the City of Sydney to confirm technical model requirements

A physical and 3D CAD model that fits CoS requirements, including animations and photomontages of

key parts of the proposal from eye level positions in the public domain, has been provided to the DPE as part of this SSP study package.

SR: 2.11 Outline the proposed staging that integrates the delivery of the public domain with the progress of

proposed public and private development

The design of the indicative concept proposal has considered the opportunity for staged delivery while

maintaining full access and function of the Metro Station (refer to Figure 55). The indicative staging aims to deliver buildings with a direct interface with the Metro Station (shown as Stage 1B) and major public domain elements upfront to activate the Metro Quarter Precinct from opening day of the Sydney Metro

line operations.

Figure 55 | Indicative staging of the Metro Quarter Precinct



SR: 2.12 Demonstrate how the station entries, services and other requirements are fully integrated with

development on the site

The new Metro Station will comprise of two above ground Metro Station ‘boxes’ on the north-east and

south-east corners of the precinct, with platforms approximately 25 metres below ground. The north-east station box will become the main entrance to the Metro platforms, while the south-east station box will support the mechanical and servicing operations for the Metro Station.

The Metro Quarter Precinct has been designed to integrate with Waterloo Metro Station. The southern station entrance will directly flow into the Cope Street Plaza as a community arrival point for commuters and will support pedestrian flows to the new bus interchange on Botany Road. The northern station

entrance fronting Raglan Street will open onto Raglan Street Plaza that will support pedestrian flows between the Metro Station and surrounding areas of activity, including Australian Technology Park and Redfern Street vil lage, and residential areas and the Waterloo Estate.

The upper levels of the station boxes will house mechanical grilles for exhaust and smoke dis charge in the event of a fire. Air supply louvres will be located within the central area of the precinct, which will require adjacent development to provide clearance zones to openings or fire-rated construction. It is

intended that the detailed design of buildings with a direct interface to these louvres will integrate these design features.

Service vehicular access is required for both station boxes, to support its ongoing operations. The indicative concept proposal incorporates the required service vehicle access to the northern station box through a common wall and a service and manoeuvring zone connecting from Botany Road. Service vehicle access for the southern station box will be provided from Wellington Street.

Figure 56 | Servicing and operational components of Metro Station boxes



The station boxes are l imited to a maximum 10 storeys loading capacity above the transfer slabs. The indicative concept proposal proposes for mid rise building above the station boxes that will range

between 4 to 10 storeys.

Figure 57 | Servicing and operational components of Metro Station boxes


SR: 2.13 Demonstrate how the Metro connects to the major active transport corridors (the City’s ‘Liveable

Green Network’). Indicate how provision for interchange with bus stops, provision of bicycle parking, kerbside areas for ‘kiss and ride’ and taxis are located and provide customer comfort and a good customer experience including consideration of pedestrian desire lines, weather/wind protection and activation of building facades within interchange areas and along key pedestrian and bicycle routes

As i l lustrated in Figure 30, and in the public domain plan (refer to Attachment 3), the Metro Quarter will connect and integrate with the adjoining public domain, including Cope Street and Wellington Street which form part of the Liveable Green Network – City-wide Cycle Network Components.

Provision is made for:

▪ Botany Road

o southbound and northbound bus stops

▪ Cope Street

o ‘kiss and ride’

o taxis

▪ Within the Metro Quarter

o bicycle parking and associated facilities accessible from the Cope Street Plaza.

Active frontages for activation, continuous cantilevered awnings for pedestrian shelter from rain and direct sun, and wind amelioration devices such as canopies in key public domain potentially susceptible

to wind conditions during adverse weather condition have been provided along key pedestrian and cyclist desire l ines.


6.3 Public domain: public open space and streets

Turners in partnership with Turf have prepared an Urban Design Study, which includes a public domain

plan (refer to Attachment 3).

SR: 3.1 Consult closely with and obtain endorsement, for the extent that it relates to the approval of the

planning framework, the City of Sydney for all aspects of the Public Domain as the ultimate owner and manager of the Public Domain

Consultation has occurred with the CoS during preparation of the Public Domain Plan. Endorsement of

the plan will occur as part of the assessment of the SSP study post submission to the DP E.

SR: 3.2 Provide a public domain plan identifying any changes to the surrounding streets and any areas of

public open space. Reference should be made to the Central to Eveleigh and Waterloo Land Use and Infrastructure Strategy (LUIS), when available and ‘The Green Grid – Creating Sydney’s Open Space

Network

The public domain plan identifies the following changes to surrounding streets.

▪ redefining Cope Street as a slow street through the considered design of kerb alignments, bicycle

parking, urban greening and street furniture

▪ increasing footpath widths across the site including 6m to 10m along Botany Road and 15m on

Raglan Street

▪ l imiting vehicular movement across the site, with a single access point to a shared zone off Cope

Street allowing a small number of cars into the site

▪ servicing and loading located at the site edges with access off the vehicular priority streets of

Botany Road and Wellington Street.

In addition, the Metro Quarter will provide 1,980 square metres of new publicly accessible open space in the form of the Cope Street Plaza and the Raglan Street Plazas.

The public domain plan has been prepared in response to the “Green Grid” described in Section 2.5. At the time of preparation of the SSP study, the Department and CoS had not yet prepared a LUIS for Waterloo.

SR: 3.3 Provide a detailed study of the Botany Road interface that addresses the existing poor amenity of this

frontage. Consider the broader urban design context and transport function of the Botany Road

corridor and identify opportunities to improve amenity through enabling landscaping and other improvements to this frontage

Turner Studio have provided a comprehensive analysis of the Botany Road interface within their urban

design study, and have proposed a co-ordinated design proposal in part 6.14 of their document.

While recognising its current poor amenity, the study also finds that the western side of Botany Road has significant potential to perform the role as a transition between the taller building of the Metro Quarter and the lower rise Alexandria Park HCA. The continued role of Botany Road as a major transport

corridor has informed the layout and design of the indicative concept proposal, in particular the location and form of the low rise, l inear podium that provides a shielding effect to the Cope Street Plaza. Other improvements include active frontages, exposure of the Waterloo Congregational Church to provide a

counterpoint for the larger scale and contemporary character of the buildings and a widened and improved public domain through co-ordinated paving, street tree planting and similar moves.


SR: 3.4 Identify key intersections where there are expected to be high numbers of pedestrians, cyclists and/or

vehicles, and provide detail of how pedestrian and cyclists safety and comfort will be prioritised in

these locations. Include any intersections that will be used by children to access schools as pedestrians and cyclists

Due to the likely attractiveness of the Metro Station to the local community, all surrounding streets are

expected to experience an increase in pedestrian volumes due to its opening. However, the Metro

Quarter, with approximately 700 dwellings, is expected to generate a relatively small volume of new pedestrian movements. Key pedestrian desire l ines will connect the northern Metro Station entrance across to the northern side of Raglan Street before heading west to the Australian Technology Park, and across Cope Street before heading east to the renewed Waterloo Estate. In addition, a strong, however

less trafficked pedestrian desire l ine is l ikely along Wellington Street to the Alexandria Park Community School.

There is potential for conflict with vehicles where these desire l ines intersect with Botany Road. However, there are signalised pedestrian crossings at the intersection of Raglan Street and Wellington Street, which will be supported by additional width footpaths. Built form will be setback at the intersection of Raglan Street and Botany Road to further accommoda te increased pedestrian volumes.

Existing roundabouts at the intersections of Raglan Street and Cope Street and Wellington Street and Cope Street will be reconfigured into four-way, give-way signed intersections to make it easier and safer for pedestrian crossing. A new pedestrian crossing will be provided half way along Cope Street aligned

with the southern Metro Station enhance, the Cope Street Plaza and Waterloo Estate. Cope Street will be reconfigured to provide a safe, convenient and conformable shared space for cyclists, and the development will facilitate the separate establishment of a cycle path on Wellington Street.

SR: 3.5 Provide a section and general arrangement plan for streets locating proposed kerb alignments,

including intersection arrangements and mid-block crossing arrangements, overlaid with existing and future ownership boundaries

The public domain plan contains section and general arrangement plans for the streets. These have

been carried over into the DCP, along with specifications for matters such as travel lane and footpath widths.

SR: 3.6 Demonstrate how the public domain will be designed to be legible, connected and safe for

pedestrians and cyclists at all times of the day and night, considering Crime Prevention through Environmental Design (CPTED) principles

The public domain has been configured to address CPTED principles through a range of design

measures, including:

▪ clear purpose and function for each area within the public domain

▪ legible, direct movement corridors

▪ clear sightlines throughout all parts of the public domain, including to adjoining streets and Metro

Station entrances

▪ no concealed, elevated or sunken areas of the public domain

▪ l ighting of the public domain

▪ attractive public domain

▪ active frontages bordering key areas of the public domain

▪ provision of opportunities for passive casual surveillance form the private domain, including from

apartments.

A full CPTED analysis will accompany future development applications for detailed design .


SR: 3.7 Provide a (Water Sensitive Urban Design) WSUD strategy that integrates with the flood study, the

public domain and private open spaces, show any measures on plans and detail street sections

To achieve MUSIC targets, Turf and AECOM partnered to prepare an integrated water sensitive urban

design strategy. Unlike some other streets such as those in the Lachlan Precinct of Green Square and Victoria Garden at Zetland that have highly visible, at grade WSUD devices, due to the forecast high pedestrian volumes (including crossing streets), multiple functions of streets such as Cope Street,

narrow width of streets and flooding constraints, the WSUD strategy is based on at-source stormwater pollution control devices placed in tanks beneath podium courtyards and with in the upper levels of underground car parks. To remain free from tail -water impacts caused by downstream stormwater networks, tanks will be elevated at or above street level.

The exact detail of the WSUD strategy will be determined as part of the subsequent, separate development application phase.

SR: 3.8 Provide an indicative material and furniture palette for the public realm and the various street types

The public domain plan contains an indicative material and furniture palette for the public domain and

street types arranged around the themes of:

▪ paving and furniture

▪ smart technology

▪ urban greening.

SR: 3.9 In all of the above, demonstrate consideration and application of City of Sydney public domain codes

where appropriate, including the Streets Code and Technical Specifications, Legible Sydney Wayfinding Strategy and Design Manual, and any other relevant City of Sydney draft Codes

The public domain plan has been prepared having regard to CoS public domain codes.

6.4 Land use and planning controls

Ethos Urban has prepared a draft amendment to the SSP SEPP as part of the Explanation of Intended Effect (Attachment 1) and a draft DCP (Attachment 2).

SR: 4.1 Consider and coordinate the findings of other studies to ensure vision and planning outcomes are

achieved through the planning controls and future development.

Development of the proposal has involved an iterative process whereby design has been informed and tested by the findings of technical specialist investigations. In particular, key elements of the proposal,

including layout and design, such as the location of the Cope Street Plaza and setbacks to the Waterloo Congregational Church, have been based on input from these investigations.

SR: 4.2 Assess the consistency of the proposal against relevant state and local plans, strategies and policies

Part 3 of this study assesses the consistency of the proposal against relevant state and local plans, strategies and policies. This assessment has determined that it is generally consistent with the key directions of these documents, in particular land use and public transport integration by facil itating additional homes and jobs in a highly accessible location anchored by the Metro Station.

SR: 4.3 Provide draft zoning and planning controls to amend State Environmental Planning Policy (State

Significant Precincts) 2005 including zoning, maximum building height, FSR, heritage, lot size, active

street frontage, design excellence provision and any other provisions needed to achieve the intended


planning outcomes. Prepare controls for height and FSR and include residential and non-residential floor space mix requirements. Planning controls are to be consistent with the Standard Instrument

Proposed amendments to the SSP SEPP consistent with the Standard Instrument to enable development

of the Metro Quarter generally in accordance with the indicative concept proposal are provided at Attachment 1. In addition to other matters, these cover:

▪ zoning

▪ maximum building height (in bands)

▪ maximum FSR

▪ active street frontages

▪ design excellence provisions.

SR: 4.4 Explain the proposed land uses and zoning approach and provide justification for the mix and location

of proposed land uses

To create an active, transit oriented, compact and largely self-contained place, the Metro Quarter proposes a mix of business, community and residential uses. To facil itate this outcome, the existing B4 Mixed Use zone is proposed to be retained. The objectives and land use table for this zone is consistent with the intent of the Metro Quarter, and allows for the full spectrum of uses proposed. Alternative

zones do not provide for sufficient flexibility for uses. Non-residential, retail and similar uses are provided in general accordance with the recommendation of

the MacroPlan Dimasi study that considered local need and relationship to other activity centres. The amount of non-residential space in the podium that can be used for jobs and community uses is greater than that which is required to support local needs, however is appropriate due to the hub role of the Metro Quarter within the broader Waterloo SSP and the configuration and size of the podium. Uses that

engage with and activate the ground floor such as smaller format retail tenancies are located adjoining main public domain spaces , and residential uses are located above podium level to be better protected from noise and other impacts associated with a Metro Station and Botany Road.

SR: 4.5 Justify the proposed development standards (height, floor space, heritage and parking). Explain the

methodology adopted to ensure planning outcomes, including appropriate transitions to adjoining areas development that is sympathetic to heritage items, provision of infrastructure and amenity

standards in the Apartment Design Guide, are achieved

Justification for the proposed development standards has been made in earlier parts of this report. In

summary:

▪ the proposed height represents an appropriate balance between optimising land use and public

transport integration considering a ll relevant constraints and opportunities, including solar access to Alexandria Park, airport related constraints, and the Metro Quarter’s strategic location above a Metro Station midway between Redfern and Green Square stations

▪ the amount and distribution of non-residential floor space was determined with reference to

relevant urban design principles and associated strategies such as maximising active frontages aligned with key pedestrian desire l ines and the amount of community uses to cater for the needs of the local community

▪ the amount and distribution of residential floor space was based on the desire to achieve outcomes

such as providing a sufficient quantum of affordable and social housing, and was further influenced by compliance with building separation distances in the Apartment Design Guide, reducing floor plate sizes and ensuring no extensive overshadowing of existing or proposed new public or

communal private open space

▪ furthermore, height and floor space ratio has been informed by the results of relevant technical

studies


▪ the planning framework incorporates a range of provisions to mitigate the potential significant

adverse impacts on heritage items and heritage conservation areas, including:

o for the Waterloo Congregational Church, setting adjoining podium heights to align with existing architectural cues and setting back building both from Botany Road and the northern and southern elevations of the church to enable its full exposure to the adj oining Botany Road public domain

o not overshadowing the Alexandria Park Heritage Conservation area or Alexandria Park, or unreasonably affecting the visual setting of Alexandria park

▪ establishing a carparking rate in accordance with Category A of the CoS DCP, which is the most

restrictive within the City of Sydney Local Government Area (LGA).

The methodology adopted to inform the planning framework was based on strategic and local planning and urban design analysis, including the role of the Metro Quarter within a growing and changing

Sydney, where land above stations is highly suited to deliver homes, jobs and catalyse renewal, as well as the desired future character of Botany Road and the existing character of the Alexandria Park Heritage Conservation Area. Key outcomes of this methodology include:

▪ setting a podium height to set the desired future urban form and character of Botany Road, in

response to existing heritage buildings

▪ acknowledging the role of development along Botany Road to provide a transition to lower rise

established communities to the west

▪ provision of a range of tangible community infrastructure, including substantial new public domain

in the form of the Cope Street Plaza, Raglan Street Plaza and provision of a significant amount of floor space suitable for community and associated uses, and the reconfiguration of adjoining streets to prioritise safe, convenient and comfortable pedestrian movement

▪ Turner have demonstrated the ability of future development to comply with the Apartment Design

Guide through the detailed drawings of the indicative concept proposal based on separation distance, solar access and other key outcomes .

SR: 4.6 Develop a design excellence approach that requires competitive design process and excellent design

outcomes. The City of Sydney Design Excellence Strategy is encouraged

The proposed planning framework will include design excellence provisions that will require a

competitive design process and excellent design outcomes in accordance with Study Requirement 4.6. A Design Excellence Strategy has been prepared and is at Attachment 26.

The Design Excellence Strategy establishes the framework within which Sydney Metro and UrbanGrowth NSW will deliver design excellence. This Strategy draws from the NSW Government Architect’s Better Placed and is consistent with the underlying principles of the NSW Government Architect’s draft Design Excellence Competition Guidelines. It has also been informed by the City of Sydney’s design excellence

provisions and Competitive Design Policy including the requirements of Sydney Local Environmental Plan 2012.

SR: 4.7 Prepare a draft DCP, in a form able to be integrated with the Sydney DCP 2012, including appropriate

development controls to inform future development of the precinct including public domain and, street hierarchy and typologies, connectivity, car parking, accessibility, building footprints, heights including street frontage and podium, setbacks, building typologies, private open space, sun access,

view corridors, public art and heritage

A DCP in a form capable of being integrated with the CoS DCP has been prepared for the Metro Quarter and is provided at Attachment 2.


6.5 Transport

Jacobs has prepared a Transport Study for the Metro Quarter (refer to Attachment 5).

SR: 5.1 Prepare a comprehensive transport impact assessment to understand the transport network context,

service and network limitations, opportunities for improving customer experience and transport solutions that will accommodate planned growth through integrating land use and transport and

better managing travel demand Hold a scoping meeting to agree upon an acceptable methodology with Transport for NSW, Roads and Maritime Services and the City of Sydney Council.

The planning of the transport network for Metro Quarter has been informed by a guiding set of principles. These principles seek to ensure that the future residents and workers of the Metro Quarter

will have the benefit of choice, not only for their travel mode, but for when and where they wish to travel for l ive, work and play activities. The principles build on the strategic opportunities for the precinct identified in Section 5.5. These principles have been reviewed by Transport for NSW, Roads and Maritime Services, and City of Sydney during the planning process.

Principle 1: Support the development of transport networks that provide 24 hour / 7 days a week

access

▪ Ensure that residents and workers are provided with multiple high quality transport options to

reach a variety of destination/s for l ive, work and play activities in a 24 hour/7 day a week economy and to support connections to the metro system.

Principle 2: Encourage access by public transport, walking and cycling to reduce car dependence

▪ Provide high quality public and active transport l inkages and sustainable approaches to parking

provision that encourages residents to l ive car independent l ifestyles if they choose to do so.

Principle 3: Support walkable urban environments

▪ Ensure an integrated land use and transport outcome that supports walkable streets and high

quality urban outcomes within the precinct, including active street frontages, fine-grained development pattern and a connected, permeable street network.

Principle 4: Strengthen east-west connections

▪ Take advantage of the north-south connectivity provided by the metro by strengthening east-west

connections, particularly for active transport and buses.

Principle 5: Minimise impacts to regional connections

▪ Ensure that any impacts to regional connections for public transport and freight, such as Botany

Road, are minimised where possible.

Principle 6: Support a hierarchy of access based on time of day

▪ Develop and implement a hierarchy of access that prioritises access for people and goods based on

time of day using the movement and place approach.


SR: 5.2a The assessment is to consider, but not limited to:

▪ a broad review of the existing and future land use and transport context within the study

precinct, access and connectivity with assessment of the overall precinct and its relationship to the surrounding transport network and land uses

SR: 5.2g Assessment should consider:

▪ performance of the existing and future cycling, public transport and road network surrounding

the Waterloo Estate, and in addition map the agreed public transport initiatives linked to the development of the Waterloo Metro Quarter, the Central to Eveleigh Urban Transformation Strategy (noting that the study area must be agreed with TfNSW and RMS) and WestConnex and associated projects

SR: 5.2j Assessment is to consider:

▪ cumulative growth of surrounding area based on committed and planned developments such as Australian Technology Park and proposed infrastructure (such as WestConnex, and associated

projects)

Waterloo and surrounding suburbs such as Alexandria and Zetland provide a broad mix of land uses.

Compared to Sydney averages, most housing is provided in medium and high density forms, including terraces and apartment buildings. Waterloo itself is almost exclusively high density (close to 90%). While

historically dominated by manufacturing uses, due to structural changes in the Australian economy, employment in the area is now dominated by office and retail based jobs. The only remaining concentration of industrial land i s located to the south of the site in the Southern Sydney Employment

Lands. Office and retail jobs are located in a number of hubs suc h as the Australian Technology Park. The high rate of jobs and homes growth experienced over the last few census periods are forecast to continue over the twenty years between 2016 and 2036. Over this period, the population of the

surrounding area is forecast to grow from 76,000 to 134,000 residents and the number of jobs is forecast to growth from 80,000 to 105,000. Much of this growth is forecast to occur in centres. In addition to the Sydney CBD, which will continue to

provide the largest and most diverse concentration of jobs, the Green Square Town Centre will emerge to become a major jobs hub in the future. Surrounding communities such as Mascot, Zetland and Rosebery will continue to undergo renewal. Effectively connecting these centres will be cr itical to

achieving an effective transport network for this part of Sydney. While the Metro will provide strong connectivity between the Sydney CBD and Waterloo, connections between Waterloo and other centres will need to occur by other modes.

The demographic profile of the local area is also forecast to change. The Waterloo Estate has an older population compared to the Sydney average, with over 30% of residents aged over 65 years (compared to 8% for the City of Sydney). Transport that caters for older persons, such as connections to hospitals, remains important, and will be supported by a fully accessible Metro Station.

With the introduction of a more diverse housing profile through renewal, this is forecast to change, with a greater number of younger professionals residing in the area. Transport to jobs is also therefore a key

consideration for the future transport network. The existing network comprises:

▪ public transport

▪ active transport

▪ roads.

The existing transport network for the surrounding area is shown in .


Public transport

Heavy rail

The Waterloo Metro Quarter SSP is located approximately 1km from both Redfern Station and Green Square Station. Together with Central and Town Hall, Redfern Station is only one of three stations in the Sydney Metropolitan region that has access to five l ines. This provides frequent access to most locations in Sydney, including key employment locations such as the Sydney CBD, Parramatta and Macquarie Park.

Green Square Station is located on the T8 airport l ine, which provides direct access to the Sydney CBD, Sydney airport and Campbelltown, and by interchange at Wolli Creek to Cronulla and Wollongong .

Figure 58 | Existing heavy rail l ine and proposed Metro line network map

Source: Jacobs

Bus The bus network in and around Waterloo is focussed on north-south travel, particularly for access to the

Sydney CBD, , as shown in Figure 59. Botany Road is a key bus corridor for these services which connects Sydney CBD with Redfern, Waterloo, Alexandria, Green Square, Mascot and Botany. These north -south routes are typically frequent and operate a wide span of hours.

The bus network provides east-west connections l inking Randwick, Coogee, Bondi Junction, Moore Park and Kingsford to the east with Glebe, Newtown, Marrickville and Sydenham to the west. These east-west connections provide an important cross-regional function, and as such there is scope to improve their quality.

Bus stops are located adjoining the site on Botany Road. On the eastern side of the road, the bus stop is located close to its intersection with Wellington Street and provides access to routes 305, 309 and 310.

On the western side, the bus stop is located close to its intersection with Henderson Road and provides access to routes 309 and 310. The quality of the bus stops is poor, with only small shelters being provided. As part of the project, the eastern bus stop will be relocated to better i ntegrate with the station entry and provide convenient interchange between the Metro and bus network.


Figure 59 | Existing bus route network map

Source: Jacobs

Active transport – Cycling The cycle network currently provides access to a range of key destinations including the University of Sydney, Redfern Station, Sydney CBD, Newtown and Moore Park, as shown in Figure 60. East-west movement is constrained by the existing heavy rail corridor to the west, which limits access particularly

to Carriageworks and the University of Sydney. The Cos has identified a number of priority cycle routes. This includes the Sydney Park to Centennial Park connection that runs east-west on Well ington Street on the precinct’s southern boundary.

Figure 60 | Cycle network map

Source: Jacobs


The permeable grid pattern of existing streets, generally level topography and existing footpaths encourage walking. The Metro Quarter is well located for local residents to walk to the Metro Station

and to access retail, community facil ities and the public spaces in the Metro Quarter, as well as Redfern Station to the north and Green Square Station to the south (see Figure 61) The main existing barrier to walking is Botany Road, which involves signalised crossings of a major road

to access locations to the west, such as the Australian Technology Park. Improved connections across Botany Road and high quality urban design and streetscape outcomes will further promote walking.

Figure 61 | 800m walking catchment from Redfern Station, Waterloo Station and Green Square Station

Source: Jacobs

Roads The road network in and around the Waterloo Precinct is fairly constrained. Major arterial roads include

Botany Road, Wyndham Street and Henderson Road (refer to Figure 62). Traffic data collected in May 2017 indicates traffic volumes greater than 1,000 vehicles per hour during the peak hour on Botany Road, Elizabeth Street, Henderson Road and McEvoy Street. Botany Road (Regent Street) and Wyndham

Street (Gibbons Street) operate as a north-south one-way pair between Cleveland Street and Henderson Road providing a key link between Sydney Airport and its surrounding suburbs to the Sydney CBD and inner west. McEvoy Street and Henderson Road both run east-west, providing links between the inner west and the Sydney CBD or eastern suburbs. Most local streets in the area have 50km/h speed limits

and are two lanes wide, with some streets 40km/h zones including George Str eet and Redfern Street. RMS has developed concept designs for the Alexandria to Moore Park Connectivity Upgrade, which will involve upgrades along the corridor between the WestConnex interface at Euston Road and Anzac

Parade. This includes intersection improvements and clearways on McEvoy Street, to the south of the Waterloo SSP, realignment of the intersection of Bourke, McEvoy and Lachlan Streets to the east, and widening of Lachlan Street. Additional capacity created by these works has the potential to reduce

demand on lower order east-west corridors through the Waterloo precinct such as Henderson Road, Raglan Street and Wellington Street.


Figure 62 | Arterial road network map

Source: Jacobs

Proposed transport network

The proposed transport network for the Metro Quarter is shown in Figure 63 and detailed further in Attachment 5.

The main characteristics of this network include:

▪ the approved Waterloo Metro Station

▪ transport interchange facil ities including bus stops on Botany Road and kiss and ride facil ities on

Cope Street

▪ two east-west, mid-block pedestrian connections

▪ off-street parking for approximately 65 cars

▪ bike parking spaces for residents and the public

▪ give way signs at the intersections of Cope and Raglan Streets and Cope and Wellington Streets

▪ multiple pedestrian crossings along Cope, Raglan and Wellington Streets .

With regard to bicycle parking we note that the CSSI includes a 100 bicycle storage facility and 80 public

domain spaces. These 80 public domain spaces form part of the 1320 spaces provided with the Precinct.


Figure 63 | Proposed transport network

Source: Jacobs & Turner Studio

Metro Station

Sydney Metro City & Southwest is a new Metro line that will commence operation in 2024 and will

connect Chatswood with Bankstown through the Sydney CBD. A new station at Waterloo is part of this l ine. Trains will run frequently, with trains every 4 minutes in each direction and with capacity for trains every 2 minutes carrying up to 40,000 people per hour.

The main pedestrian access point to the station will be located at the northern end of the station on the corner of Raglan Street and Cope Street. A secondary access point will be provided from the Cope Street Plaza in the middle of the site. Existing bus stops on Botany Road will be relocated to provide better integration with the Metro Station, and kiss-and-ride facilities and a taxi rank would be provided, further

improving the amenities available for customers of the Metro network.

Preliminary forecasts for the 2036 AM peak hour indicate that around 3,700 customers would be

entering and around 2,350 customers would be exiting the station. The majority of customers are anticipated to walk to the station (76%) while around 19% of customers are expected to in terchange between bus services and the Metro network.

SR: 5.2b Assessment is to consider:

▪ appraisal of current site travel mode share including walking, cycling, public transport and private vehicles, including shared vehicles

Compared to the Sydney average, the suburb of Waterloo has a significantly lower car mode share and

significantly higher public and active transport mode share. Mode share is approximately (refer to Figure 64):

▪ 34% for public transport

▪ 13% for walking

▪ 6% for cycling2

▪ 35% for car.

2 Note: under the defined JTW categories, the proportion of “other mode” trips have been assumed to represent cycle mode share


Figure 64 | Journey to work mode share, resident travel out of Waterloo

Source: Jacobs

Benchmarking against comparable inner Sydney suburbs such as Redfern and Woolloomoolo o also

reflects this pattern, with the non-car mode share ranging between 53 – 70% compared to 28% on average across the Sydney Metropolitan region. This suggests that the combination of factors common to these inner-city communities, such as a dense and varied mix of land uses, proximity to employment nodes, high quality public and active transport networks and a permeable and connected street network

promotes greater non-car mode share. The overwhelming majority (over 76%) of workers who travel outside of Waterloo to access work travel to the Sydney Inner City. This includes the Sydney CBD and the Australian Technology Park. It is

expected that in the future the focus of work trips will continue to be within this area, and transport should support this pattern. Similarly, the majority of people who travel to access work within Waterloo travel from Sydney Inner City. This is also expected to continue.

SR: 5.2c Assessment is to consider:

▪ how the transport outcomes and the effect of the transport network will support the urban and place-making outcomes for the precinct

The transport network, being focussed around the provision of major new public transport

infrastructure in the form of a Metro Station and minimal on-site resident carparking as per Category A of the CoS DCP, will reshape Waterloo as a more sustainable urban community.

The Metro Station has been designed to be a prominent, accessible and legible landmark for the surrounding community. Together with other complementary initiatives such as new high quality public domain (eg the Cope Street Plaza), land use mix featuring residential, commercial and community uses,

the transport network will make a positive contribution to the quality of the future precinct community .

SR: 5.2d Assessment should consider:

▪ the needs of different customers within the precinct

Preliminary forecasts for the 2036 AM peak hour indicate that around 3,700 customers would be

entering and around 2,350 customers would be exiting the Waterloo Station (Chatswood to Syden ham EIS, 2016). The majority of customers are anticipated to walk to the station from the local area while

around 19 percent of customers are expected to interchange between bus services and the Metro network. These forecasts also account for cumul ative growth in the broader area, including redevelopment of the Waterloo Precinct


In terms of customers, the road network within and surrounding the Metro Quarter will provide two primary functions for transport customers:

▪ Movement: The ability to travel between places

▪ Place: The ability to access origins and destinations of travel.

The provision of a legible, convenient and high capacity public domain will fulfil the movement needs of

commuters using the Metro Station to access the Metro Quarter and surrounding and nearby communities. In addition, the provision of pause and rest places, non-programmed space that is suited to a range of passive recreation uses and active frontages that provide for outdoor dining and other social interactions will fulfil the place function for other customers. Other facil ities such as kiss and ride

and a taxi rank will cater for other needs. In addition to the road and public domain, key customer requirements will also be met as follows:

▪ mass transit connections to key employment centres and the existing heavy rail network will help to

serve the needs of the working age residents undertaking trips for employment

▪ local bus services will help to serve the needs of older residents, social housing tenants and school

age children.

SR: 5.2e Assessment should consider:

▪ access to key destinations and infrastructure in the local area, in particular, schools, community

facilities and other local services

Currently, bus services provide frequent north-south connections, however east-west connections are

often infrequent and with lengthy routes. The Metro Quarter provides sufficient critical mass in a compact area to enable consideration of revised east-west bus connections which feed into heavy rail

and Metro hubs. The east-west bus network services origin-destinations that have a strong relationship such as Newtown, Green Square, Surry Hills, Glebe, the University of Sydney and the University of New South Wales.

School and community facil ities located near the Waterloo Quarter inc lude Our Lady of Mount Carmel Primary School, Alexandria Park Community School and Green Square School. Streets around the Metro Quarter will be reconfigured as the first parts of the broader renewal process that involves the Waterloo

Estate and surrounds to provide safer access to these destinations. This will include alteration of Cope Street as a slow street, with widened footpaths and enhanced road crossings.

SR: 5.2f Assessment should consider:

▪ the safety of all road users, in particular, pedestrians and cyclists

Safety is a key principle underpinning the design of the transport network. Key safety features include:

▪ reconfiguration of Cope Street as a slow street

▪ the following intersection treatments are proposed at the following locations:

o Botany Road, Raglan Street and Henderson Road (signalised)

o Botany Road and Wellington Street (signalised)

o Raglan Street and Cope Street (replacement of existing roundabout with give way signs

favouring Cope Street)

o Wellington Street and Cope Street (replacement of existing roundabout with give way signs favouring Wellington Street)

▪ widened footpath along the entire western length of the Precinct’s Cope Street frontage

▪ provision of clear sightlines between the Metro Station access points at the public road network


▪ closure of the through site l ink to public access when the Metro Station is not operational

▪ on site pedestrian paths have a maximum gradient of 1:20

▪ increased ground level setback to the south-east corner of the Botany Road, Henderson Road and

Raglan Street intersection to provide greater space for pedestrian movement between the northern Metro Station access point and locations to the west, in particular the Australian Technology Park

▪ development of a pedestrian flow model to inform and test the placement and configuration of the

bus interchange to ensure safe operation and non-impediment of through pedestrian movement

SR: 5.2h Assessment should consider:

▪ existing trip generation by mode based on the current land use and transport context including walking, cycling, public transport, taxi, ride share (e.g. Uber) and private vehicles

Existing trip generation per mode on the current land use is unable to be defined as the Metro Quarter

is currently vacant and was previously occupied by predominately commercial and industrial uses . Travel mode share of the surrounding area (i.e. Waterloo Precinct, Waterloo suburb and Waterloo-

Redfern) has been used to provide a comparable assessment of existing trip generation. This is addressed earlier in this report as part of study requirement 5.2.b.

SR: 5.2i Assessment should consider:

▪ review the trip generating potential for all modes and purposes (including education) associated with the proposal. Trip generation rates are to be prepared specifically for the precinct based on evidence-based review of standard rates, intended urban form and travel characteristics of the precinct and consultation with key stakeholders. Trip generation rates are to be agreed by

Transport for NSW, Roads and Maritime Services and the City of Sydney

SR: 5.2l Assessment should consider:

▪ benchmark the travel mode share and trip generation profile through undertaking trip generation

surveys for all modes of a development site of similar scale and geographic context

An assessment of the potential future mode shares has been undertaken in consultation with Transport for NSW, Roads and Maritime and City of Sydney and is based on existing data and the strategic opportunities for the indicative concept proposal for Waterloo Metro Quarter Precinct. The future travel

behaviour of residents, workers and visitors of the proposal were informed by a number of factors, including:

▪ proximity to Waterloo Metro Station, which will provide access to high quality mass trans it services

on Sydney Metro City & Southwest

▪ similar land uses, activities and attractors as well as proximity to Sydney CBD and Green Square,

enabling shorter trip lengths more conducive to walking and cycling

▪ low existing traffic generation rates in recent high density developments in Waterloo and Redfern,

and high (81 percent) AM peak non-car mode share observed at the Redfern traffic generation survey site

▪ enhancements to the bus network to strengthen east-west routes, enabled by Sydney Metro City &

Southwest, and improved cycling connections with key surrounding destinations

▪ consideration of Category A rates outlined in CoS DCP requirements to represent best practice in

the provision of car parking facilities appropriate for the Metro Quarter.

Based on above, the future mode share targets in the AM peak for all trip purposes are:

▪ Rail - 40%

▪ Bus - 10%


▪ Cycling - 5%

▪ Walk - 25%

▪ Car - 20%

The transport demand generated by the indicative concept proposal has been calculated based on the above future mode share targets and an analysis of total travel demand based on trip generation

surveys (existing RMS and bespoke for the Precinct). Metro Quarter demand as well as background movements have also been informed by an assessment of the cumulative impacts of known surrounding developments such as Australian Technology Park and infrastructure interventions including Alexandria to Moore Park and WestConnex. Based on this, an average rate of 0.71 person trips (all modes) per

dwelling in the peak hour (for all trip purposes) has been assumed. Considering the proposed 700 dwellings in the Metro Quarter and applying the future mode share targets leads to the following trip volumes:

▪ Rail – 199 (40%)

▪ Bus – 50 (10%)

▪ Cycling – 25 (5%)

▪ Walk – 124 (25%)

▪ Car – 99 (20%)

Traffic generation

Trip generation rates are subsequently very site specific due to the interplay of these and other factors.

As part of determining a meaningful base trip generation rate for Waterloo Precinct, a number of comparable high density developments have been selected and surveyed to determine existing traffic generation rates.

Jacobs undertook trip generation surveys for two sites in the local area:

▪ Site 1: 40-46 McEvoy Street, Waterloo

▪ Site 2: 7-9 Gibbons Street, Redfern.

The selection process for these two sites involved two keys stages:

▪ identifying locations comparable to Waterloo socio-economically and geographically, using the 2011

SEIFA index, Census data including household size, housing tenure, motor vehicle ownership and

population data, and public transport timetable data

▪ identify and select suitable survey sites in comparable locations, based on accessibility to public

transport, development density, age of development, and the extent of parking supply restrictions.

Site 1 in Waterloo had a consistent morning and evening peak hour trip generation rate of 0.14 vehicle trips per dwelling. This site is located within walking distance to Green Square Station and has significant levels of bus access to Sydney CBD.

Site 2 in Redfern had a trip generation rate of 0.09 and 0.08 vehicles trips per dwelling during the morning and evening peak hour, respectively. This site is located near Redfern Station, which provides access to a wide range of destinations of the heavy rail network.

Overall traffic generation rates from the two survey sites are lower than the high dens ity average rate (0.19 and 0.15 vehicle trips per unit during the morning and evening peak hour, respectively) in Roads and Maritime’s Guide to Traffic Generating Developments – Updated traffic surveys (TDT 2013/04a),

and comparable to specific Roads and Maritime survey sites in Strathfield, St Leonards, Pyrmont and Chatswood.


A trip generation rate of 0.14 vehicle trips per dwelling (based on Site 1 in Waterloo) was used in the assessment of the proposed parking arrangement, providing a worst-case scenario. In reality, a lower

trip generation rate would be likely given the minimal number of parking spaces to be provided for the Metro Quarter. Proposed non-residential uses in the Metro Quarter precinct have very l imited car parking and therefore

very l imited associated vehicle traffic generation. Furthermore, any traffic generated will be outside the peak hour or undertaken as part of multi -purpose trips by residents .

SR: 5.2k Assessment should consider:

▪ impact of additional travel demands (across all modes) on the transport network serving the site

Jacobs study demonstrates the following impacts of additional travel demands across all modes on the transport network.

Public transport

▪ Additional customer demand at Waterloo Metro Station generated due to the Metro Quarter is

anticipated to be relatively low (less than 200 peak hour trips) and can be accommodated given that the Metro network will operate with a capacity of 46,000 people per hour per direction (almost

double the capacity of existing heavy rail l ines)

▪ Bus services generally operate with some spare capacity at existing stops surrounding the Metro

Quarter. The Metro Quarter is expected to generate approximately 50 bus trips in the peak hour

▪ Localised changes to bus routes 309,310 and 355 such as increasing frequency / span of hours to

match Metro operation, and re-routing the bus route 355 to Wellington Street would improve the bus network and potentially benefit future residents within the Metro Quarter

▪ Whilst future residents of the Metro Quarter will have a range of transport needs, key customer

requirements will be met as follows:

o Mass transit connections to key employment centres such as Sydney Metro and the existing heavy rail network will help to serve the needs of the working age residents undertaking trips for employment

o Local bus services will help to serve the needs of older residents, social housing tenants and school age children.

Active transport

▪ The majority of pedestrian and cyclist demand generated near the Metro Quarter would be

generated due to Waterloo Station rather than the proposed development

▪ The footpath and waiting areas proposed at the Botany Road southbound bus interchange are

sufficiently wide enough to accommodate waiting or queuing bus customers and pedestrians

passing through the interchange

▪ Improved footpaths on Henderson Road between Australian Technology Park and Waterloo Station

should be investigated given that this route would form a major pedestrian desire l ine

▪ Widened pedestrian crossings spanning Botany Road at the Botany Road/Henderson Road/Raglan

Street intersection and widened footpaths on Raglan Street on approach to the intersection would be required to accommodate the high volume of pedestrians anticipated

▪ A midblock pedestrian crossing on Cope Street between Raglan Street and Wellington Street would

be required, serving pedestrian trips between the Waterloo Estate and the Metro Quarter

▪ The width of footpaths proposed on Cope Street a nd Raglan Street are sufficient to cater to the

expected pedestrian demand

▪ Cycling infrastructure to support Waterloo Station would significantly improve access to the

Waterloo Metro Quarter


▪ Planned cycling upgrades such as the Wellington Street cycleway would improve the safety and

efficiency of cycling trips throughout the Metro Quarter precinct.

Parking and demand management

▪ High levels of accessibility and non-car options available to future residents of the Metro Quarter

minimises the need for parking provision

▪ Provision of “kiss and ride” and taxi areas, restricted short-stay parking on designated streets, and

no permit holder exemptions except for approved carers would minimise traffic and amenity impacts around the station precinct as unnecessary vehicle movements would be limited

▪ The indicative supply of 65 off-street parking spaces, including up to 35 spaces for residents of

adaptable units and a lower number of car share and accessible retail / non-residential spaces,

would be the minimum that could support all land uses in the Metro Quarter. A maximum rate equivalent to Category A under SLEP 2012 is proposed as the most restrictive rate available under current CoS controls.

▪ A proposed supply of 8 off-street service vehicle parking spaces and 6 off-street motorcycle parking

spaces, is in l ine with City of Sydney’s DCP requirements

▪ Provision of 770 bicycle spaces is recommended in l ine with City of Sydney’s DCP requirements

▪ Travel plans which may include information programs for sustainable transport, active transport

initiatives, flexible working hours and proactive cooperation between agencies should be delivered and monitored by future developers of the Metro Quarter to encourage staff and residents to choose alternatives to driving.

Road

▪ The road network around Waterloo is constrained and congested and hence future car mode s hare

for the Metro Quarter should be minimised

▪ Traffic generated due to the Metro Quarter is anticipated to be low (around 98 trips during peak

hour) and therefore impacts to the surrounding road network would be negligible

▪ Intersection modelling of the surrounding road network indicates that there would be an increase in

average vehicle delay with Waterloo Station in 2036 due to the large increase in pedestrian demand, however additional impacts due to the Metro Quarter would be negligible

▪ Botany Road / Henderson Road / Raglan Street is forecast to experience delays with or without the

Metro Quarter development by 2036

▪ Converting the roundabouts at Raglan Street/Cope Street and Wellington Street/Cope Street to

give-way intersections with pedestrian crossings, with priority given to traffic on Raglan and Wellington Streets would improve pedestrian safety

▪ Metro Quarter development has a negligible impact on intersection performance

▪ Converting Cope Street to a “slow street”, with wider footpaths and narrow tra ffic lanes would

cater to the large future demand, maintain safety and provide an excellent urban amenity outcome.

Vehicle access

▪ Left-in/left-out service vehicle access on Botany Road and Wellington Street and the low number of

service vehicles anticipated per day (10-15 vehicles) would result in negligible impacts to the road

network provided that sufficient sight l ines and widths are implemented for all expected vehicle types

▪ The less than 50 vehicles per hour anticipated to use the residential access points either at Cope

Street and Wellington Street would minimally impact the road network and are unlikely to cause operational network issues given the low volume of vehicles

▪ Operating a shared zone on the proposed new street between Cope Street and the residential

access points (provided that fewer than 100 vehicles per hour use the new street) would provide a


high quality active transport l ink through the Metro Quarter, increasing permeability and help to disperse pedestrians and cycl ists through the precinct.

SR: 5.2m Assessment should consider:

▪ provide an understanding of the travel behaviours and patterns (across all modes) of future residents, workers and visitors of the proposal through benchmarking, forecast modelling tools

and other sources of evidence,

An investigation of current travel behaviours within the Waterloo area was undertaken, based on the local and regional context. This investigated three geographical areas that comprise the Waterloo SSP study area, including:

▪ Waterloo Precinct: A single Travel Zone (TZ), representative of the Waterloo SSP

▪ Waterloo Suburb: The extent of the suburb of Waterloo

▪ Waterloo-Redfern Wider Area: A wider area for understanding travel patterns.

The key findings on travel pattern from the investigation, include:

▪ the greatest number of work trips are undertaken by public transport, ranging from 33 to 35

percent mode share.

▪ private vehicles make up 30 to 35 percent mode share,

▪ walking accounts for a relatively high proportion of trips to work; the walking mode share in

Waterloo Precinct was similar to the wider Waterloo-Redfern Area (17 percent), while it was slightly

lower in Waterloo Suburb (13 percent).

▪ cycling trips (included in ‘Other mode’) accounted for up to 4 percent of work trips in Waterloo

Precinct, and up to 6 percent of trips in other areas.

▪ a significant proportion of people work at home (or did not travel to work on census day), ranging

from 10 to 12 percent mode share. This is highest in the Waterloo Precinct and lowest Waterloo Suburb, which may be reflective of the types of jobs worked by residents in these areas.

Further, resident mode share in the suburb of Waterloo has been compared to key inner city suburbs in

City of Sydney LGA, including Redfern, Woolloomooloo, Glebe, Ultimo a nd Pyrmont for benchmarking purposes. Comparison of travel share is outlined within Table 9 below.

Table 9 | Travel mode share of Waterloo and benchmark suburbs

Average public transport travel time

AM peak (8-9am) (mins)

Location 2011 SEIFA

index Social and affordable

housing (%)

Households with no

motor

vehicles (%)

Sydney CBD Parramatta CBD

Macquarie

Park

Waterloo

(current)

941 24% 29% 21 45 56

Redfern 973 19% 35% 14 38 50

Woolloomool

oo

945 18.% 38% 11 50 52

Glebe 1,001 16% 30% 25 50 55

Ultimo 974 8% 47% 22 50 55

Pyrmont 1,055 7% 26% 20 55 52


Compared to Sydney Metropolitan area, Waterloo and the selected benchmark suburbs have significantly lower car mode share, while having a relatively higher mode share for public and active

transport. This comparison highlights the impact on travel mode choices of densely located land uses, activities and attractors typical of inner city locations. The availability of high quality public transport infrastructure and services, permeable and connected street networks, and high quality walking and cycling facilities are also highly important and complimentary.

Pedestrian trips and distribution

Pedestrian trips and distribution has been identified as an important issue.

Future pedestrian demand

Section 7.5.1 of the Jacobs study outlines future pedestrian demand. The Metro Quarter forms part of

an integrated station development, which includes pedestrian demand generated by the Metro Station. An assessment of the future pedestrian demands for the Metro Quarter and Metro Station is captured in Jacobs assessment. The impact of walking trips generated by the Metro Quarter on the precinct and

surrounding road network is considered negligible in comparison to forecast growth within the precinct. Notwithstanding this, Jacobs assessment of pedestrian infrastructure has been carried out to ensure that the planning of the active transport environment is consistent with area plans, enable growth and offers a safe and efficient environment for promoting travel by walking, cycling and public transport.

Future pedestrian trip distribution and access

Section 7.5.2 of the Jacobs study outlines future pedestrian trip distribution and access. A major pedestrian desire l ine would be to and from Waterloo Station via Henderson Road and Raglan

Street. Investigations have highlighted that a widened pedestrian crossing spanning Botany Road at the Botany Road/Henderson Road/Raglan Street intersection and widened footpaths on Raglan Street on approach to the intersection would be required to accommodate the anticipated volume of pedestrians. Pedestrian crossings would also be required across Cope Street to cater to pedestria ns travelling

between the Waterloo Estate and the Metro Station.

Botany Road southbound bus interchange

Assessment of the Botany Road southbound bus interchange has shown that majority of the footpath and bus waiting area is sufficiently wide to allow comfortable queuing conditions for bus passengers

whilst also allowing ‘through’ pedestrians to easily pass through the area. While some localised areas towards the head of the bus stand operate at lower standards, even in a worst case scenario pedestrians travelling along the footpath will not be impeded by bus passengers.

Cope Street and Raglan Street

Assessment has shown that proposed footpaths on Raglan and Cope Street are sufficient to safely cater for expected pedestrian demand base on pedestrian comfort levels.

SR: 5.2n Assessment should consider:

▪ develop a traffic model to determine the road network improvements required to support t he proposal (scope, parameters and methodology to be agreed with Roads and Maritime Services and should be carried out in accordance with RMS Traffic Modelling Guidelines 2013) including

street hierarchy and spatial provision for all modes of travel

An Aimsun traffic model was developed in consultation with Transport for NSW, Roads and Maritime Services and City of Sydney to test future land use and road network options to support the proposal.

The model assessed the cumulative network impacts within the highest demand weekday period. The base model has been calibrated and validated to weekday peak periods using intersecti on counts, travel time surveys, and origin-destination surveys.

The traffic model covered a region broadly defined by the following r oads.

▪ Phill ip Street / Henderson Road to the north


▪ Wyndham Street to the west

▪ Bourke Street / Bourke Road to the south

▪ Elizabeth Street to the east.

A range of traffic and transport data was collected to calibrate and validate transport models, with the overall traffic model approach being agreed with Transport for NSW, City of Sydney and Roads and

Maritime Services.

Road network performance

The existing road network currently experiences congestion during both morning and evening weekday peak periods with vehicles travelling at low speeds compared to the speed limit. Constrained

intersections include:

▪ Botany Road / Henderson Street and Wyndham Street / Henderson Road

▪ Botany Road / McEvoy Street and Wyndham Street / McEvoy Street

▪ Botany Road / Bourke Street and O’Riordan Street / Wyndham Street / Bourke Road

▪ Elizabeth Street / Bourke Street.

Traffic generation

Traffic generation was calculated based on the traffic model developed by Jacobs and a trip generation

rate of 0.14 vehicle trips per dwelling. The proposed non-residential uses in the Metro Quarter precinct are small in scale and will not include any associated parking. As such it is assumed that there will be no material associated vehicle traffic generation from these uses. The total traffic generation potential of

the Metro Quarter is based on the residential yield only (700 dwellings) and equates to a total peak ho ur traffic generation of 98 trips. This level of traffic generation and its impact on the surrounding road network is considered to be

negligible.

Intersection performance

Due to the expected increase in pedestrian volumes as a result of the Metro Station, it was considered prudent to analyse the future performance of several key intersections in the precinct, the following

intersections around the Metro Quarter have been assessed.

▪ Cope Street/Raglan Street

▪ Botany Road/Henderson Road/Raglan Street

▪ Henderson Road/Wyndham Street

▪ Buckland Street / Wyndham Street

▪ Botany Road/ Buckland Street /Wellington Street

▪ Wellington Street / Cope Street

No changes to intersection layouts are proposed with the exception of the conversion of the Raglan Street/Cope Street roundabout and Wellington Street/Cope Street roundabout to give-way priority controlled intersections. A marked pedestrian crossing is proposed on Raglan Street outside of the

Metro Station entrance. This configuration is consistent with Sydney Metro’s proposed layout Modelled intersection performance indicates the following:

▪ All intersections are expected to experience an increase i n delay in the 2036 Do Minimum scenarios

compared to the 2017 Base scenarios. This is generally due to the Metro Station producing an increase in pedestrian demands at these intersections.


▪ Intersection performance in 2036 Metro Quarter scenarios is consistent with the 2036 Do Minimum

scenarios, indicating that the Metro Quarter development has negligible impact on the performance

of the surrounding road network.

▪ Botany Road / Henderson Road / Raglan Street is forecast to operate at Level of Service F during the

morning and evening peak in all 2036 scenarios.

▪ Pedestrian delay time is also expected to increase in the 2036 scenarios compared to the 2017 base

scenarios.

Despite the forecast Level of Service F of the Botany Road / Henderson Road / Raglan Street intersection, consultation with TfNSW in relation to the delivery of the Sydney Metro Waterloo Station

has confirmed that the subject intersection is considered to be adequately sized to support the current configuration, which incorporated phased crossing and widened pedestrian crossing on the southern side.

Street hierarchy

TfNSW’s movement and place framework has been applied to the road network surrounding the Metro Quarter to classify roads according to their relative movement and/or place function (Figure 65).

Botany Road will retain its role as a movement corridor, while the future function of Cope and Raglan Streets will accommodate busy pedestrian corridor, representing a significant departur e from their current role as local streets with l imited foot traffic.

The design of the Metro Quarter would include adjustments to pedestrian facil ities along Cope Street to cater for the large future demand, maintain safety and provide an excellent urba n amenity outcome. This would involve the reconfiguration of Cope Street to a ‘slow street’, with wider footpaths and

narrow traffic lanes. In accordance with Roads and Maritime’s Design and implementation of shared zones including provision for parking, a slow street should be considered where there is high pedestrian activity combined with the need to maintain sufficient vehicle access and throughput, and where there is a desire to activate ground floor retail and promote walking and cycling.

Figure 65 | Street hierarchy



SR: 5.2o Assessment should consider:

▪ the role of shared vehicles in managing travel demand and provide any recommendations for

implementation of shared vehicle solutions

Shared vehicles

While most residents of the site are forecast to use the Metro Station to access their place of work, apart from work purposes, residents may need or prefer the convenience afforded by a car to access

destinations not as well serviced by public or active transport, or where access by these forms is impractical. These destinations could include less accessible, more regional destinations such as non-convenience shopping, schools and recreation places such as specialised sporting facilities and beaches. Taken together with additional one off (eg house purchase) or recurring costs (eg car space rental,

registration and other taxes), shared vehicles can provide an attractive alternative mode of transport to owning a car.

Shared vehicles include different types such as those offered by the Uber or GoGet platforms. It is only GoGet and similar platforms that require the allocation of space within, or within easy walking distance, a site such as the Metro Quarter. Despite the rapid and comprehensive uptake of these platforms, there is no universally accepted rate of provision. The CoS specifies a rate of 1 car shar e space for every 50

dwellings. The indicative concept proposal includes 15 dedicated on-site car share spaces within the Metro Quarter. Access details will be determined as part of the separate, subsequent development application stage. However, it is possible that access can be made exclusive to residents of the Metro

Quarter, or subject to safety and security measures, also residents from other locations.

SR: 5.2p Assessment should consider:

▪ benchmark and provide recommendations for land use mix profile that will ensure customer

outcomes are met and assist in management of travel demand and create a walkable neighbourhood

A guiding principle for the Metro Quarter has been to achieve a high level of trip self-containment. While as a local centre, it is not the role of the Metro Quarter to provide opportunities for major

employment. The proposal includes a mix of land uses that facil itates self-containment such as retail shops in a compact, high quality setting that will encourage walking for local trips and reduce private vehicle use. This is consistent with the recommendations of the MacroPlan Dimasi Economic

Development, Local Retail and Services Study (Attachment 22), which outlines that the proposed non-residential uses as part of the indicative concept proposal wil l play a population-serving role in supporting the local community’s retail and service needs.

SR: 5.2q Assessment should consider:

▪ benchmark and provide recommendations on the provision of bicycle parking and end trip facilities (showers, lockers etc) to help promote alternative travel choices including walking, cycling and public transport

Off street bicycle parking to support the Metro Quarter OSD would be provided in l ine with the rates specified under the CoS DCP 2012. However, as the exact future mix of commercial and community land uses within the ground floor and podium are to be further developed as part of the detailed SSD

Application, and estimation of the required bike parking is provided below in order to understand indicative requirements. The bike parking requirements will be refined further in the detailed SSD Application.

Bicycle parking requirements for the Waterloo Station will be provided as part of the CSSI Approval within a bicycle storage room in the southern station box (accommodating 100 spaces), as well as 40 bike rails (accommodating 80 bikes) within the public domain along Raglan, Cope and Wellington

Streets.


An indicative breakdown of the bicycle parking based on the requirements of CoS DCP 2012 is provided in Table 10 below.

Table 10 | Indicative breakdown of bicycle parking for the Metro Quarter

Land Use Apartments/GFA Rate Required

Residential

700 apartments

1 space per dwelling

(residents)

700 spaces

(residents)

1 space per 10

dwellings (visitors) 70 spaces (visitors)

Shops, restaurants and cafes

4,000m² GFA

1 space per 250m² GFA

16 spaces (employees)

2 plus 1 per 100m² over 100m² GFA

41 spaces (customers)

Office premises or business premises 8,500m² GFA 1 per 150m² GFA 57 spaces

(employees)

1 per 400m² GFA 22 spaces

(customers)

Total 906 spaces

The concept proposal is expected to generate bicycle parking requirements for approximately 906

spaces. The concept proposal includes 700 basement spaces for residents, 400 spaces in the basement for a bike hub and 40 spaces provided at street level along Raglan Street (in addition to the 80 bike rail spaces

provided as part of the CSSI Approval). This equates to a total of 1,220 bicycle pa rking spaces (excluding the 100 spaces provided within the bike storage inside the Metro Station box as part of the CSSI Approval), which satisfy the total number required for the Metro Quarter OSD.

The bike hub would be accessible from the proposed publi c plaza via a ramp and would also include end of trip facil ities including showers and lockers consistent with the requirements of CoS DCP 2012.

SR: 5.2r Assessment should consider:

▪ provide recommendations for car parking rates to reduce private vehicle travel demand and that help promote sustainable travel choices such as walking, cycling and public transport

On-site carparking rates for residents will be set in the DCP in accordance with that for Category A in the

CoS LEP 2012 (for residential flat buildings). Thi s is the lowest parking rate available within the City of Sydney, which has the lowest rates of any LGA in Greater Sydney. Ultimately, carparking will be provided as part of a subsequent development application in a manner that responds to the Metro Quarter’s

excellent public transport accessibility, impact on the surrounding road network, affordability and the needs of future residents.

SR: 5.2s Assessment should consider:

▪ detail the, access and egress requirements in accordance with RMS and City of Sydney guidelines and relevant Australian Standards

Access to the Metro Quarter will be provided in accordance with RMS, CoS and other relevant standards. The overall concept for site access is shown in the DCP figure at Figure 66.


Figure 66 | Proposed access to the Metro Quarter

SR: 5.2t Assessment should consider:

▪ detail the transport infrastructure and servicing improvements, including identification of both

the land (corridor preservation) and capital components to support the proposal including costings and funding responsibilities

No transport related corridor preservations additional to those already identif ied within relevant strategic plans and planning instruments have been proposed as part of this proposal.

The capital costing of transport items and funding responsibilities associated with the Waterloo Metro Quarter proposal will be determined at a later date as the proposal progresses.

While road widening reservation near the precinct on Botany Road is included in the Sydney LEP 2012, these are all located on the opposite/western side of Botany Road.


SR: 5.2u Assessment should consider:

▪ establish a flexible and resilient system of access corridors (that considers the City’s ‘Liveable Green Network’) within the precinct (streets, walkways, open spaces) to connect and serve the precinct and local area, including demonstrating how integrated solutions are achieved for connecting the Metro Station with the surrounding community

As demonstrated in the urban design and public domain parts of this study, the Metro Quarter will establish a flexible and resil ient public domain that facil itates convenient, safe and comfortable movement to and within the Metro Quarter. Key elements include:

▪ reconfiguration of Raglan Street to a slow speed environment

▪ widening of all surrounding footpaths

▪ a shared way and a through block pedestrian link connecting the Metro Station entrance with the

south bound Botany Road bus interchange

▪ high quality public domain within the Metro Quarter and in surrounding streets, including extensive

street tree planting to help achieve CoS urban forest outcomes

▪ integration of the Metro Station with the Waterloo Estate through the Cope Street Plaza and the

reconfigured Cope Street

▪ enhanced connections between the Metro Station and locations to the north-west, in particular the

Australian Technology Park, through an improved Raglan Street public domain

▪ other measures to improve the pedestrian experience to encourage walking, including provision of

active frontages aligned with key pedestrian desire l ines.

Movement and the proposed future performance outcomes of the network can be improved through the planning and implementation of additional pedestrian connections. The Metro Quarter allows for

midblock connections between Cope Street and Botany Road, which is planned to serve access to precinct development and bus facil ities situated on Botany Road. Spatial allowance has been allocated in the design for a future signalised midblock crossing on Botany Road between Raglan Street and Wellington Street. The implementation of this proposed improvement can be facil itated, but would be

subject to adjacent land owners and the future planning of adjacent precincts to help establish an attractive pedestrian desire l ine for this type of faci l ity.

SR: 5.2v Assessment should consider:

▪ prepare a staging plan that has trigger points for potential future development based on the delivery of transport infrastructure and service improvements

As described in Table 11 below, the majority of transport infrastructure and service improvements are

proposed to be delivered by the opening day of Waterloo Metro Station. This will al ign with the proposed first stage of the delivery of the indicative concept proposal. The following infrastructure will be delivered as part of proposed development staging plan for th e

indicative concept proposal, as described in Section 5.

▪ widen footpaths around the Metro Quarter

▪ off-street parking spaces for cars, service vehicles and motorcycles

▪ bicycle parking and end of trip facil ities (excluding commuter facil ities to be d\elivered by Sydney

Metro).


Table 11 | Timing and delivery of transport infrastructure and servicing

Item Agency Timing

Increase frequency and

operational hours of Botany Road

bus services

Transport for NSW By Metro Station opening (2024)

Increase frequency and

operational hours of Wellington

Street bus services


Re-route bus route 355 to

Wellington Street


Construct Wellington Street

cycleway

City of Sydney By Metro Station opening (2024)

Widen footpaths around the

Metro Quarter

Sydney Metro / UrbanGrowth NSW Development Corporation

As development occurs

Widen pedestrian crossings on Botany Road at the Botany Road

/ Raglan Street / Henderson Road

intersection

Sydney Metro / UrbanGrowth NSW

Development Corporation By Metro Station opening (2024)

Widen footpaths on Raglan Street

on approach to the Botany Road /

Henderson Road / Raglan Street

intersection



Investigate improved footpaths

on Henderson Road to and from

Australian Technology Park TBC By Metro Station opening (2024)

Provide a midblock pedestrian

crossing on Cope Street

Sydney Metro / UrbanGrowth NSW Development Corporation

By Metro Station opening (2024)

Provide off-street parking spaces for cars, service vehicles and

motorcycles


Development Corporation As development occurs

Provide bicycle parking and end

of trip facilities


Development Corporation

As development occurs. Commuter

facilities by Metro opening (2024)

Convert Raglan Street / Cope

Street roundabout to a give-way

intersection with pedestrian

crossings




SR: 5.2w Assessment should consider:

▪ prepare a Travel Plan detailing all modes of transport available to future residents, visitors and

employees of the site and proposed mechanisms for maximising travel by walking, cycling and public transport

It will be a requirement of the DCP that a Travel Plan addressing these requirements is prepared as part of any future Stage 2 development application.

SR: 5.2x Assessment should consider:

▪ prepare the required DCP provisions

DCP provisions for the transport network are contained in Attachment 2.

SR: 5.3 Review the Interchange Access Plan (IAP) for Waterloo station and demonstrate how integrated

solutions are achieved for connecting the Metro Station with the surrounding communities and the

planned major active transport corridors (the City’s ‘Liveable Green Network’). Indicate how provision for interchange with bus stops, provision of bicycle parking, kerbside areas for ‘kiss and ride’ and taxis are located and provide customer comfort and good customer experience outcomes.

An Interchange Access Plan is being developed for Waterloo Station by Sydney Metro in order to:

▪ Respond to the requirements of the Sydney Metro City & Southwest – Chatswood to Sydenham

Critical State Significant Infrastructure conditions of approval.

▪ Inform the interchange design of transport and access facilities, including footpaths, cycle paths a nd

bike parking and bus stops.

▪ Identify customer amenities, shelter, and road and traffic management required to ensure easy,

accessible, safe and efficient customer transfer.

▪ Provide a l ist of actions for delivery partners and other stakeholders to enable the implementation

of an easy customer transfer which supports the project objectives.

The Waterloo Interchange Access Plan will be finalised prior to the commencement of permanent above ground facil ities at Waterloo Station. Further information on the methodology for planning and

designing the interchange for Waterloo Station and its alignment with the Metro Quarter development is provided in the Waterloo Interchange Planning Technical Note (refer Appendices).

The design and planning of Waterloo Station intersection and the Metro Quarter precinct is integrated to help manage conflict and allow for efficient and safe movement of all modes of travel. The relevant details that help to demonstrate integrated planning and design outcomes are presented within Table 12.

Table 12 | Review and integration of TfNSW’s Interchange Access Plan for Waterloo Metro Station

Sydney Metro infrastructure Integration with the surrounding network and community

Bicycle parking near the Metro

Station entry on Raglan Street,

consisting of a bicycle shed and

racks

Bicycle parking is conveniently located within 30 metres of the entrance and

within 50 metres of the gateline, improving the customer experience.

Bus stops on Botany Road and

Wellington Street or Raglan

Street

Bus stops on Botany Road and Wellington Street or Raglan Street would be

accessible from widened footpaths surrounding the precinct and via the new

street.

Taxi rank on the west side of

Cope Street, adjacent to Metro

Station

The taxi rank is located near the Metro Station entrance on Raglan Street and is

easily accessible.


Relocation of the Botany Road southbound bus stop north of

Raglan Street to south of Raglan

Street

The Botany Road southbound interchange would include a widened footpath able to accommodate the expected pedestrian demand. The interchan ge is also

easily accessible via the new street.

Point to point zone on the west

side of Cope Street south of

Raglan Street

The point to point zone is easily accessible as it is located near the Raglan Street

entrance and the Community Centre.

Wellington Street cycleway (by

others)

The proposed Wellington Street cycleway would interface with Cope Street,

which is proposed to be traffic calmed and have a maximum speed limit of

40km/h. Therefore, cyclists have safe access routes via Cope Street or the new

street when travelling to and from the Metro Station. The Wellington Street cycleway would also interface with the north-south cycle path on George Street,

improving cycle connectivity. It is proposed that spatial and physical allowance is

provided in the design of the streetscape and public domain on Wellington

Street northern footpath to allow for the implementation of the proposed

cycleway as part of the delivery of precinct development.

Widened pedestrian crossing on

the south approach of the Botany Road / Henderson Road /

Raglan Street intersection

A widened pedestrian crossing would accommodate the high volume of

pedestrians anticipated due to Waterloo Station. This would also facilitate movements between the station and ATP, which is a major pedestrian desire

line.

Slow points along Cope Street Traffic calming along Cope Street would improve safety and promote active

transport as an attractive mode of travel.

Spatial proofing for a mid-block

crossing

It is proposed that spatial and physical allowance is provided in the design of the

streetscape and public domain on Botany Road eastern footpath to allow for the

implementation of the proposed signalised mid-block crossing as part of the

planning and design of precinct development

SR: 5.4 Review the provision of public bicycle parking for use by future Metro customers to allow for multi

modal trips to deliver fully integrated world class facilities

Refer discussion at SR: 5.2q.

SR: 5.5 Provide an overview of potential impacts of construction traffic on potential future development.

Identify a strategic construction approach, including identification of potential staging that broadly outlines the construction footprint and construction related traffic access

It will be a requirement of the draft DCP that a Construction Management Plan (CMP) that seeks to

minimise disruption to existing premises, in particular residential premises, and is integrated with delivery of new development, is prepared as part of any stage 2 development application.

6.6 Housing

HillPDA has prepared a Housing Diversity and Affordability Study for the Metro Quarter (refer to Attachment 6). This assessment addressed:

▪ the existing policy context or social housing in NSW;

▪ relevant planning controls including relevant SEPPs, the Sydney LEP 2012 and key development

controls;

▪ population and housing analysis;

▪ the housing diversity gap;

▪ delivering housing diversity and affordability;

▪ the concept proposal; and


▪ implementation mechanisms.

SR: 6.1 Undertake a housing needs analysis for the precinct to identify the appropriate mix of dwelling types,

tenures, sizes and price-points necessary to support a diverse, health and socially sustainable community. For the Waterloo Metro Quarter, the analysis should have regard to the intended provision of affordable housing, consider the needs of renters, investors and owner occupiers and

measures to ensure a diverse, inclusive, healthy, socially connected, liveable, energy efficient and sustainable community.

A housing needs analysis has reviewed the factors which contribute to housing diversity including dwelling type and mixture, tenure type, dwellings sizes and affordability. In assessing these factors, a

baseline demographic analysis was undertaken in reference to both the Waterloo SSP (defined as a collection of SA1 areas) and the broader study geography (comprising the wider SA2 areas).

Key demographic characteristics within the Waterloo Precinct (SA1) level include:

▪ Waterloo is highly multicultural with 58.3% of residents born overseas (in 2016);

▪ the precinct has a significant Aboriginal and Torres Strait Islander populations (227 residents, 6.2%

of residents);

▪ there are below average levels of education within the precinct with just over half or residents

having completed Year 12 or equivalent;

▪ the Waterloo Precinct contains some of the most disadvantaged residents within the City of Sydney

with all SA1s within the SSP fall ing within the 1st decile (most disadvantaged 10%) in NSW and Australia;

▪ over 90% of the 2,545 dwellings within the Waterloo SSP are high density;

▪ most households (76%) are rented from a State or Territory Housing Authority;

▪ lone person households dominate the Waterloo SSP;

▪ household incomes are low with approximately half of residents earning between $300 to $649 per

week; and

▪ participation in the labour force is very low, with only 34% of residents within the labour force –

largely associated with the older age structure.

Key findings from the baseline investigations have found that apartment l iving is becoming more

prevalent across the region, despite interest in other housing typologies (such as semi -detached and townhouses). Associated with this trend is a predominance of smaller dwellings wi th 1 or 2 bedrooms and lone person households. The analysis has also found that Waterloo SSP and the CoS LGA is on average becoming wealthier, resulting in an increasing gap between income and housing costs. This

market trend has resulted in a greater proportion of mortgage holders and a reduction in renter and outright owners. A housing affordability analysis undertaken in this study reveals a range of trends associated with

income, dwelling prices, housing stress and affordability. Key findings relevant to the Metro Quarter include:

▪ the growing attraction of inner-city l iving is making the retention (and improvement) of housing

choice an ongoing challenge;

▪ 43% of households within the Waterloo SSP are experiencing rental housing stress (i.e. paying 30%

or more of their household income on rent);

▪ housing affordability is being experienced across Greater Sydney and is not just impacting on low or

very low-income residents; and

▪ the most significant forecast demand for housing will be for studio and one-bedroom dwellings.


Within this context, the housing needs analysis undertaken has considered the housing diversity factors

in relation to the concept proposal as follows:

▪ Tenures – the proposed development will provide a mix of housing tenures (see below) that

exceeds the GSC’s requirement of 5-10%, with a commitment to require a minimum of 5% and up

to 10% affordable housing dwellings. The concept proposal also provides a significant proportion of

smaller and more affordable dwellings.

▪ Sizes – a mixture of dwellings sizes include:

o Studio: 22 (3%)

o 1 bed: 294 (42%)

o 2 bed: 314 (45%)

o 3 bed: 70 (10%)

▪ Price-points – the proposed housing sizes cater for a range of price points including first home

buyers (studios and smaller apartments), renters (apartments and two-bedroom dwellings) and

owner occupiers (bedroom plus study options). 5-10% of all residential dwellings will be affordable

housing.

▪ Inclusive and socially connected - principles of social and inclusive development will be supported

by the concept proposal by the provision of a mixture of dwelling types and tenures, community

spaces, supporting community health services and retail and other commercial spaces. The

inclusion of co-working spaces and distribution of affordable and social housing throughout the

development will further facil itate social connectedness and inclusiveness.

▪ Liveable – The concept plan facil itates the transformation of the Metro Quarter which will

significantly enhance the liveability of the precinct through promoting health and wellbeing

outcomes, provision of community spaces, delivery of housing in a well serviced location and the

development of a sustainable community that is cultural diverse.

▪ Energy efficiency – The concept proposal demonstrates an energy efficient development can be

achieved and meet sustainability benchmarks such as BASIX requirements.

▪ Sustainable community – Future residents and tenants within the Metro Quarter will comprise a

diverse and inclusive range of income groups and cultural backgrounds living is a mixture of

dwellings types.

SR: 6.2 Demonstrate how the proposed planning controls will support the achievement of housing and tenure

objectives.

The concept proposal makes provision for a total of approximately 700 dwellings including a mixture of

private, affordable and social housing as follows:

▪ Private – 80%

▪ Affordable – A minimum of 5% and up to 10% of the total residential dwellings

▪ Social – 70 dwell ings.

The proposed tenure mix has been developed to provide housing that meets the needs of social housing affordable market housing. The proposed mixture of dwellings will range from studio to three-bedroom

dwellings, with some including studios.


The proposed increase in height and FSR controls will facilitate in the delivery of a mix of dwelling types and sizes suited to the range of demographic needs and result in the provision of affordable and social

dwellings that will be designed and provided to a similar standard as the market dwellings. The planning framework for the Metro Quarter will include provisions to ensure that the development delivers the social and affordable housing objectives outlined above. The proposed implementation

strategy includes:

▪ Include dwelling size requirements in the planning framework – specify a proposed dwelling mix to

require 50% of dwellings to be either studios or one-bedroom apartments

▪ Include affordable housing amenity principles in the planning framework – to ensure affordable

houses are built to the same standards as the private dwellings, with equal access to amenities and facil ities

▪ Require affordable dwellings to be managed by a community housing provider – to facil itate

reasonable construction timeframes and adequate allocation of skills and resources to manage the housing

▪ Consider the need for voluntary planning agreements – this should be undertaken on a case by

case basis

▪ Conditions of development consent – to dedicate and show on plans the provis ion of affordable

housing

▪ Establish housing principles for affordable housing – include principles contained within SEPP 70

within the planning framework

▪ Provide housing without added extras such as car parking - to reduce additional costs associated

with a dwelling.

SR: 6.3 Identify and assess the range of mechanisms/models available to maximise the minimum affordable

housing target of 5% - 10% of new floorspace referenced in the draft Central District Plan, or any greater target if NSW government policy changes.

A range of mechanisms to achieve the minimum affordable housing target are outlined and have been

evaluated. These mechanisms include, inclusionary zoning, height and floor space ratio bonus and voluntary planning agreements. In addition to these planning mechanisms, various management, implementation and delivery mechanisms are outlined to guide the provision of affordable housing.

These include:

▪ Community housing providers – working with government organisations within a regulatory

framework to provide housing assistance to people on low incomes

▪ Affordable housing bond aggregator for the not-for-profit community housing sector – based on a

UK model which allows the raising of funds at lower rates from the wholesale bond market for not-for-profit community housing providers to aggregate large amounts of capital loans for developing housing for lower income households

▪ Deliberative housing models – An architect led approach that delivers housing with alterative

design solutions allowing dwellings to be sold at a lower price point

▪ Pocket living – provision of compact (38 square metres) one-bedroom apartments sold at 20%

lower than market value with good access to public transport and amenities

▪ Nightingale housing – a model which advocates for high quality l iving that is ecologically, socially

and financially suitable and designed for owner occupiers who are actively involved in the design of their apartments

▪ Spatial organisation of tenure – either via the ‘salt and pepper’ approach where affordable housing

is integrated amongst market price apartments or ‘block by block’, resulting in the separation of housing tenures and types.


The proposed provision of affordable housing will be within the GSC standard, with the Developer required to provide a minimum of 5% and up to 10% of the total residential dwellings as Affordable

Housing, as defined under the EP&A Act 1979. The Affordable Housing will provide for Very Low, Low and Moderate income households as defined by SEPP (Affordable Rental Housing) 2009 (ARH SEPP) for a minimum of 10 years. They will be managed by a Tier 1 Community Housing Provider and will be designed to be ‘tenure blind’.

The following implementation actions are recommended to ensure that the proposed p lanning controls will support the housing and tenure objectives:

▪ Include dwelling size requirements in the planning framework

▪ Include affordable housing in the planning framework

▪ Require affordable dwellings to be manage by a community housing provider

▪ Consider the need for voluntary planning agreements on a case by case basis

▪ Include conditions of development consent that require the dedication of affordable dwellings to be

shown on approved plans

▪ Establish principles for affordable housing and include in the planning framework.

6.7 State and regional infrastructure

SR: 7.1 Outline the impact of the proposal on State and regional infrastructure, including public transport,

roads, schools, utilities, regional stormwater and drainage, human services and health facilities

required to meet the characteristics and likely needs of the current population during the development period, and future population, including the estimated costs (inclusive of land and capital) and timing of the works. Include reference to the findings of the Social Sustainability

Assessment (see section 23 Social Sustainability Assessment in the Waterloo Estate Study Requirements)

SR: 7.2 Ensure on-going collaboration with State agencies to ensure their property requirements are

considered and land can be zoned appropriately to accommodate future needs

SR: 7.3 Outline the scope, mechanism and delivery responsibility for development contributions between the

applicant/s and infrastructure agencies, such as transport, education and health, for infrastructure that meets the needs of the future population having regard to the infrastructure schedule and the City of Sydney Council’s existing contributions plans

Waterloo has been identified by the Department of Planning and Environment (DPE) as a Proposed

Special Contribution areas (PSCA). Under this designation, the Department will prepare and administer a Special Infrastructure Contribution (comprising an infrastructure schedule and associated levy) that

will govern the process of obtaining development contributions between the developer of the Quarter and state agencies. SICs contribute to the funding of State and regional infrastructure, including:

▪ state and regional roads

▪ transport facil ities such as bus shelters and interchanges

▪ regional open space, pedestrian links and cycleways

▪ social infrastructure such as schools, healthcare and emergency services.

The SIC for Waterloo is expected to concentrate on resolution of existing safety, efficiency and amenity on Botany Road, particularly pedestrian and cycle crossings.


DPE will be responsible for preparation and operation of the SIC, including consultation with the community, landowners and council and collection and distribution of contributions.

Once a SIC is Determined, the Department will consult with other State Government agencies and local councils to determine the timing of project delivery, considering current and forecast development rates and infrastructure capacity.

In the absence of a SIC applied to the Waterloo Metro Quarter, the following State and regional infrastructure identified in Table 13 will be provided as part of the renewal of Waterloo Metro Quarter. The infrastructure list in Table 13 is based on the assessed requirements of development in the Metro

Quarter that would arise from the SSP planning process. This means that, for some infrastructure items, l ike roads, regional open space, health and education, triggers for new or upgraded infrastructure are not met. However, if a SIC, covering a broader area, identifies cumulative need for additional

infrastructure, development in the Waterloo Metro Quarter would contribute to a reasonable proportion of the costs of that infrastructure as required by the SIC. Similarly, if infrastructure items to be delivered in, or in association with, the precinct are included in the SIC, development in the precinct would be eligible for works in kind credits.

Table 13 | Outline of State and regional infrastructure associated with Waterloo Metro Quarter

State public

infrastructure Proposed Relevant State agency Timing

Public transport

Waterloo Metro Station Sydney Metro 2024

New Botany Road bus interchange

(northbound and southbound) Transport for NSW 2024

Increase frequency and operational

hours of Botany Road bus services Transport for NSW 2024

Re-route 355 bus service to Wellington

Street Transport for NSW 2024

Increase frequency and operational

hours of 355 bus service Transport for NSW 2024

State and regional roads

Botany Road intersection

improvements at Raglan Street and

Wellington Street/Buckland Street

NSW Roads and Maritime

Services 2024

Regional open space Nil

Office of Open Space and

Parklands N/a

Schools Nil School Infrastructure NSW N/a

Health facilities Nil Local Health District N/a

Emergency services

and justice Nil NSW Justice/Emergency Services N/a

6.8 Local infrastructure and contributions

GHD has undertaken a Social Baseline Report (refer to Attachment 6). Profile.id has also prepared a

Population and Demographics Study to inform local infrastructure and contributions.

SR: 8.1 Outline the future community profile in age groups and time series format of the proposal

Profile.id has prepared a future community profile as part of SR: 22.4, which is further described at

Section 6.22 of this report and the Population and Demographics Study found at Attachment 21. An outline of the key findings are:


▪ Average household size is expected to increase from 1.60 in 2011 to 1.76 in 2036 based on the

additional of significant numbers of private dwellings of two or more dwellings attracting larger

households.

▪ The area is expected to attract younger adult age groups, primarily to the private dwellings, driven

by fast access to CBD jobs in finance, banking and professional services, as well as a broader range of older ages to the affordable and social housing component.

▪ The largest forecast increases by age are in the 20-44 age bracket (see Figure 67).

▪ The base scenario forecasts for the Waterloo Precinct see an increase in population from 3,241 in

2011 to 11,976 in 2036.

This forecast is based on an increase of 5,000 dwellings in net terms between 2018 and 2036. This scenario differs from the major scenario only in terms of net change to dwellings.

Figure 67 | Age structure of population time series

Source: id.

SR: 8.2 Analyse the existing and currently planned local infrastructure within the catchment of the Precinct

SR: 8.4 Provision of community facilities is to consider:

▪ supply: including the quantity and quality within the geographic catchment;

▪ demand: needs of the forecast population within the catchment;

▪ community and stakeholder views: feedback from consultation; and

▪ feasibility and opportunity: including operational and costs, renewal, co-location and site

constraints

GHD has identified all existing and planned social infrastructure within a 1km catchment of the Metro

Quarter. Figure 68 shows some of this social infrastructure. This is based on desktop research into supply and demand, and has also been informed by stakeholder

and community consultation undertaken and documented as part of the C2E Urban Transformation Strategy in 2015.


Figure 68 | Community services, arts and culture

Source: GHD

GHD has found that there is a range of community facil ities and services within the 1km catchment, with many of these services targeted towards the needs of social housing tenants.

One of the key findings of the GHD study was that there is an assessed need to provide for one new multi-purpose community facil ity of approximately 2000 – 2,500smq to cater for the need of the broader Waterloo Precinct. Recognising its role as a local centre and movement hub for the Waterloo

Precinct, the Metro Quarter include at least 2,000 square metres of floor space for community facil ities.

SR: 8.3 The provision of open space and recreation facilities is to be consistent with City of Sydney Open

Space, Sports and Recreational Needs Study 2016. Consult closely with the City of Sydney.

The City of Sydney Open Space, Sports and Recreational Needs Study 2016 provides direction for public open space in the LGA. Part 4.4 of the Study addresses land owned by the NSW government that i s


planned for renewal, including the Metro Quarter. General principles for the planning and delivery of public open space cover matters such as type, amount, distribution, function and connections.

Social Baseline Study (refer to Attachment 8) states that it is expected that approximately half of the planned new open space to be delivered through acquisition will be funded by developer contributions, with the other half to be dedicated by developers as part urban renewal.

Type

The Study states that the CoS supports the provis ion of Cope Street Plaza l inking the Metro Station with the Metro Quarter and future Waterloo Estate. The layout and design of the Cope Street Plaza, in particular its connection to the reconfigured, slow speed Cope Street, provides a strong pedestrian

connection to the adjoining Estate.

Amount

The general principles require that a minimum of 15% of the developable part of a site be provided as

public open space. Based on approximately 1.28ha of developable land, this equates to 1,920 square metres of the Metro Quarter. The proposal provides for 1,980 square metres of publicly accessible open spaces in the form of the Cope Street Plaza and Raglan Street Plaza.

Distribution

The general principles seek that every resident be within 400m of a local open space. Given the dimensions of the Metro Quarter, every resident will be within 400m the proposed publicly accessible plazas. In addition, every resident will be within 400m wa lking distance of Alexandria Park, Vice

Chancellor’s Oval at Henderson Road, which provide a broad range of active and passive recreational activities.

Function

The general principles seek that public open space provides a diversity and activities and is flexibly

programmed. Both the publicy accessible Cope Street Plaza and the Raglan Street Plaza provide for a range of informal, passive recreation activities, including seating, individual pause and reflection and social interaction and gathering. The edges of parts of both spaces are also bordered by ac tive frontages, which will provide outdoor space for dining that engage with the publicly accessible plazas. In

addition, the Cope Street Plaza will interact with the community facil ity to provides synergies between indoor and outdoor activities.

Linkage

The general principles seek that open spaces be connected by green streets. Cope, Raglan and Wellington Streets will be reconfigured as pedestrian priority streets, with a widened and high-quality footpath that also include safe crossing points in the form of either signalised intersections or pedestrian crossings. Both Cope Street and Wellington Street will also provide space for on-road cycle

paths, with the Wellington Street including protected on-road cycle lanes on both sides of the street, connecting the Metro Quarter to other nearby public open spaces such as Waterloo Park and Oval.

Design

The general principles require that public open space be recognisable as public, have streets on all sides

and have a high level of solar access. The proposed publicly accessible open spaces in the form of Cope Street Plaza and the Raglan Street Plaza will be clearly recognisable as being for public purposes, engaging with the adjoining public streets. The Cope Street Plaza will not have streets on all sides, as

this is not feasible given the size and proportions of the Metro Quarter. However, a shareway is proposal along the southern side of Cope Street Plaza. Further, both public spaces have been screened as far as possible to mitigation noise amenity impacts from Botany Road, with clear pedestrian connections provided to Botany Road.

The Cope Street Plaza will achieve direct sunlight to over 50% of its area between 9am and 11am on 21 June (mid-winter), while due to its northern orientation and the low rise buil t form on the northern side


of Raglan Street, the Raglan Street Plaza will achieve 100% solar access to its area between 9am and 3pm on 21 June.

SR: 8.5 Consult closely with City of Sydney Council to understand existing opportunities to integrate local

infrastructure needs for the Precinct with the existing and planned infrastructure network

Engagement with the CoS has occurred during the planning and design process for the Metro Quarter.

In particular, the CoS stated strong support for a Cope Street Plaza in their Open Space and Recreation Needs Study has been incorporated as a key organising feature of the Metro Quarter.

SR: 8.6 Consider the most efficient provision and operation of facilities throughout the local area, including

ongoing operational implications

Due to its location above infrastructure, delivery on ongoing operation and maintenance of new publicly accessible open spaces will be the responsibility of the landowner. Delivery of community facil ities will

be the responsibility of the developer, with management and maintenance being responsibility of the eventual owner (e.g. body corporate).

SR: 8.7 Identify the local infrastructure needed to meet the needs of the future community, including

recreation, open space (active and passive), community facilities, libraries, health facilities, primary health care services, childcare, local pedestrian, cycling and transport facilities, and local drainage

SR: 8.8 Assess and provide recommendations for additional community infrastructure required to meet the

needs of a mixed tenure renewal area based on the findings of the Social Sustainability Assessment for the Waterloo Estate

GHD has identified local infrastructure required to meet the needs of the future Waterloo Pr ecinct community. Note that this includes the Waterloo Estate, and as such represents a substantially larger

area and future population that that of the Metro Quarter. Key findings included:

▪ Child care: 298 spaces equating to 2 – 3 child care centres

▪ Community facility: one multi-purpose facil ity of between 2,000 – 2,500 square metres

▪ Creative / maker spaces: 5 – 10 square metres per artist

▪ Aged care: 119 aged care places

▪ Youth services: space for youth programs within the community facil ity

▪ Community health: one multi-purpose community and health centre of approximately 2,500 –

3,000 square metres

▪ Library: 550 square metres of l ibrary floor space, which could potentially be included in the

community facil ity or an expanded capacity Waterloo library (Elizabeth Street)

▪ Community arts / creative centres: 1,000 square metres

▪ GPs: 10 GPs

▪ Indoor sports courts: one multi-purpose court approximately 782 square metres and 2 tennis

courts approximately 721 square metres.

Given that the Metro Quarter is only proposed to accommodate approximately 10% of the total population of the Waterloo Precinct, the reservation of 2,000 square metres for community facil ities represents a significant over allocation to the Metro Quarter. This will ensure the early delivery of

community faci l ities proposed to support the broader Precinct. In addition, CoS policy requires a minimum of 15% of the developable area of the Metro Quarter to be publicly accessible open space. Approximately 1,980 square metres of publicly accessible open space in

the form of the Cope Street Plaza and Raglan Street Plaza will be provided within the Metro Quarter.


While these spaces proposed in satisfaction of this requirement will not be under public ownership, this is due to Council ’s reluctance to take ownership and management responsibilities of these spaces.

The proposal also provides:

▪ approximately 9,000 square metres of non-residential floor space (excluding the ground level,

which is used for retail uses) that can be potentially used for a range of community facil ities, as well

as commercial, shared office, late night economy, bicycle and other uses that provide jobs and services closer to home. Not less than 2,000 square metres of this space will be used for communi ty facil ities

▪ bicycle storage and associated facil ities (eg showers, repair café)

▪ improved pedestrian and bicycle connections, including protected on-road cycle paths on

Wellington Street

▪ improvement to the surrounding stormwater network addressing stormwater quantity and quality

▪ upgrades to the adjoining streets, footpaths and intersections.

Noting that the ultimate use and configuration of this space will be determined as part of the subsequent, separate development application stage, the proposal in its current form has the capability

to provide for a range and concentration of community facil ities, forming a community hub for the broader Waterloo Precinct.

Recognising the particular opportunities and constraints associated with a mixed tenure renewal area that incorporates social, affordable and private housing, GHD has recommended that future social infrastructure be:

▪ flexible

▪ planned in partnership with local service providers who understand the needs of the local

community

▪ well-located relative to public transport

▪ be co-located with other facil ities.

The proposal is consistent with these recommendations. It should however be noted that partnership with local service providers most appropriately occurs as part of the subsequent, detailed design

process to ensure alignment with their needs. Developer contributions will be made in accordance with the City of Sydney Developer Contributions Plan 2015.

SR: 8.9 Prepare an infrastructure schedule for local infrastructure including the funding arrangements,

potential land reservations, floor space provision, estimated costs, timing, and delivery responsibilities relevant to staging of the development. The schedule is to differentiate any works

that are needed to manage the impacts of the development.

A local infrastructure schedule has been prepared to outline local infrastructure that could be delivered to service demand from the concept proposal for Waterloo Metro Quarter (refer to Table 14)

The CoS Development Contributions Plan 2015 rates are proposed to apply to the Waterloo Metro Quarter, as they apply to the South Precinct, for loca l infrastructure. Under this, it is noted that:

▪ no contributions will be generated for s ocial or affordable housing, as allowed for under the Plan




Given the CoS Development Contributions Plan 2015 doesn’t specifically identify or anticipate Waterloo Metro Quarter SSP Study Area as a major redevelopment site, the works program of the contributions

plan may need to be revised to account for higher than anticipated population growth in this part of the City of Sydney. Any changes to the CoS Development Contributions Plan 2015 works program or infrastructure schedules will be the responsibility of City of Sydney Council.

Given that proposed public (or publicly accessible) infrastructure and facil ities aren’t currently identified in Contributions Plan 2015, any agreements that works in kind can offset financial contributions would be subject to review and endorsement by the City of Sydney, and to appropriate statutory agreements (such as a planning agreement). The potential infrastructure items in Table 14 are therefore provided

to indicate the potential scope of local infrastructure that would be delivered in, or would meet the needs of, the precinct.

Table 14 | Outline of local infrastructure associated with Waterloo Metro Quarter

Local infrastructure item Proposed funding mechanism Ownership / management

Multi-purpose community facility

(min. 2,000 m2) Developer works-in-kind

Depends on type of facility (may also

be state/regional infrastructure or

privately owned/operated, eg child care)

Cope Street slow traffic environment s 7.11 contributions or works in kind City of Sydney Council

Internal through site link from Cope

Street Developer works-in-kind Body corporate

Local road improvements S 7.11 contributions City of Sydney Council

Public recreation - active open space s 7.11 contributions, allocated to

proposed new or upgraded sports facilities as identified in Contributions

Plan 2015

City of Sydney Council

Public recreation – passive open space Publicly accessible plazas (Cope Street

and Raglan Street) in the precinct as

works in kind in lieu of s. 7.11

contributions

Body corporate

Public domain improvements Developer works-in-kind or s 7.11

contributions

Body corporate / City of Sydney

Council (ownership boundaries to be

determined)

Public art installation Developer works-in-kind Body corporate

SR: 8.10 Outline the proposed ongoing responsibilities and maintenance of any proposed open

space/connections, drainage reserves and community facilities

Responsibil ities and maintenance of local infrastructure is expected to occur in accordance with current CoS policy. Land or assets which are not dedicated to the CoS, such as the Cope Street Plaza, will be managed by the owner, which may be the NSW government or a body corporate. Conversely, land or

assets that are already owned or are dedicated to the CoS such as footpath and drainage infrastructure within public roads, will be the responsibility of the CoS.

SR: 8.11 Consult with the City of Sydney to achieve agreement on the provision and responsibilities for local

infrastructure and outline details of any agreements with the City of Sydney Council for public use of community facilities

Engagement has occurred with the CoS in terms of principles informing the planning, delivery and

management of local infrastructure. This has resulted in extensive new public domain, including the


Cope Street Plaza, and not less than 2,000 square metres being provided at podium levels for community and other social infrastructure providers. Detailed agreements between Sydney Metro as

the current landowner, future land owners / developers and the CoS, potentially with the involvement of UrbanGrowth NSW, will occur as part of the subsequent, separate development application, assessment and determination process .

SR: 8.12 Outline the scope and mechanism for development contributions to fund the infrastructure identified

in the schedule having regard to existing contributions plans, including the City of Sydney Development Contributions Plan 2015

The existing RWA contributions planning framework, which includes the Contributions Plan 2006 and

the Affordable Housing Contributions Plan 2006, does not envisage or appropriately plan for the scale of growth proposed for the Metro Quarter. On this basis, it is proposed to adopt the CoS Development Contributions Plan 2015 rates, as they apply to the South Precinct, for loca l infrastructure. Under this, it

is noted that:

▪ no contributions will be generated for social or affordable housing, a s allowed for under the Plan



Contributions to State infrastructure will be pursued through a SIC currently being prepared by the DPE.

6.9 Utilities

AECOM has prepared a Util ities and Infrastructure Servicing Study (refer to Attachment 7).

SR: 9.1a Provide a utilities and infrastructure servicing report identifying:

▪ existing capacity, proposed on-site generation / water recycling and required capacity and augmentations needed for the proposal

▪ sustainability and climate change adaptation measures (including Water Sensitive Urban Design

(WSUD)

▪ measures to manage increasing heat and changing rainfall patterns and staging

SR: 9.3 Prepare a utilities and infrastructure servicing report that outlines the development yield, peak

demand and generation forecasts, staging information and includes a high-level assessment of the

capacity of:

▪ the Ausgrid electrical network requirements to service the development (including onsite generation and storage) and outline the likely impacts on the broader Ausgrid electrical network.

This will include direct engagement with Ausgrid on the high-level impacts to ensure early understanding of energy requirements, planned on-site generation, energy storage and visibility of any network augmentation requirements including facility site requirements, easement requirements and asset relocations;

▪ a study of forecast transport peak energy demand requirements including the proposed Waterloo

Metro Station and potential use of electric vehicles

▪ the capacity of Sydney Water’s network to service the development and the proposed servicing

options considered for the development. Outline any integrated water cycle management and /

or sustainability initiatives proposed for the development, including any proposed alternative water supply, proposed end uses of drinking and nondrinking water and proposed water conservation measures


Potable water

Potable Water is supplied by Sydney Water through the Potts Hill Trunk Delivery System incorporating

the Potts Hill Reservoirs and Crown Street Reservoir. Factoring in a ±15% range in development yields, the Maximum Day Demand (MDD) could vary between 350-450 kL per day.

The report shows the location of potable water connections to the quarter from existing surrounding trunk lines required to cater for forecast demand.

Wastewater

Sydney Water wastewater facil ities service the quarter which is processed through the Malabar Sewage Treatment Plant Network (Botany).

Sydney Water have indicated that the trunk system has the capacity to service the potential development scenarios. Nonetheless, several carrier mains running to the trunk system from the Waterloo Metro Quarter study area may require amplification. Hydraulic modelling will be required during detailed design as part of the separate, subsequent development application stage to confirm

the scope of any lead-in infrastructure upgrades. Factoring in a ±15% in development yields, the Average Dry Weather Flow (ADWF) per Equivalent

Population (EP) could range between 2.0-2.8L/s. The report shows the location of wastewater connections to the quarter from existing surrounding trunk lines to cater for forecast demand (as shown in Figure 69).

Figure 69 | Wastewater connections plan

Source: AECOM

Electricity

Electricity servicing the quarter is provided by Ausgrid and is located within the Eastern Suburbs load area.

The overall peak electrical demand for all buildings and carparks following development has been estimated to be 6.6MVa. Considering a +15% range in development yields, the peak electrical load

increases to approximately 7.6MVa. Due to supply l imitations, connection to Zetland Zone Substations is infeasible. However, there is capacity to provide a temporary connection to Green Square via 11kV feeders. This connection could be

carried out cost effectively via integration with the upcoming RMS road widening project along McEvoy St.


Existing aerial infrastructure will be relocated underground.

The report shows the location of electricity connections to the quarter from existing surrounding trunk lines to cater for forecast demand. While it is not planned to incorporate any on-site electricity generation, storage and / or transmittal to

the broader electricity grid, this does not preclude this from being proposed as part of the subsequent detailed design stage.

Gas

Jemena has indicated that they have the ability to service the study area. In accordance with standard

procedures, confirmation of capacity and potential required upgrades will be received when formal connection applications are received.

Factoring in a ±15% range for development yields, the gas demand could vary from 960-1,310m3/day which includes the BASIX reduction. The report shows the location of gas connections to the quarter from existing surrounding trunk lines to

cater for forecast demand.

Data and telecommunications

A number of communication providers have assets running adjacent to and intersecting the Waterloo

Metro Quarter study area:

▪ NBN Co, NSW/ACT

▪ Nextgen, NCC – NSW

▪ Optus and/or Uecomm, NSW

▪ PIPE Networks, NSW

▪ Telstra NSW, Central

▪ Verizon Business (NSW)

▪ Vocus Fibre Pty Ltd (NSW).

Due to the scale of development expected on the site it is expected that new telecommunications

servicing will be provided by the National Broadband Network (NBN).

Waste

AECOM recommends that source separation of materials be provided within the Metro Quarter to assist

in material reuse and improve recycling. Appropriate containers and bins would be provided on all levels across the site during operation for garbage and reusable/recyclable materials. These containers would be clearly marked and identifiable

to staff/caretakers (where applicable) and the public to encourage correct waste separation. All containers and bins would be placed in allocated waste hol ding areas. The following waste streams wil l be source-separated at the proposed development:

▪ Garbage

▪ Comingled recyclables.

Water recycling

Under the draft DCP, development on the Metro Quarter will be encouraged to exceed BASIX targets

for water. AECOM has identified that there are a number of ways in which a demand on mains potable water can be reduced and this outcome achieved, i ncluding:


▪ Onsite rainwater reuse

▪ Green walls and green roofs

▪ High efficiency water fixtures

▪ Stormwater harvesting and water recycling.

The subsequent detailed design will be required to propose an appropriate strategy that achieve this

DCP requirement.

ESD

Although Sydney Water does not provide recycled water to the Waterloo Metro Quarter, the adjacent Green Square Town Centre includes a privately operated recycled water scheme. There may be

opportunities to extend this system to the Metro Quarter. Future detailed development applications relating to the Metro Quarter may consider the opportunity to integrate with this scheme.

The Australian Technology Park is an adjacent precinct which currently has recycled water infrastructure including reticulation within roads and dual pipes within buildings that could supply non -potable uses. Should the Waterloo Precinct be water positive then the Australian Technology Park could serve as a potential source of recycled water demand. Future detailed development applications for the Metro

Quarter may consider the opportunity to integrate the system used in this existing scheme.

Peak transport

The proposed Waterloo Metro Station is currently being developed by Sydney Metro and as a part of

their works they are continuing to develop and refine their required electrical loads. It is understood that Sydney Metro is bringing in separate cabling and infrastructure to support the proposed use by the transport infrastructure (including the trains) and that this would be unsuitable for the purposes of the retail and residential components of the proposed Waterloo Metro Quarter.

An allowance for 10 electric vehicle charging points has been allowed for in the development however this is subject to further design development.

Urban heat island effect

The primary initiative to reduce the urban heat island effect, and respond to climate change and its impact on the level of comfort in outdoor public domain, is to require that tree canopy covers a minimum of 20% of streets adjoining the Metro Quarter. Green roofs and walls can also assist.

SR: 9.2 The water utilities component must be prepared by a suitably qualified hydraulic consultant. The

power utility requirements must be prepared by a suitably qualified (ASP) consultant

The water and power util ities components of the report have been prepared by suitably qualified

consultants working with AECOM.

SR: 9.4 The utilities and infrastructure servicing report should also identify the location of Ausgrid, Sydney

Water and other services or assets in the precinct and provide proposals to mitigate the asset risks

related to the development of the site.

The report identifies and maps the location of existing services and assets such as those owned and operated by Sydney Water and Ausgrid, and shows the location of potential connections to adjacent

trunk mains to service the Metro Quarter.

SR: 9.5 Integrate outcomes of the ESD Study to ensure optimisation of sustainable infrastructure

opportunities.

The AECOM report provides a range of recommended ESD initiatives. The intent of these initiatives is to establish an integrated sustainable infrastructure network to:


▪ reduce energy consumption

▪ reduce carbon emissions

▪ minimise greenhouse emissions

▪ reduce the urban heat island effect

▪ improve air quality

▪ improve absorption of carbon.

Initiatives include achievement of a 6 Star Green Star Communities rating, incorporation of rainwater and stormwater harvesting tanks. These objectives and initiatives have been incorporated into the DCP under the topic of Sustainability Infrastructure.

SR: 9.6 Ensure compliance with current utility design standards which require all new power, communication

and other utilities within new development areas to be underground.

All existing and new electricity facil ities and connections within the adjoining public domain and within

the Metro Quarter will be located underground in accordance with CoS requirements.

6.10 Climate change mitigation and adaptation

AECOM has prepared a Climate Change Adaptation Report and an Ecologically Sustainable Development Report for the Metro Quarter Precinct (refer to Attachment 9 and Attachment 13).

SR: 10.1 Undertake a sustainability assessment of the proposal, reflecting the directions outlined in the ‘NSW

Climate Change Policy Framework’, October 2016, and draft Central District Plan ‘Creating an efficient Central District’ to achieve net-zero carbon emissions by 2050. Investigate options for achieving both net zero buildings and a net zero precinct.

Options toward net-zero carbon 2050

AECOM has investigated pathway options towards a net-zero precinct by 2050 based on a series of assumptions and a longer-term view on the market with respect to energy, water, transport and waste. The pathway towards zero carbon will l ikely occur over a trajectory through a combination of energy

efficiency measures, low emission transportation, uptake of on-site and off-site renewable energy, and purchase of accredited carbon offsets. In seeking out the role of the Waterloo Project in supporting of facil i tating this pathway to support the

transition toward net-zero carbon 2050, scenarios of potential pathways (see Table 15) have been assumed to provide insight into what Waterloo needs to consider now to enable the respective pathways.

Table 15 | Pathways to carbon neutrality by 2050

Scenario Description

Net-zero emission Electricity grid Under the 2050 net-zero emissions target, the NSW electricity network

becomes zero emissions through transition of the generation mix. Therefore, all electricity consumption would be zero emissions. Any waste emissions

will be offset through purchase of accredited Australian carbon offsets.

Grid still running with low carbon

intensity.

Between 2022 and 2050 energy efficiency improvements at the Quarter is

40% more energy efficient than in 2022 and 20% additional super-efficient

solar has been installed on western façade. This now means that the

development generates more than it can use on an average day. A cheap

battery pack is now needed to store the excess energy generated during the

day for use within the Metro Quarter at night. Metro Quarter is still connected to the grid for security and resilience however the grid has a small


amount of carbon left on it. With the current efficiencies and solar with the battery. Metro Quarter is operating at Net-Zero carbon over the year.

Grid still running at high carbon

intensity

Significant energy efficiency actions have been taken on the Metro Quarter

as energy prices are very high and the payback of energy efficiency is one of

the best investments you can make. Some new solar is providing some

additional generation however the development still relies on the grid for

50% of its power needs. Any waste emissions will be offset through purchase of accredited Australian carbon offsets.

Micro-grid ESCO The Metro Quarter has had a micro-grid operator for the last 20 years who

sells energy as a service rather than as kilowatt hour (kwh) to all users. This

micro-grid operator manages all the carbon intensity and is, like all reputable

micro-grid operators, certified 100% renewable. The operator is also

fundamentally incentivised to reduce the kwh for the unit of service as the

kwh’s are so incredibly expensive so the Estate is running very efficiently.

SR: 10.2 Provide a Climate Change Adaptation Report which details how the proposal will address social,

environmental and economic effects of climate change on future communities (see NSW and ACT

Regional Climate Modelling: NARCLIM), including designing to manage changing temperatures and rainfall patterns through the integration of vegetation (existing and future), permeable and reflective surfaces, and Water Sensitive Urban Design.

A range of adaptation actions and responses have been identified to mitigate and address the risks associated with climate change and the transformation of the Metro Quarter. These are summarised below.

Social

A number of actions have been considered to address the social effects of climate change on future communities. Key initiatives include the provision of natural shade (trees) and community gardens to encourage stronger social networks and improved health amongst residents. Additionally, the provision of water sensitive urban design (including pervious pavement and OSD) will help minimise flood risks

during an extreme event, including decreasing the risk of an incident during an evacuation.

Environmental

Environmental effects can be minimised through the provision of vegetation across the Metro Quarter.

This would help reduce the urban heat island effect, improve stormwater quality discharge and provide habitat for urban-dwelling species.

Economic

With respect to economic effects, the provision of green roofs, orientation of units (based on solar and

wind exposure), solar PV and rainwater tanks would allow for increased efficiencies with heating/cooling and watering, resulting in decreased util ity costs for residents and tenants. Also the provision of a centralised heating/cooling system would further reduce the need for residents to have a

single split system within each unit. A centralised system woul d serve to help improve efficiency and decrease util ity costs.


SR: 10.3 Assess the potential impacts of climate change on vulnerable groups, including older people, and

mechanisms for implementing mitigation strategies.

Climate change may result in exacerbated impacts for vulnerable members of the population. Through the risk identification process, potential risks to these vulnerable groups were identified with a relative risk rating assigned. These include:

Extreme heat

▪ Extreme heat events result in impacts to vulnerable groups primarily through increased util ity costs

and heat stress events. Mitigation measures include the provision of natural shade trees, community gardens and water sensitive urban design. Provision of vegetation across the Metro Quarter would also assist in reducing the urban heat island effect and improving stormwater quality

discharge.

Rainfall

▪ Flood modelling has shown that the surrounding catchment is already constrained by development

and there is l ittle or no ability for any adverse flood impacts resulti ng from the proposed development on the site to be absorbed. These flood events could potentially impact on residents and commuters travelling to, from and within the Metro Quarter. As a result, each building will contain an on-site stormwater detention tank, to both capture incoming flow and reduce the peak

outflow from the site. This will in turn not only help reduce risks to those within the Metro Quarter, but also will also assist in offsetting any potential adverse impacts downstream. Providing onsite stormwater detention to capture incoming flow and reduce peak outflow will assist in reducing

risks and also contribute to offsetting any potential adverse impacts downstream.

Flooding

▪ Potential emergency response measures have been considered to assist in reducing the

consequences of flood risks. For the Waterloo precinct, this will primarily rely on adopting an

appropriate Flood Planning Level (FPL), and ensuring that developments are sufficiently raised to enable a shelter in place strategy to be effective. In the case of the Metro Quarter, this has required that access to the Waterloo Station box be elevated above the PMF level. Residential areas are expected to be raised to this level also.

SR: 10.4 Undertake a sensitivity analysis to address the impact of climate change due to increased

temperatures, extreme heat events and changing rainfall patterns integrated with the Water Quality,

Flooding and Stormwater Study.

The concept proposal has been designed to account for the flood risks prevalent throughout and surrounding the site including incorporating a potential 10% increase in the ARI to account for climate change. Proposed ground levels (for both residential and commercial) and orientation of access for both

residents and underground services (i.e. car park) will be raised to ensure there are no floodwater breeches from significant storm events particularly at Metro and building entrances. This sensitivity testing for climate change with regard to flooding would be further refined during

detailed design, with specific electrical and other critical systems being sited appropriately in response to the resulting of these tests. Further information regarding the sens itivity testing including base line conditions, assumptions and additional detail can be found within the Water Quality, Flooding and

Stormwater Report (AECOM, 2018). While sensitivity testing has not been undertaken for increased temperatures and/or extreme heat, util ising data prepared by the City of Sydney, the area around the Metro Quarter currently experiences

lower temperatures when compared with the whole of the City of Sydney. As part of the Urban Forest Strategy, the Metro Quarter will provide substantial tree coverage further contributing towards mitigating the urban heat island effect resulting from climate change.


SR: 10.5 Demonstrate consideration of the Urban Green Cover in NSW Technical Guidelines (OEH, 2015).

The Office of Environment and Heritage’s (OEH) Urban Green Cover in NSW Technical Guidelines (2015)

has been considered by the Ecologically Sustainable Development Study (Attachment 13). This is part of the NSW Government’s intent to minimise and accommodate the impacts of climate change to communities, health services and local infrastructure.

The Guidelines recognise the need for urban environments to withstand projected increase in ex treme heatwaves, intense storms and localised flooding. OEH includes among urban green cover a r ange of strategies such as vegetated and reflective roofs, green walls, street plantings, permeable and reflective

road surfaces, and cool open spaces and parks . These are mostly low-cost approaches to cooling urban environments while providing ecosystem s ervices such as stormwater management, clean air and biodiversity habitat in addition to reduced energy costs for cooling. The guidelines are meant for

integration in strategic plans, development control plans, public domain guidelines or urban design studies.

SR: 10.6 Demonstrate compliance with BASIX and investigate opportunities to deliver beyond-compliance

BASIX scores.

The residential buildings within the Waterloo Metro Quarter are classified as ‘high-rise’ under BASIX and are required to demonstrate compliance with the minimum BASIX Energy target of 25 and minimum

BASIX Water target of 40. Going beyond compliance is reasonable and achievable, particular ly given the reduced underground car parking provision. This results in reduced ventilation requirements which is typically very intensive and

is a primary factor behind the lower compliance target for high rise buildings compared to detached buildings. There are a number of initiatives to consider to achieve beyond minimum compliance:

▪ Provision of centralised hot water, heating and cooling systems

▪ Installation of photovoltaics systems

▪ Optimising the number of l ifts and installing stairs

▪ Optimising design of common areas to minimise mechanical ventilation, HVAC and lighting

requirements

There are also initiatives on reducing potable water demand that should be pursued to meet and achieve beyond the BASIX Water compliance:

▪ Drought-tolerant, low water use vegetation in gardens & green roofs to reduce irrigation water use

▪ Designing in high efficiency water fixtures rated at 4, 5 or 6 s tar WELS, depending on the fixture

type

▪ Inclusion of high water efficiency appliances such as dishwashers and laundry machines as a

package with the apartment, or offer financial incentive for residents to purchase high effi ciency

appliances.


6.11 Aboriginal cultural heritage

SR: 12.1 Prepare an Aboriginal cultural heritage study to identify and describe the Aboriginal cultural heritage

values that exist across the whole area that will be affected by the development and document these in the study. This may include the need for surface survey and test excavation. The identification of cultural heritage values should be guided by the Guide to investigating, assessing and reporting on

Aboriginal Cultural Heritage in NSW (DECCW, 2011).

Aboriginal cultural heritage, and the archaeological potential of the Waterloo Metro Quarter, have been

previously assessed in detail in the following studies:

▪ Archaeological & Heritage Management Solutions (AHMS) 2015, Central to Eveleigh Corridor:

Aboriginal and Historical Heritage Review, Final Report

▪ Archaeological & Heritage Management Solutions (AHMS) 2015, Opportunities for Interpretation in

the Central to Eveleigh Corridor, Final Report

▪ Artefact 2016, Sydney Metro City & Southwest, Chatswood to Sydenham: Historical Archaeological

Assessment and Research Design

▪ Artefact 2016, Sydney Metro City & Southwest, Chatswood to Sydenham: Aboriginal Cultural

Heritage Assessment

▪ Artefact 2016, Sydney Metro City & Southwest, Chatswood to Sydenham: Aboriginal Heritage –

Archaeological Assessment.

Aboriginal people have historically been attracted to Redfern and surrounds from regional NSW and

other parts of Sydney by the possibility of jobs and by the potential to be part of a strong and vibrant community. Redfern and South Sydney have become an important centre of Abori ginal creativity, sports prowess and activism. The studies suggest there are a number of important overarching story l ines

which can be further developed, for example as part of an interpretation strategy, to highl ight the importance of Redfern and Waterloo to Aboriginal people. This includes:

▪ Aboriginal diaspora histories.

▪ Redfern and Waterloo as places of freedom, activity, achievement, activism and creativity.

▪ The importance of the Eveleigh Railway Yards for employment generally, but particularly for

Aboriginal workers.

▪ The natural and cultural environment, pre-European settlement.

▪ The locality being a place of multi -culturalism.

Assessments undertaken for the Waterloo Metro Station conclude that no Aboriginal s ites have been identified in the Metro Quarter or would be impacted by the proposed works at Waterloo Metro

Station. However, there remains the potential for Aboriginal objects to occur in the sub-surface archaeological deposits where there are surviving portions of a horizon A sands that have not been impacted by construction of basements and underground car parks. Intact Aboriginal archaeological deposits within the region area are extremely rare and would be of high research significance.

It is also possible that out of context Aboriginal artefacts may be present in the layers of fi l l used in the area. Any such artefacts would not be likely to demonstrate high archaeological significance as they would not have the potential to provide accurate informati on or answers to relevant research

questions.


SR: 12.2 Where Aboriginal cultural heritage values are identified, consultation with Aboriginal people must be

undertaken and documented in accordance with the Aboriginal cultural heritage consultation

requirements for proponents 2010 (DECCW). The significance of cultural heritage values for Aboriginal people who have a cultural association with the land must be documented in the study.

A distinct and targeted Aboriginal engagement program was commissioned by FACS as part of the

Waterloo visioning engagement and was undertaken by Balarinji (an indigenous owned strategy and

design agency). Engagement was focussed on gathering input from local Aboriginal people and organisations, including those who live, work or otherwise have a connection with Waterloo. For the Aboriginal community, connection to culture and a strong sense of community emerged as recurring priorities.

The most frequent responses from the targeted Aboriginal survey were to:

▪ acknowledge and celebrate the Aboriginal culture and history of the area: 70%

▪ create a safe and healthy place to l ive: 43%

▪ provide local education and childcare facilities: 39%

▪ provide a mix of social, affordable and private housing and provide local jobs and employment

opportunities: 30%.

These outcomes have informed the design approach to the Metro Quarter, in particular DCP requirements addressing aboriginal cultural heritage in the public domain in the form of artworks.

SR: 12.3 Impacts on Aboriginal cultural heritage values are to be assessed and documented in the study. The

study must demonstrate attempts to avoid impact upon cultural heritage values and identify any conservation outcomes. Where impacts are unavoidable, the study must outline measures proposed

to mitigate impacts. Any objects recorded as part of the assessment must be documented and notified to OEH

As noted in the response to SR: 12.1 above, there is potential for Aboriginal objects to occur in sub-

surface archaeological deposits within the Metro Quarter. Further archaeological investigations, which

may include archaeological test / salvage excavation, are recommended where surviving Quaternary sands are identified in the Metro Quarter. These investigations will need to occur in accordance with legislative requirements, typically as part of the development assessment process when physical works

are proposed.

SR: 12.4 Prepare the required DCP provisions.

The DCP includes a requirement that aboriginal cultural heritage be recognised and celebrated, as

appropriate, in the Metro Quarter as part of a broader public art plan. There is no need to repeat existing legislation covering archaeological artefacts in the DCP. Legislative requirements in relation to impacts on Aboriginal relics, items and objects are covered by the NSW

National Parks and Wildlife Act, 1974, and generally require assessment and approval for any impacts in association with development applications.

6.12 Biodiversity

Ecological Australia has prepared a Flora and Fauna Study for the Metro Quarter (refer to Attachment 12). This assessment addressed:

▪ The statutory framework

▪ Baseline investigation of the site

▪ Flora and fauna impact assessment.


SR: 13.1 Assess and document biodiversity impacts in accordance with the Framework for Biodiversity

Assessment, unless otherwise agreed by OEH, by a person accredited in accordance with s142B(1)©

of the Threatened Species Conservation Act 1995.

No threatened fauna listed under the Threaten Species Conversation (TSC) Act or Environmental

Protection and Biodiversity Conservation (EPBC) Act were recorded during the site inspection of the Metro Quarter, nor were any non-threatened fauna species of local significance (UESAP), fauna species

in decline (SSROC CCB), or charismatic fauna species (SSROC CCB) recorded. The field survey confirmed that the study area does not contain any native vegetation communities indigenous to the area. Therefore, the assessment of impacts using the Framework for Biodiversity

Assessment (FBA) is not considered appropriate for the proposed development. Correspondence between ELA and OEH confirmed that the FBA would not be appropriate for this Project, and a Flora and Fauna Assessment report is suitable. The report presents an asses sment and responds to the

Biodiversity and Urban Ecology requirements of the Study Requirements. A summary of the potential impacts is provided below:

▪ Vegetation - The proposed works would remove a total of 70 square metres of planted native and

exotic vegetation, primarily canopy trees al ong the border of the study area.

▪ Threatened ecological communities - No threatened ecological communities (TECs) or

communities of conservation significance or natural vegetation communiti es were identified within the study area during the site inspection, and based on the Likelihood of Occurrence assessment,

are unlikely to occur

▪ Threatened flora - No threatened flora l isted under the TSC Act or EPBC Act, or threatened flora

referred to in the UESAP or SSROC CCB, were recorded during the site inspection, and based on the likelihood of occurrence assessment, are unlikely to occur

▪ Grey-headed Flying Fox - The Assessment of Significance concluded that the proposed works is

unlikely to constitute a significant impact on Grey-headed Flying-fox

▪ Potential habitat for small birds - The proposed works would remove 0.007 ha of marginal

potential habitat for small birds. The potential habitat within the study area is marginal as it only

includes canopy trees and lacks ground and mid-storey structure important for many small bird species. The amount of potential habitat to be removed is marginal relative to similar potential habitat for small birds in the region.

6.13 Urban forest

Arterra has prepared an Urban Forest Study (refer to Attachment 11).

SR: 14.1 This study requires a Project Arborist qualified in arboriculture to Australian Qualifications

Framework (AQF) level 5 or above and have at least 5 years demonstrated experience in managing trees within complex development sites.

This Urban Forest Study has been prepared by Robert Smart from Arterra Design Pty Ltd, who is a member of the International Society of Arboriculture - Australian Chapter and also a Registered Consulting Arborist with Arboriculture Australia and a l icenced Quantified Tree Risk Assessment practitioner (AQF Level 5). Robert Smart has 25 years experience in managing trees in complex

development sites.

SR: 14.2 Provide a preliminary arboricultural report that identifies tree location, condition, quality, life

expectancy and indicative Tree Protection Zones to enable the urban design to minimise impacts to

trees.

shows the location of existing trees within the quarter and in the adjoining public domain to be retained. Attachment 6.1 Schedule of Existing Trees – Metro Quarter of Attachment 11 provides a

comprehensive overview of these existing trees.


There are currently no existing trees within the quarter. There are 45 existing trees within the adjoining public domain. Al l of these trees are street trees.

No historically significant trees were evident in the aerial images from 1943 within or adjacent to the Metro Quarter.

A large majority of the existing trees are of ‘low’ retention value trees due to their small size or because they have been significantly misshapen by overhead power line clearance pruning. If retained, they are unlikely to sufficiently recover their form and become worthwhile contributors to the urban forest.

Figure 70 | Exis ting canopy cover

Source: Arterra

SR: 14.3 Undertake an arboricultural impact assessment for the proposal outlining trees to be removed or

retained and the possible impacts on the trees to be retained including allowing for future construction methodology.

Arterra has identified 28 trees within the public domain adjoining the quarter for retention. Importantly all six (6) of the identified ‘high’ value trees are proposed to be reta ined and only one (1) moderate value tree is proposed for removal (refer to ).

To supplement these retained trees, it is proposed to plant an additional 90 trees (refer to Figure 72). They are l ikely to be a mixture of approximately 12 different species. These are mostly large to medium sized trees and generally comply with the current CoS Street Tree Master Plan’s suggested species.

Some trees that flower and are seasonally deciduous have been included for interest and to provide solar access in cooler months.


Figure 71 | Retention value of existing trees

Source: Arterra

SR: 14.4 The plan for the retention of existing and provision of new trees is to consider:

▪ The capacity of the public domain and urban design approach to protect existing trees and allow for the growth of new trees;

▪ Species selection that maximises solar access during winter;

▪ The provision of sufficient soil volumes and quality (including within the private domain) provide

for long term tree health;

▪ Canopy design concepts that consider expanded verges and central verges (through setbacks,

reduced carriageway or widened reservation) to increase planting, incorporation of landmark

large scale trees in key locations and street gardens and low plantings to improve streetscape amenity; and

▪ Coordinate outcomes of the Public Domain Design, Urban Design, Utilities (ensure overground

utilities are undergrounded), Wind (ensuring that trees are not expected to be the wind

mitigation device) and transport parts of this study.

SR: 14.6 Provide an indicative tree and planting strategy across the site, accounting for biodiversity and

habitat considerations that includes:

▪ a tree sensitive public domain and that protects existing trees, and allows for the growth of new trees;

▪ species selection that maximises solar access during winter; and,

▪ sufficient soil volumes and quality are provided for long term tree health.

Figure 72 provides an indicative public domain tree planting strategy for the quarter. The strategy is guided by the following objectives:

▪ provide a resil ient, healthy and diverse urban forest

▪ an integrated and systematic long-term strategy that promotes trees as critical infrastructure and

assets

▪ retains and protect existing trees and canopy cover


▪ educates community and promote benefits of urban forest

▪ appropriate and targeted additional tree planting to meet CoS and industry best practice targets.

Key elements of the strategy include:

▪ a mix of street tree species based on the CoS Street Tree Masterplan to encourage diversity

between native and exotic, deciduous and evergreen trees

▪ low growing understorey species have been selected to further define the streetscape, social

spaces and provide habitat within an urban environment, increasing local biodiversity and to avoid obstruction of sight l ines across the site and along streets providing for a safe and healthy environment

▪ tree plant selection includes species of the threatened Eastern Suburbs Banksia Scrub of which was

prevalent in the local area prior to its European development

▪ with consideration to WSUD, open mass planted tree pits with fl ood tolerant species have been

integrated into the public domain to help prevent surface clogging and assist in pollutant removal via biological processes assisting with flood and stormwater management.

▪ provision of generous footpath widths along all adjoining streets to allow for street tree

establishment and growth

▪ within the Raglan Street Plaza and Raglan Street, planting of Angophora costata to provide shade at

ground level and al low sunlight into above build levels.

▪ within the Botany Road reserve, species such as Lophpstemon confertus will provide shade and a

healthy pedestrian environment

▪ within the Botany Road reserve, Robinia pseudoacacia ̀ Frisia’ will be setback from the kerb to avoid

conflict with awnings and bus movements

▪ expansion of the pedestrian public domain into existing street reserves through ‘social corners’ at

intersections and blisters along Cope Street to enable additional tree planting

▪ trees are not intended to primary wind mitigation devices

Note that additional plantings are possible in the podium level private communal open space, and are

encouraged along the western permitter of the podium in the DCP to soften the visual impact of built form when viewed from locations to the west, in particular the Botany Road public domain.


Figure 72 | Indicative public domain planting s trategy

Source: Arterra and Turf


SR: 14.5 Demonstrate how the project addresses the City of Sydney Urban Forest Strategy, in particular, the

following site specific targets:

▪ minimum canopy cover of 50% to streets, 25% to parks and 25% to private property;

▪ minimum species diversity targets of 40% family, 30% genius, and 10% species; and

▪ minimum distribution of tree heights of 10% small trees (3-5m), 45% medium trees (5-10m), 35%

large trees (10-20m) and 10% extra-large trees (20m+).

▪ Consult closely with City of Sydney

Performance against the CoS urban forest targets are outlined in the table below:

CoS Target Indicative concept proposal

Canopy coverage

Streets 50% 53%

Parks 25% n/a

Private 25% 11%

Species diversity

Family <40% 57%

Genus <30% 17%

Species <10% 17%

Heights

Small 10% 33%

Medium 45% 58%

Large 35% 9%

Extra large 10% 0%

Arterra notes that due to the nature of the future quarter as a highly urbanised transport node, in some respects it would be difficult for the quarter to achieve some of the criteria due to the lack of surrounding landscape area and the inability to provi de a wide range of tree types. It is also a relatively small area and therefore some statistics are going to be very skewed due to the low sample numbers.

Canopy coverage

The precinct achieves canopy coverage targets for the surrounding streets. While the overall potential canopy coverage for the Metro Quarter has been calculated at 23%, which is below the CoS target of

27%. The provision of additional planting on the podium l evels of the buildings, which has currently not been included, demonstrates that the overall canopy coverage for the Metro Quarter is capable of reaching this target.

Given its highly urbanised nature it is unrealistic for the private area to achieve the target of 25% canopy cover. The contribution of green roofs and other planting area on the podium levels of the building should provide sufficient compensation for the potential short fall of tree canopy cover.


Figure 73 | Tree canopy coverage of Waterloo Metro Quarter

Source: Arterra

Species diversity

The relatively small sample size and area skews the figures for this measure. There is a heavy reliance

on Myrtaceae family, which is very common and is reflective of the proposed street trees species that are desired under the current CoS street master plan and the extensive Eucalyptus and Corymbia species already existing along Cope Street. The diversity for the overall estate should moderate these

figures towards the desired outcome. Minimal capacity exists for extensive use of endemic trees in this area as they are potentially unsuitable for urban spaces in fully paved environments. In the opinion of Arterra, it is more important to ensure the right type of tree is proposed for the given urban situation and the spaces available and provided.

Heights

The relatively small sample size and area skews the figures for this measure. There is a heavy reliance on medium sized trees, which is reflective of the spaces and type of landscape created around the quarter. Minimal capacity exists for extens ive use of larger trees in this precinct. The dominance of

medium sized trees compared to small trees is welcome. In the opinion of Arterra, it is more important to ensure the right type of tree is proposed for the given urban situation and the spaces avai lable and provided.

SR: 14.7 Demonstrate that Council policies, strategies, master plans are complied with, including, Tree

Management Controls: SLEP; SDCP; Urban Forest Strategy; Tree Management Policy; Street Tree Master Plan; Urban Ecology Strategic Action Plan and Landscape Code.

The Arterra study has been undertaken with reference to CoS tree policy, in particular the Urban Forest Strategy (2013).


6.14 Urban ecology

Eco Logical Australia Pty Ltd has prepared a Flora and Fauna Study for the Metro Quarter Precinct (refer

to Attachment 12). This assessment addressed:

SR: 15.1

a,b,c

▪ identify any species that are of particular conservation significance (including threatened species

and locally-significant species identified in the City’s UESAP);

▪ determine the nature and extent of impacts to the urban vegetation and fauna, particularly those

of conservation significance (if present), that are likely to result from each stage of the development;

▪ outline the mitigation measures that will be employed to avoid or minimise such impacts,

including:

o clearing and relocating of any onsite indigenous flora and fauna prior to works commencing;

o protecting of any significant habitat features; and

o restoration/creation of compensatory habitat for any important habitat features removed/disturbed as a result of the development.

The Flora and Fauna Study identified potential remnant and naturally occurring threatened ecological

communities and communities of conservation significance identi fied in City of Sydney’s Urban Ecology Strategic Action Plan (UESAP). Eight priority threatened fauna species/groups are also identified by the UESAP, which includes threatened speci es, along with other species generally uncommon in urban areas.

Vegetation

The proposed works would remove a total of 70 square metres of planted native and exotic vegetation, primarily canopy trees along the border of the study area.

Approximately 60 square metres of native species including canopy species Lophostemon confertus (Brush Box) and Melaleuca quinquenervia (Broad-leafed Paperbark; also an endemic species) would be removed by the proposed works.

Approximately 10 square metres of exotic species, including canopy species Platanus orientalis (Oriental Plane Tree) and Robinia pseudoacacia 'Frisia' (Black Locust), would be removed by the proposed works.

Threatened ecological communities

No threatened ecological communities (TECs) or communities of conservation significance or natural vegetation communities were identified within the study area during the site inspection, and based on the Likelihood of Occurrence assessment, are unlikely to occur (refer to Attachment A of Attachment

12).

Threatened flora

No threatened flora l isted under the TSC Act or EPBC Act, or threatened flora referred to in the UESAP or SSROC CCB, were recorded during the site inspection, and based on the likelihood of occurrence

assessment, are unlikely to occur (refer to Attachment A of Attachment 12).

Threatened fauna and fauna of local conservation significance

Pteropus poliocephalus (Grey-headed Flying Fox - GHFF) The proposed works would remove 60 square metres of potential foraging habitat for GHFF, including 8

Lophostemon confertus and 1 Melaleuca quinquenervia (a significant feed tree species; Eby and Law 2008).

An Assessment of Significance (AoS) under the TSC Act determined that the proposed works would n ot cause a significant impact to GHFF, and thus a Species Impact Statement is not required.


A Significance Assessment under the EPBC Act determined that the proposed works would not cause a

significant impact to GHFF, and thus referral to the Minister for Environment is not required. The Significance Assessment noted that according to the National Flying-fox Monitoring Program, no GHFF camps currently occur or have ever been recorded within the precinct. No important populations of GHFF are l ikely to occur within the study area.

The proposed works would remove 70 square metres of marginal potential habitat for small birds as a general group, as identified under the UESAP. The potential habitat within the study area is marginal as it only includes canopy trees, and lacks ground and mid-storey structure important for many small bird

species. The amount of potential habitat to be removed is marginal relative to similar potential habitat for small birds in the region. The study area does not contain any specific roosting habitat for birds such as hollow-bearing trees. Therefore, the proposed works is unlikely to cause a significant impact to small

birds as a general group identified by the UESAP.

SR: 15.1d ▪ provide recommendations and identify opportunities to create habitat features that will benefit

urban biodiversity. This report should identify, but not be limited to, what habitat features are to

be retained, species to be planted, and other habitat features are to be created.

Creating habitat features

The report has recommended that a range of native (endemic and non-endemic) canopy tree species be

retained where possible and planted throughout the streetscape bordering the study area. To enhance the availability of potential foraging habitat for GHFF and compensate for any GHFF foraging habitat to be removed by the proposed works, revegetation plans should consider planting

tree species identified in Eby and Law (2008) as high nectar-producing species and / or winter-flowering species. These trees are primarily within the Eucalyptus, Corymbia, Grevillea, and Ficus genera (Eby and Law 2008). Native high nectar producing species such as Banksia and Grevillea are also preferred foraging habitat for suburban nectivorous birds (French et al. 2005).

The study area is located adjacent to a ‘Biodiversity Corridor’ (refer to Figure 3 of Attachment 12), and by integrating native Australian species into the Concept Plan, White et al. (2005) identifies the benefit

native birds within the region as:

▪ Facilitating the movement of species across the urban landscape.

▪ Providing habitat that favours native bird species over indigenous bird species.

▪ Enhancing remnant vegetation in the region by blending edges between remnant vegetation and

the built environment (i.e. the edge of the ‘Biodiversity Corridor’), and reducing the degree of isolation between green spaces.

SR: 15.2 To achieve the City’s UESAP overall objectives, for this site it is considered appropriate that mid and

understorey plantings using locally native indigenous plants comprise of a minimum;

▪ 60% within the public domain; 70 species; and

▪ 40% within private property; 15 species.

Mid-storey and understorey planting

In accordance with the City of Sydney’s UESAP overall objectives for the Metro Quarter and Waterloo Estate combined, mid and understorey plantings using locally native indigenous plants comprise of a minimum:

▪ 60% within the public domain; 70 species; and,

▪ 40% within private property; 15 species.


Within the study area, the only available ground planting appears to be the podium roof private communal open space in the central eastern portion of the study area, and along roadside pathways.

Any plantings should contribute locally native indigenous plants within the public domain. Suggested native mid-storey species include:

▪ Acacia falcata (Hickory Wattle)

▪ Acacia longifolia

▪ Acacia myrtifolia (Myrtle Wattle)

▪ Boronia floribunda

▪ Indigofera australis (Australian Indigo)

▪ Hakea dactyloides (Finger Hakea)

▪ Kennedia rubicunda (Dusky Coral Pea)

▪ Kunzea ambigua (Tick Bush)

▪ Lambertia formosa (Mountain Devil).

Suggested native groundcover species include:

▪ Billardiera scandens (Hairy Apple Berry)

▪ Dianella caerulea (Blue Flax-lily)

▪ Juncus usitatus

▪ Lomandra longifolia (Spiny-heaeded Mat-rush)

▪ Pandorea pandorana (Wonga Vine)

▪ Poa labillardieri (Tussock)

▪ Smilax glyciphylla (Sweet Sarsaparilla)

▪ Sticherus flabellatus (Shiny Fan Fern)

▪ Themeda australis (Kangaroo Grass)

▪ Xanthorrhoea australis (Kangaroo Tails).

SR: 15.3 Integrate the findings of other urban biodiversity/ecology parts of this study and demonstrate how

these have shaped the plan for the site and how they contribute to meeting the City’s Urban Ecology requirements and targets.

Research has been undertaken to detail how urban biodiversity / ecology elements, such as native

streetscapes, urban green infrastructure, and nestboxes, can be integrated into the indicati ve concept proposal. This includes

Native Streetscapes

The Metro Quarter Public Domain Plan has included a diversity of native, exotic, deciduous and

evergreen trees across the streetscape within the study area. Street trees selection is in accordance with the City of Sydney Street Tree Masterplan, with the exception of Cope and Raglan Streets.

▪ Cope Street will support Corymbia eximia (Yellow Bloodwood), Corymbia maculata (Spotted Gum),

Banksia integrifolia (Coastal Banks ia), Syzygium paniculatum (Brush Cherry), Melaleuca

quinquenervia (Broad-leaved Paper-Bark).

▪ Raglan Street will accommodate Angophora costata Livistona australis

Street streets are predominantly native species, for example,


▪ Lophostemon confertus (Brush Box)

▪ Waterhousea floribunda (Weepi ng Lil ly Pil ly)

▪ Corymbia eximia (Yellow Bloodwood)

▪ Angophora Costata (Smooth barked apple)

▪ Corymbia maculata (Spotted Gum)

▪ Banksia integrifolia (Coastal Banksia)

▪ Syzygium paniculatum (Brush Cherry)

▪ Melaleuca quinquenervia (Broad-leaved Paper-Bark)

▪ Livistona australis (Cabbage Palm).

Examples of proposed exotic species include Robinia pseudoacacia (Frisia) and Jacaranda mimosifolia. The Metro Public Domain Plan also recommends predominately native understorey species including Dianella caerulea (Blue Flax Lily).

Urban Green Infrastructure

Urban Green Infrastructure such as nest boxes, and bee hotels can provide potential foraging and roosting habitat for native fauna species, along with additional non-biodiversity benefits recorded from the above projects:

▪ reduce cooling energy load, thermal impact, and ‘Urban Heat Island Effect’

▪ improved air quality

▪ absorption of carbon

▪ noise reduction

▪ aesthetic appeal.

6.15 Ecologically Sustainable Development (ESD)

AECOM has prepared an Ecologically Sustainable Development (ESD) Report for the Metro Quarter (refer to Attachment 13).

SR: 16.1 Provide an Ecologically Sustainable Development Report which details how ESD principles (as defined

in clause 7(4) of Schedule 2 of the Environmental Planning and Assessment Regulation 2000) will be incorporated, specifically:

▪ identify performance benchmarks to allow sustainability to be considered in site planning,

building design and in the construction and operational phases of the development to achieve best practice sustainability outcomes; and

▪ commitment to compliance with a nationally recognised rating system (e.g. Green Star –

Communities).

Performance benchmarks

Performance benchmarks have been identifi ed within the ESD Report (Attachment 13) to allow sustainability to be considered in site planning, building design and in the construction and operational

phases of the development to achieve best practice sustainability outcomes. This has included sus sustainability standards mandated by BASIX in residential developments by assessing the consumption of mains supplied water, energy and thermal performance. These standards

are prescribed under a State Environmental Planning Policy (SEPP), which in turn is implemented under the Environmental Planning and Assessment Act 1979.


ESD principles

The principles of ecologically sustainable development as defined in clause 7(4) of Schedule 2 of the

Environmental Planning & Assessment Regulation 2000 (EP&A Regulation 2000) have been considered throughout the planning process and have yielded sustainability initiatives to be integrated into the design of the indicative concept proposal . The consideration of these sustainability initiatives took into account the context of site, the desired sustainability outcomes and cost-effectiveness of the initiative

in achieving the outcomes In considering how to effectively demonstrate an alignment with the principles of ESD of the EP&A Regulation 2000. The GBCA’s Green Star Communities (GSC) National Framework was identified as the

most appropriate framework for considering suitable sustainability performance benchmarks to achieve best practice sustainability outcomes. The concept proposal has sought to align the design response against the Green Star Communities National Framework which broadly covers the following themes:

▪ Enhance liveability

▪ Create opportunities for economic prosperity

▪ Foster Environmental Responsibility

▪ Embrace design excellence

▪ Demonstrate visionary leadership and strong governance.

These framework principles have informed a set of desired outcomes for the Metro Quarter Precinct

and identified relevant actions that have been taken at this stage of the design process and been embedded into the concept proposal (see Table 16).

Table 16 | ESD framework principles and incorporation in the concept proposal

Framework

Principle

Embedded into concept proposal

Enhance liveability

Affordability ▪ A commitment to a minimum of 5% and up to 10% of the total residential dwellings

provided as affordable housing, and delivery of 70 social housing dwellings.

▪ Social and affordable housing designed to maximise natural ventilation and capture solar

gain for heating

▪ Car parking has been separated from the property title to reduce the cost of the property

▪ 15 car share parking spaces have been designated to provide means for low income

residents to access a private vehicle on an on-demand basis without the cost burden of

ownership

▪ Commercial co-working spaces provided to enable low-cost start-ups and small businesses

▪ Provision of on-street or underground car parking dedicated to car share vehicles


Healthy, safe and

secure ▪ Traffic-separated cycleways are provided to allow cyclists to safely and more effectively

travel in and out of the precinct

▪ Local cycleways connect into the wider cycleway network to provi de a means for workers

to commute to work and for residents to visit local parks and sporting grounds

▪ Over 1,300 bicycle parking spaces available within the Metro Quarter precinct, with 700 of

the spaces accessible to residents only

▪ Basic end of trip facilities (toilets and sinks) provided in the basement for residential cyclists

to use before and after trips

▪ The precinct will have footpaths for pedestrian traffic in line with the street hierarchy

▪ Master plan and urban design strategy has incorporated crime prevention principles

▪ Ensure that all public areas are visible from at least one street to encourage passive

surveillance and deter crime

Inclusiveness and

cohesiveness ▪ New homes for social, affordable and private residents are not distinguishable and a re

modern, comfortable, efficient, sustainable and adaptable

Adaptability ▪ Co-working spaces available to enable flexible workspaces/workhubs as well as create a

‘start-up’ culture

▪ All building entry points are oriented away from Botany Rd and Cope St wher e there is a

greater risk of flooding

▪ Canopy coverage over paved surfaces serves a as cost-effect means of mitigating urban

heat island effects – street trees provide areas of respite for pedestrians

▪ Residential areas will be raised above the Probably Maxi mum Flood (PMF) level to enable

an effective shelter in place strategy

Create Opportunities for Economic Prosperity

Education and

learning ▪ Local cycleways provide connection to nearby schools and universities

Employment

opportunities ▪ The provision of approximately 12,000 square metres of commercial, community and retail

GFA will increase the total number of jobs available in the local area

▪ Local cycleways connect into the wider cycleway network to provide a means for workers

to commute to work

▪ Integration with Metro Station to provide connection to other employment centres

Economic

investment ▪ The Metro Quarter will have high speed broadband connection available to all residents,

retail and commercial tenants

Innovation and

competition ▪ Co-working spaces available on the Metro Quarter will attract and enable entrepreneurial

start-ups and small businesses to set up and gain access to necessary business

infrastructure

Efficiency and

effectiveness ▪ Optimised size and spatial configuration of rooftop elements such as building plants and lift

overruns to maximise open up spaces for community use or solar PV.

▪ Solar PV to be mounted on awnings to unlock rooftop space for community use

▪ Car parking provisions are significantly below BAU standards for similar sized residential

buildings

▪ Kiss-and-ride zones will be available on precinct edges to allow rapid pick up and dropping

off of commuters, residents, and visitors to the precinct without the need to park – reduces

congestion on local roads


Foster environmental prosperity

Environmental enhancement and

conservation

▪ Green roofs considered on open podium areas to provide open space, recreation or

community vegetable gardens and high quality native vegetation.

▪ Water Sensitive Urban Design (WSUD) measures provided to retain and filter runoff from

development areas prior to discharge into existing watercourses

▪ Street tree canopy coverage maximised (minimum 23% coverage) to create sense of place

and improve microclimate conditions

Reducing footprint ▪ Green roofs considered on open podium areas to provide open space, recreation or

community vegetable gardens and high qua lity native vegetation.

▪ Water Sensitive Urban Design (WSUD) measures provided to retain and filter runoff from

development areas prior to discharge into existing watercourses

▪ Street tree canopy coverage maximised (minimum 23% coverage) to create sense of place

and improve microclimate conditions

▪ Solar PV system locations identified on rooftops and podiums have been estimated to

generate renewable energy to provide minimum 5% of precinct electricity use

▪ Buildings are rounded and oriented away from the west and Botany Rd to minimise

undesirable solar gain and noise from the road

▪ Building massing and spatial configuration designed to encourage cross ventilation through

the Metro Quarter, alleviating the impact of urban heat island effects

▪ High performance building envelope with shading on western façade to minimise

undesirable summer afternoon solar gain

▪ Common area hallways are naturally ventilated, avoiding overall HVAC energy consumption

▪ Rainwater/stormwater harvesting tanks to meet BASIX Water Requirements and

opportunities for additional tanks for beyond BASIX Water compliance. Rainwater can be

used to irrigate publicly accessible open spaces.

▪ Commitment to beyond compliance target for BASIX Water

▪ Detail water sensitive urban design considerations into the DCP

▪ Separated, but co-located residual waste and recycling chutes

▪ Residential and commercial/retail waste disposal rooms separate to avoi d overloading

issues

▪ ‘Nil parking’ approach adopted with parking spaces provided far below Sydney LEP rates -

15 car share-only spaces provided in the parking basement

▪ Over 1300 bike parking spaces provided throughout the development

▪ Traffic-separated cycleways provided and connected to the City of Sydney cycling network

▪ Bus routes and stops have been incorporated into the overall precinct concept plan

▪ Integrated design will seek to realise efficiencies in built form, facilities, amenities, parking

and peak load shifting to drive up material efficiency in the build.

Embrace design excellence

Effective planning

practices ▪ The planning process for Metro Quarter provides for advanced approaches to delivering a

more sustainable precinct through the SSP considerations.


Integrated design ▪ Centrally plumbed hot water system within building to provide more efficient delivery of

hot water

▪ Car parking basement is shared across the residential taller buildings to optimise use of

space

▪ Urban structure is coherent and provides connectivity between places

Flexibility and

adaptability ▪ Car parking spaces in basement can be reconfigured to provide more bicycle storage space

Desirable places ▪ Design of green walls and green roofs to provide amenity and improve microclim ate

conditions, creating comfortable spaces for recreation

▪ Green walls on precinct edge facing high-traffic Botany Rd to improve usual aesthetic and

provide ecosystem services such as air quality improvements and noise dampening

Accessible places ▪ Car parking basement is shared across the residential taller buildings improving accessibility

▪ All streets are paved for ease of pedestrian and disabled access

▪ Traffic separated cycleways to separate cyclists from pedestrians and vehicles

Demonstrate visionary leadership and strong government

▪ Development and adherence to the ecologically sustainable development framework

identified in this table

▪ Optimise the planning system to provide certainty to future developers and users as to the

sustainability expectations and desired outcomes for Waterloo

▪ Stakeholder engagement has been undertaken through the Technical Working Groups with

agencies and the City of Sydney. There have been community information and engagement

sessions. Further engagement will continue through the planning and development phases.

▪ The indicative concept proposal has taken a ‘nil parking’ approach proposes zero to

minimal private parking allocation. Bike parking spaces has been maximised in the design

to encourage uptake of cycling as the primary means of travel.

▪ The inherent nature of the Metro Quarter as in Integrated Station Development

encourages residents and employees to travel via the Metro as opposed to using private

vehicles

▪ All residential units will have access to high-speed internet connection as part of the

National Broadband Network

SR: 16.2 Provide an Integrated Waste Water Management Strategy that considers water, waste water and

stormwater plus potential alternative water supply, demonstration of water sensitive urban design and any future water conservation measures, including reuse, following appropriate best practice and guidelines. Investigate any opportunities for and include an assessment of the feasibility of a precinct -scale recycled water scheme that includes nearby sites with the capacity to participate.

A Water Cycle Management Strategy has been prepared as part of the Water Quality, Flooding and

Stormwater Study (Attachment 14) which considers water, waste water and stormwater, demonstration of water sensitive urban design and any future water conservation measures to ensure the health of Sydney Harbour and the Eastern District’s waterways are protected. This is further

described at Section 6.16 of this report. Consideration of the practical feasibility of a precinct-wide recycled water solution for the Metro

Quarter has been addressed as part of SR: 9.1 of this report.


SR: 16.3 Identify options to achieve a minimum of 50% renewable energy for the precinct, by maximising on-

site generation and renewable energy generated off-site.

Renewable energy options

The ESD Report (Attachment 13) identifies potential options to reach 50% renewable energy for the precinct through a combination of both on-site and off-site procurement.

On-site generation options

On-site renewal energy generation options for the precinct typically include solar photovoltaic systems, micro wind generators, and geothermal systems. However, the report details that pursuing these options on site would likely be limited space for the placement of sizeable renewable systems. A potential viable option recognised by the ESD report is the use of building rooftops for locating solar PV,

but will need to be carefully considered with landscaping, communal recreation uses and other building services located in these areas.

Off-site generation options

Off-site options typically involve the purchase of externally generated renewable energy and importing it to site for consumption. Given the physical site constraints of the Metro Quarter Precinct, off-site renewable generation wi ll be pursued as the main contributor towards this target. On-site solar PV and solar thermal systems will contribute negligible amounts. These options are described below.

▪ Fully integrated micro-grid - Establish a localised electricity micro-grid to service the Waterloo

precinct. The micro-grid operator purchases electricity from the network distributor (Ausgrid) and then on-sells to the Waterloo precinct residents via their selected retailers.

▪ Body Corporate and Base Building Green Power or Power Purchase Agreement for 100% of their

load - The body corporate, as a single entity can directly influence 50% of the site’s total energy demand. The body corporate enters into a PPA to ensure 100% renewable energy supply, thus meeting the 50% precinct renewable energy target

▪ Property Title Covenants - Introduce a covenant into the property titles mandating the purchase of

minimum 100% GreenPower from the electricity retailer. Total energy use from private residential units is expected to be about 50% of total precinct energy.

▪ Single building Owner (Build to Rent) - A build to rent model for the housing component of the

development would encourage a single owner of the entire asset (residential, commercial and retail) and therefore a single owner responsible for offsetting all communal energy sources through a PPA or Green Power purchases. This may extend to the private consumers if the owner becomes

an energy retailer within the development. It could also allow for significant efficiencies in design, services and plant driving better energy and cost efficiencies.

SR: 16.4 Identify and implement waste management strategies to achieve the NSW Government’s Waste

Avoidance and Resource Recovery Strategy 2007 (WARR) and compliments the NSW Government’s Waste Less, Recycle More initiatives and EPA waste and recycling programs. Include measures to ensure effective operational waste management, for example, adequate space within buildings for waste infrastructure, accessibility for waste collection vehicles. Identify building and precinct-scale

solutions.

A Util ities and Infrastructure Servicing Study prepared by AECOM has developed an operational waste management strategy by adopting the waste hierarchy as a framework for waste management practices

to achieve the best environmental outcomes. The preferred order of adoption is as follows:

▪ Avoid the potential of waste generation

▪ Reduce waste during operations


▪ Re-use waste where applicable

▪ Recycle waste whenever possible

▪ Recovery of waste materials

▪ Disposal of waste when there is no reuse or recycling potential.

Where residential developments and commercial (retail) developments occupy the same site, the waste

handling, storage and collection system for residential and commercial waste are to be completely separate and self-contained, with separate centralised waste and recycling areas.

Measures to ensure effective operation waste management, required space for waste infrastructure

and accessibility for waste collection vehicles are described within the Util ities and Infrastructure Servicing Study (Attachment 7).

SR: 16.5 Prepare the required DCP provisions.

DCP provisions have been informed by the by the implementation plan of the ESD report. The relevant provisions can be found within section 5.9.6 of the draft Waterloo Metro Quarter DCP (Attachment 2):

6.16 Water quality, flooding and stormwater

AECOM has prepared a Water Quality, Flooding and Stormwater Study (refer to Attachment 14).

SR: 17.1 Provide an assessment of any potential impacts of the proposal on the hydrology and hydrogeology

of the urban renewal precinct and adjoining areas, with particular focus on water quality, and reference to water quality targets in the City of Sydney DCP 2012:

▪ reduce the baseline and annual pollutant load for litter and vegetation larger than 5mm by 90%;

▪ reduce the baseline annual pollutant load for total suspended solids by 85%;

▪ reduce the baseline annual pollutant load for total phosphorous by 65%; and

▪ reduce the baseline annual pollutant load for total nitrogen by 45%.

SR: 17.7 Provide an assessment of possible impacts of the proposal on the flood behaviour (i.e. flow levels,

extent, velocities and duration of flooding) and any impact of the proposal on adjacent, downstream and upstream areas.

The site forms part of the Sheas Creek sub catchment for the Alexandra Canal. The majority of the Sheas Creek sub catchment is fully developed and consists predominantly of medium to high-density housing, commercial and industrial development with some large open spaces and recreational parklands.

Preliminary analysis suggests that the effective Quarter catchment is delineated by a topographical ridge line extending from the intersection of Redfern and Pitt street to the north and the intersection of McEvoy and Elizabeth St to the south.

As there is existing flooding in Cope Street, and the surrounding catchment is already constrained by development, there is l ittle or no ability for any adverse flood impacts resulting from the proposed development of the quarter to be absorbed. Each building will contain an on-site stormwater detention

tank, to reduce the peak outflow from the site, and this will assist in offsetting any potential adverse impacts downstream. Flood levels following the development of the Metro Quarter are expected to be similar to the existing

case. Some landscaping and regrading of the road is included in the Metro Quarter , and this has made some minor alteration to the flood levels. Flood conditions , such as the depth of flow and flood velocities are otherwise similar.


Water Sensitive Urban Design (WSUD) features have been assessed against pollution reduction targets

as outlined in the study requirements. Potential WSUD features have been considered and comprise of a combination of measures such as gross pollutant traps, passive irrigation, bio-retention areas and rainwater harvesting. MUSIC modelling has been performed with results indicating that these reduction targets can be met using WSUD.

Figure 74 | Exis ting floor behaviour

Source: AECOM


SR: 17.4 Provide a flood risk assessment developed in consultation with City of Sydney Council identifying

flooding behaviours for existing and developed scenarios in order to outline the suitability of the land

for proposed uses. Identify flooding characteristics i.e. flow, levels, extent, velocity, rate of rise, hydraulic and hazard categories, for the full range of flooding up to the probable maximum flood (PMF), for both mainstream and overland flow path.

SR: 17.5 Consider the future cumulative flood risk impact across the entire Waterloo Precinct and adjoining

land areas.

SR: 17.6 Address the impact of flooding on future proposed development including flood risk to people and

properties for key flood events including the 1% AEP and the probable maximum flood (PMF) event. The assessment is to address relevant provisions of the NSW Floodplain Development Manual (2005).

SR: 17.7 Provide an assessment of possible impacts of the proposal on the flood behaviour (i.e. flow levels,

extent, velocities and duration of flooding) and any impact of the proposal on adjacent, downstream and upstream areas.

SR: 17.9 Provide preliminary assessment on recommended flood management measures including mitigation

works and development controls.

SR: 17.14 Demonstrate, through assessment against established criteria, how the proposed flooding and

stormwater strategy achieves acceptable water quantity and quality outcomes, and in particular,

promotes water sensitive urban design.

AECOM undertook preliminary modelling of the Metro Quarter under existing conditions as well as for

the post-development case using a modified version of the City of Sydney TUFLOW model for the

Alexandra Canal Flood Study. The modelling identified that under current flood condi tions, a significant area of ponding occurs in Cope Street between the intersection with Wellington Street and extending to the intersection with

John Street. This ponding is the result of significant overland flows coming down Cope Street, with contributions from within adjoining Waterloo Precinct. The depth of pooling generally in the southern portion of the site is up to 0.9m for the 100 year ARI and 1.6m for the PMF.

As a consequence of this ponding, the Flood Planning Level (FPL) at the south end of the quarter based on existing conditions is approximately 1.5m above street level, while at the north end; it is up to 0.9m above the street level. at most locations surrounding the site, the FPL are influenced by the ponding

area occurring at Cope Street and Wellington Streets. In addition to this, flood behaviours for existing and developed scenarios are:

▪ Flow

▪ Levels

▪ Extent

▪ Velocity

▪ Rate of rise

▪ Hydraulic and hazard categories.

The significant area of ponding presents a number of development challenges.

To address these challenges, AECOM recommends a number of mitigation measures, including:

▪ on-site detention

▪ appropriate building flood planning levels


▪ building setbacks form the site perimeter

▪ ramped up carpark entrances by approximately 1.5m above street level before ramping down into

basement areas.

▪ preparation of a shelter in place strategy with suitable facilities and a flood management plan.

SR: 17.2 Provide a concept Stormwater Management Plan outlining the general stormwater management

measures for the proposal, with particular emphasis on possible WSUD options.

Proposed stormwater management measures have been identified, including WSUD options and

requirements.

Stormwater quantity

The proposed stormwater drainage and runoff system for the Waterloo Metro Quarter development will comply with the design requirements of the CoS DCP and the CoS Interim Floodplain Management Policy. The main design considerations include:

▪ post development stormwater runoff connections into existing drainage infrastructure will match

pre-development case

▪ compliance with Sydney Water total Permissible Site Discharge (PSD) requirements of 503L/s

(assuming 13,500 square metres area) and On Site Detention of 203m3 for the entire si te

▪ on-Site Detention is to be situated above the 100 year ARI flood levels to facil itate discharge into

potentially fully charged stormwater pipes

▪ on-Site Detention to be sized with consideration for bypass areas. The Metro Station is responsible

for all interim On-Site Detention for the site

▪ interim detention storage for the Metro Station util ising parapets with sloping roofs conveying

stormwater to downpipes connected via risers in the station

▪ management of water quantity to ensure no increase in stormwater discharge rate from the site for

the 20 and 100 year ARI storms.

Stormwater quality

The stormwater quality management approach will involve integrating WSUD techniques in the proposed stormwater drainage system and intends to achieve the City of Sydney ’s stormwater quality

reduction targets. The suggested strategy is to provide at-source stormwater pollution control devices provide flexibility to

achieve stormwater pollution reduction targets prior to discharge from the precinct. These are proposed to be placed in tanks beneath podium courtyards and within the upper levels of underground car parks.

SR: 17.3 Consider the effect of climate change and changing rainfall patterns and undertake a sensitivity

analysis to address the risks and impacts.

A sensitivity analysis for climate change has been performed for both the existi ng and proposed development cases. This was undertaken by increased the rainfall intensity by 10% for the 100 year ARI,

in l ine with the requirement adopted for Sydney Metro. Based on these models, it shows that flood depths and flood impacts over current and proposed scenarios are slightly increased

SR: 17.8 Provide concept level information on the impacts of future earthworks and filling of land within the

proposal. This assessment is to be based on an understanding of staging and cumulative flood impacts.

Proposed ground levels will be raised to ensure there are no floodwater breeches from significant storm

events particularly at Metro and building entrances.


Flood depth plans have been prepared to inform proposed levels for buildings and public domain levels.

As such, the current modelling takes into account required earthworks and fi l l ing of land based on these assumptions.

SR: 17.10 Provide recommendations regarding the most appropriate emergency response strategy to manage

risk to life.

Potential emergency response measures have been considered to assist in reducing the consequences

of flood risks. For the Waterloo precinct, this will primarily rely on adopting an appropriate Flood Planning Level (FPL), and ensuring that developments are suffi ciently raised to enable a shelter in place

strategy to be effective. In the case of the Metro Quarter, this has required that access to the Waterloo Station box be elevated above the PMF level. Residential areas are expected to be raised to this level also.

Access to and from the buildings during a flood event, including for the purposes of evacuation should also be considered. The majority of the Waterloo Precinct east of Cooper Street is expected to be subject to shallow depth overland flows which are managed with appropriate drainage. Evacuation

from the buildings in this precinct, or emergency vehicle access, is sti ll l ikely to be possible. However, as the buildings will be above the PMF level, a shelter in place s trategy is l ikely preferable to avoid unnecessary vehicle or pedestrian movements during an extreme storm event.

During infrequent and rare flood events, potentially hazardous flood conditions may temporarily impede emergency vehicles from accessing the Metro Quarter, as flood depths exceed 1m on the southern side. It may be possible for emergency vehicles to access the Metro Quarter from Raglan

Street; however this will be dependent on the flood conditions in the surrounding streets, as well as the judgment of the vehicle operator. The expected duration of flooding is expected to be relatively short, with the flooding along Cope Street

and Botany Road responding quickly to local rainfall. As a consequence, flood levels will recede relatively quickly (approximately 1 hour following storm commencement) which will allow vehicle access to the Metro Quarter following the rainfall event. Isolated ponding areas may remain throughout

the catchment that take longer to recede, and these may contribute to more widespread traffic issues. Overall, the flood hazard is most appropriately managed for residents with a shelter in place strategy, as the duration of inundation is relatively short and the rate of rise is relatively rapid. The indicative

concept proposal can be supported with appropriate design features, such as the recommended FPLs, and further consideration of the following emergency response measures as part of the detailed design of the Metro Quarter:

▪ Develop an operational flood emergency response plan. The plan will, at a minimum, confirm the

most appropriate response strategy, nominate shelter locations or muster points, plot the recommended evacuation routes, consider the timeline to execute the plan, identify trigger conditions for initiating the plan, and assign specific responsibilities;

▪ Provide appropriate facil ities and shelter spaces to support the response strategy;

▪ Consult the local State Emergency Service (SES) and other emergency services;

▪ Communicate the plan to residents and other building occupants; and

▪ Develop an appropriate operational response for the station (under separate approval) to manage

the number of people who may be exiting the station during a flood event. Station box retail spaces are also considered under a separate approval which will undergo their own detailed design (including flooding emergency).


SR: 17.11 Provide concept level details of the drainage associated with the proposal, including stormwater

drainage infrastructure and address the impact of stormwater flows on the site from other

catchments.

The proposed drainage scheme for the proposal proposes to util ise stormwater runoff connections into existing drainage infrastructure (as shown in Figure 75). This considers the impacts of stormwater flows on the site from the remainder of the Sheas Creek sub catchment for the Alexandra Canal.

Figure 75 | Concept stormwater and flood management plan

Source: AECOM

SR: 17.12 In addition to securing an acceptable level of personal and property safety from flooding, the

proposal is to ensure that measures to address of flooding can achieve high quality urban design outcomes, including ground floor public – private domain engagement i.e. how ground floor retail can

be entered at ground at footpath level, and promote water quality outcomes through measures such as water sensitive urban design (in the public and private domains).

Building levels have been coordinated with Turner Studio and Turf to ensure that acceptable levels of

personal and property safety are achieved, while supporting achieving high quality urban design

outcomes, including the engagement between public and private domain at the ground level . For public-private domain engagement on the ground level , this has required setting of an appropriate

Flood Planning Level (FPL) for retail establishments. While retail entrances can be at existing street level, a stepped up zone inside ground level retail properties above the FPL is proposed to be considered for shelter in place evacuation. This is i l lustrated in Figure 76 below.


Figure 76 | Indicative internal treatment for retail properties

Source: AECOM

SR: 17.13 Prepare an implementation plan for the concept Stormwater Management Plan and Flood Risk

Assessment.

The implementation plan for Waterloo will comprise of DCP provisions that seek to implement the recommendations of the concept stormwater and flooding management plan. Proposed provisions will include:

▪ on-site detention tank volume

▪ water quality targets and WSUD measures

▪ flood planning levels for residential, industrial and commercial land uses and below ground car

parking.

Preliminary staging of the proposed stormwater services will involve:

▪ Stage 1: Sydney Metro Tunnel and Station Excavation (TSE Works)

▪ Stage 2: Station box development by and fi t out (structure, electrical, mechanical) by Sydney

Metro. Interim detention storage measures for over station boxes

▪ Stage 3: Construction of retail and residential components and final on-site detention facil ities and

water treatment devices

6.17 Visual impact

Cardno has prepared a Visual Impact Study (refer to Attachment 4).

SR: 2.5 Provide a views and visual assessment, with particular focus on significant view lines to the Waterloo

Congregational Church building. Use eye level views from public parks and street footpaths, simulate

a focal length of 55mm, to approximate the correct proportions of the elements of views as experienced by the human eye, compare to existing views and analyse the relative quantity of visible sky. Include analysis of any visual impacts on the Conservation Areas and surrounding areas, and any

mitigation measures.

Based on an assessment of theoretical visual catchment, Cardno has prepared a series of

photomontages from positions in the surrounding ground l evel public domain at a range of distances from the quarter, including close range at the intersection of Botany Road and Raglan Street and long

distance at Sydney Park. These photomontages have been prepared in accordance with Land and Environment Court policy, including through the taking of photos documenting existing visual conditions with a 55mm focal length lens from surveyed locations. Assessment of these photomontages considered standard visual impact matters s uch as physical absorption capacity.

The quality of the existing visual catchment is variable. Dominated by older style commercial offices / showrooms, the visual quality of the existing Botany Road visual catchment is low. However, the visual

catchment of other areas such as the Alexandria Park HCA is high.


The key findings of this assessment are that:

▪ the proposal will substantially impact on views from streets immediately surrounding the site and

from street blocks to the west of the site. Mitigation measures to address these impacts will include design development to result in a high quality ground plane including allowance for healthy growth of forest scale trees in the street and other propose public places

▪ the proposal will significantly improve visibility of the Waterloo Congregational Church building,

opening up new view lines to the Church and provide it with an open curtilage that will enhance its heritage values

▪ the proposal will be only moderately visible from other parts of the Waterloo Precinct and from the

west. Its success as a new element in views from these locations will be contingent on achievement

of design excellence in the completed development, with particular regard to the architectural design of the proposed taller bui ldings

▪ from the north and south, at locations outside of the Waterloo Precinct, the proposal will be almost

completely screened from view by vegetation and existing buildings in the line of view

▪ in distant regional views, the proposal will appear in the context of the existing tall and massive

buildings and the substantial tree canopy within and adjacent to the Waterloo Precinct. If designed against principles of design excellence, the taller buildings in the proposal will potentially improve

the quality of these existing views by creating architectural relief to the continuous building “walls” in these views

▪ the proposal has been found to have an acceptable impact on the conservation values of all local

Conservation Areas including specifically, the Redfern Estate, the Alexandria Park Conservation Area and the Waterloo Conservation Area.

Largely due to the slender form of the taller buildings and their separation, the quarter will not

unreasonably obscure the amount of visible sky, in parti cular given its role as a node of regional significance.

Alexandria Park HCA and Alexandria Park

The proposed taller buildings would be the only visible parts of the proposal visible from these areas .

From the western edge of Alexandria Park the developed quarter would read as three new taller building elements on the skyline above a foreground of large established trees (refer to Figure 78). This

change to existing visual conditions is acceptable largely due to the mitigating impact of the foreground tree line. In addition, subject to high quality design outcomes the taller buildings in their proposed arrangement have the potential to create interesting sculptural forms on the skyline.

From the north eastern portion of Alexandria Park the developed site would be almost entirely screened by existing trees and buildings. The development would have a negligible impact on the visual environment from this location.

The taller buildings would be variably visible from within the grid of streets of the Alexandri a Park HCA. Current views to the west from the public domain in streets such as Garden Street are largely obstructed by vegetation within the street and properties and the tightly packed built form.

Uninterrupted axial view to Waterloo available from Henderson Road would be truncated by existing housing in these suburban streets (refer to Figure 77). Subject to achievement of design excellence in the proposed taller building buildings, impact of the

proposal on views from Alexandria Park and the Alexandria Park HCA is considered acceptable. The proposal must balance its regional significance as Integrated Over Station Development with local

character. Overall, it is the finding of Cardno that the proposal can be supported in relation to its effects on the existing visual environment of the site and its locality.


Figure 77 | Exis ting and proposed view from the intersection of He nderson Road and Wyndham Street

Source: Cardno


Figure 78 | Exis ting and proposed view from Alexandria Park Oval

Source: Cardno

6.18 Noise, vibration and pollution

SLR has prepared:

▪ an Acoustic Study (which also covers vibration) (refer to Attachment 15)

▪ an Air Quality Study (refer to Attachment 16)

▪ a Light Spill Study (refer to Attachment 17).


SR: 18.1 Provide a noise and vibration impact assessment for the proposal. The assessment will address the

relevant policies and guidelines in relation to noise including State Environmental Planning Policy

(Infrastructure) 2007 and the Development Near Rail Corridors and Busy Roads – Interim Guideline

This assessment addresses relevant policy covering noise, in particular ‘Development Near Rail

Corridors and Busy Roads – Interim Guideline’.

Vibration

As details surrounding the proposed construction methodology, equipment and phasing are unknown, a detailed construction vibration assessment is not possible at this stage. However, it is recommended to mitigate any potential impacts using the recommended safe working distances for vibration intensive plant in accordance with Transport for NSW’s Construction Noise Strategy (2012).

The Metro Quarter is situated over and adjacent to the Sydney Metro City & Southwest project, including Waterloo Station. There is potential for vibration and re-radiated ground-borne noise impacts

at future receivers in the Metro Quarter from Metro trains operating in the underground tunnels. The potential impacts on the Metro Quarter from the Sydney Metro have been assessed to the future residential sections of the project. Based on this assessment, tactile vibration from Sydney Metro trains

is unlikely to exceed the proposed threshold levels. Further investigation of the impacts from trains on the Metro Quarter would be completed as the

project progresses, and the Metro Quarter developers would work closely with Sydney Metro to ensure the impacts are adequately assessed and mitigated. It is anticipated that the criteria can be met through the use of resil ient trackforms, building isolation in the form of bearings at the base of the buildings, or a combination of both.

With these recommendations, compliance with all established vibration criteria is expected.

SR: 18.2 Consider and assess potential pollution impacts from the proposed rezoning including, but not limited

to, water, air, noise and light pollution.

Noise

SLR has identified the following sources of nois e and vibration that could potentially effect the Metro

Quarter during construction and subsequent operation:

▪ project construction activities

▪ road traffic and rail operations

▪ aircraft noise

▪ mechanical equipment including HVAC, carpark ventilation fans, corridor ventilation systems and

carpark entry gates, substation, fire pump and fire control equipment.

Noise monitoring (refer address of SR: 18.6 below) and subsequent detailed modelling (accounting for

factors such as road traffic volume flows, attenuation due to distance, ground and air absorption and shielding attenuation and meteorological conditions) as well as input form the project transport planners (Jacobs) was undertaken to identify the likely nature of noise from these sources.

The NSW Road Noise Policy (RNP) requires consideration of noise mitigation where new land use developments increase road traffic noise by more than 2 dB. An increase in road traffic noise greater than 2 dB requires an increase in traffic volumes of approximately 60% or higher (assuming road speeds and other factors remain unchanged). Based on forecast peak two-way traffic volumes, an increase in

traffic volumes of approximately 60% or higher on any of the roa ds immediately surrounding the


quarter as part of the proposed development is not anticipated. As such, an increase in road traffic noise due to the quarter is considered to be negligible.

Noise ingress predictions based on modelling are included Attachment 15. These predications reflect the incorporation of balcony screening that comprises low-level windows and acoustic absorption applied to balcony surfaces.

With this approach, the results indicate that compliance with the internal noise goals for resid ential receivers can be achieved throughout the daytime assessment period (07:00 am – 22:00 pm). Compliance with the internal noise goals for residential receivers during the night-time period (10:00

pm – 07:00 am) was achieved for nearly all locations. Exceedances of the internal noise goals of up to 3 dB were predicted at 16 out of the sample 222 receivers. To achieve compliance at these receivers, the internal floorplate layout should be developed such that l iving spaces (not bedrooms) are located at the

opening locations which do not comply with the night-time criteria. All glazing and solid areas of the external building fabric should also be designed such as to achieve compliance with the “windows closed” criteria for periods when occupants chose to close windows.

This is considered to be possible with standard (i.e. “off-the-shelf”) construction materials i ncluding acoustic laminate glazing.

Commercial uses within the precinct will be sealed and mechanically ventilated. All glazing and solid areas of the external building fabric should be designed such as to achieve compliance with the AS2107:2016 criteria. This is considered to be possible with standard (i.e. “off-the-shelf”) construction materials including acoustic laminate glazing.

With the recommendations included withi n this report adopted, compliance with al l established noise and vibration criteria is expected.

Light spill

SLR has modelling site l ighting and associated light spil l using dedicated lighting software AGi32. This

modelling has found:

▪ based on previous i l luminance testing there is wide range of l ight levels in the local environment

▪ any l ight spil l from proposed development on to the facades of surrounding buildings meets the

requirements of AS4282:1997.

SLR has provided a number of recommendations which could be used to further reduce light spil l as the design is progressed to the detailed development application stage.

SR: 18.3 Provide an air quality assessment for the proposal. The assessment will address the relevant policies

and guidelines in relation to air quality including State Environmental Planning Policy (Infrastructure)

2007 and the Development Near Rail Corridors and Busy Roads – Interim Guideline.

Air quality

The primary source of air emissions in the area immediately surrounding the Metro Quarter was identified as vehicles travelling along Botany Road.

The results of a cumulative impact assessment indicated that existing traffic on the surrounding road network has potential to result in slight exceedances of the ambient air quality criter ia for PM10 and PM2.5 at locations within the Quarter, in particular where close to Botany Road on days of high regional

levels of particulates. However, no exceedance of the ambient air quality criteria are predicted for sensitive receptor locations withi n the Metro Quarter (i.e. residences), with the exception of annual PM2.5 which due to high background concentrations, could potentially exceed its ambient air quality

criterion at all locations within the Metro Quarter.


SR: 18.4 These assessments should also consider other current local air and noise issues in the Waterloo area,

including potential cumulative impacts from the Waterloo Estate

Other emission sources in the local area that could potentially impact air quality within the Metro Quarter were identified as service stations, automoti ve workshops and food outlets. However, taking into account the nature and scale of these activities and distance from the Metro Quarter, SLR

concluded that they do not have any significant potential to adversely impact on air quality within the Metro Quarter.

SR: 18.5 Identify and map current and proposed future sensitive receptors (eg residential uses, schools, child

care centres).

Figure 79 shows the location of current and likely future sensitive receptors in proximity to the quarter.

Figure 79 | Noise sensitive locations

Source: SLR

SR: 18.6 Identify current and likely future noise, vibration and pollution affecting the precinct , including

sources and nature and impact. Site monitoring will be required to determine current road noise levels on Botany Road. 3D mapping to clearly communicate these impacts, including demonstrating for example how noise reduces with distance from source, is desirable.

Noise

Site monitoring is detailed in the reports. For example, ambient noise surveys were conducted at the following six locations relative to the quarter between 7 June and 15 June 2018:

▪ 1 Phill ip Street, Waterloo

▪ 3 Phill ip Street, Waterloo

▪ 200 Pitt Street, Waterloo

▪ 113 Well ington Street, Waterloo

▪ 128 Botany Road, Waterloo

▪ 34 McEvoy Street, Waterloo.


SR: 18.7 Model the likely future noise, vibration and pollution scenario based on 3D block envelope diagrams

prepared by the urban designer. This is to include road and rail noise.

SLR prepared 3D modelling to assess the likely future noise scenario with the Metro Quarter development. Heights of buildings, screens and other structures were estimated based on architectural drawings and peak hour two-way traffic volumes were assigned to the road traffic sources . For each of the proposed buildings, single point receivers were positioned at selected facades. The receivers were

located at three discrete heights to predict the potential impact of road traffic noise at different I heights.

Figure 80 | Location of noise loggers

Source: Windtech

SR: 18.8 Recommend appropriate noise and vibration mitigation measures. The consultant is expected to work

with the urban designer, and suggested measures are provided for the protection of future residents of buildings through the careful siting and layout of buildings maintaining natural ventilation through

open windows.

SR: 18.9 Outline the recommended measures relating to noise, vibration and pollution to minimise the

nuisance and harm to people or property within the precinct.

SLR has worked closely with the design team in order to develop taller building massing which provides localised screening to openings by way of balcony shapes to result in acceptable noise and air quality outcomes.

Noise

To achieve acceptable noise outcomes, the following measures are recommended:

▪ For dwellings:

o incorporation of balcony screening that comprises low-level windows and acoustic absorption applied to balcony surfaces.

▪ For commercial uses:

o selection of low-noise mechanical plant and other noise generating equipment.


o judicious location of mechanical plant and equipment with respect to nearby noise-sensitive receivers.

o barriers/enclosures (e.g. plant rooms).

o silencers and acoustically l ined ductwork.

▪ For the construction period:

o judicious selection of mechanical plant and equipment (e.g. quieter machinery and power

tools).

o maximising the offset distance between noisy plant items and nearby noise sensitive receivers.

o avoiding the coincidence of noisy plant working simultaneously close together and adjacent to sensitive receivers.

o orienting equipment away from noise-sensitive areas.

o carrying out loading and unloading away from noise-sensitive areas.

o localised shielding of noisy equipment.

o minimising consecutive works in the same locality.

o considering periods of respite.

The DCP will require the preparation of a Construction Management Plan considering these matters.

Vibration

Adoption of safe working distances for vibration intensive plant in accordance with Transport for NSW’s Construction Noise Strategy (2012).

Air quality

Mitigation measures consistent with Section 4.4 of the NSW Department of Planning document “Development near Rail Corridors and Busy Roads – Interim Guideline” (DoP, 2008) have been incorporated into the design of the Metro Quarter and are reflected in the DCP. They are:

▪ locating no sensitive receptors within a 20 m radius of Botany Road

▪ minimising the formation of urban canyons by having buildings of different heights interspersed

with open areas, and setting back the upper stories of multi-level building

▪ locating l iving areas and bedrooms as far as practicable from Botany Road

▪ using vegetative screens, to assist in maintaining local ambient air amenity.

Light spill

SLR has found the Metro Quarter is capable of being designed to achieve compliance with AS4282‐1997.

This AS includes a number of general principles that should be applied when designing outdoor l ight to minimise any adverse effect of the light installation such as directing l ights downward as much as possible. While SLR suggests a number of site specific measures for the Metro Quarter drawn from these general principles, this level of detail is more appropriately prosecuted as part of the subsequent

more detailed development application phase.


6.19 Wind

Windtech has prepared a Pedestrian Wind Environment Study (refer to Attachment 18).

SR: 19.1 Provide a complete understanding of the existing wind characteristics of the precinct. Consider the

wind climate of Sydney, local characteristics such as topography that modify this wind climate for the

precinct and the impact of existing buildings, in particular, the tower and slab blocks, on wind conditions.

Windtech undertook an assessment of the existing Metro Quarter wind conditions, including

consideration of prevailing wind directions for the region, local topography and built form. This assessment determined that due largely to the low rise and scattered nature of surrounding built form that provides l imited shielding, the quarter is currently directly exposed to the region’s

predominant westerly, southerly and north-easterly winds. Due to their occurrence mainly during winter, westerly winds have potential for significant adverse impact on outdoor thermal comfort due to wind chill effects.

The orientation of surrounding streets was observed to have a role in local wind conditions. Streets oriented east – west (Henderson Road, Raglan Street and Wellington Street) are heavily impacted by westerly winds, and streets oriented north-south (Botany Road and Cope Street) are exposed to

southerly and north-easterly winds. Further to this, the open nature of the streets facil itates the unobstructed flow of wind through the public domai n.

SR: 19.2 Identify significant locations for wind sensitivity within the public domain, including metro station

entry, bus stops, public plazas and other public domain areas for the purpose of modelling wind impacts of the proposed development.

SR: 19.6 Include areas surrounding the precinct that may be wind affected as a result of the proposal.

Measurements were made in a wind tunnel at 51 study points within and around the Metro Quarter at

ground level locations. This included critical trafficable outdoor locations such as entrances to the Metro Station, Cope Street Plaza, Northern Plaza, Botany Road southbound bus stop and north-east corner of the Henderson Road / Raglan Street / Botany Road intersection.

SR: 19.3 Ensure early consideration of potential wind impacts and amelioration approaches through the layout

and arrangement of the public domain and the built form.

Together with other matters, consideration of wind impacts has shaped the layout and design of public

domain and built form for the quarter. Key moves to address wind include:

▪ locating the Cope Street Plaza in the eastern part of the Metro Quarter largely screened from direct

southerly and westerly winds by built form

▪ the narrowing of the western entrance to the shared way by buil t form to provide greater

protection from direct westerly winds

▪ setting back the majority of taller building elevations from the podium to reduce downwash

affecting the public domain

▪ the rounding of taller building elevations to smooth the flow of air around buildings, and as such

reduce downwash

▪ continuous awnings along the Botany Road frontage to further reduce downwash affecting the

public domain.


SR: 19.4 Advise on measures to ensure the suitability of areas for their intended use with regard to the impact

of wind on comfort and safety. In particular, this is to focus on the public space areas intended to be

used for seating (ie the park, outdoor dining areas on footpaths and public plazas) and standing (ie building entries); and, also for outdoor private recreation areas to be suitable for sitting (eg balconies, decks and outdoor communal private open space). Advise on the placement, orientation, shape and external design of buildings, and relevant wind mitigation devices

The key findings of the wind study are shown in Figure 81.

Figure 81 | results of wind tunnel testing

Source: Windtech

This figure shows that most locations in the ground level publi c domain, including at the northern and southern Metro Station entrances, the Cope Street Plaza, Raglan Street Plaza and the Botany Road

southbound bus stop, achieve desired criteria for pedestrian comfort and safety. While some locations, including the shared way, through block l ink and intersection corners, do not achieve this criteria, incorporation of the following wind amelioration devices (refer Figure 82) will result in desired criteria

being achieved:

▪ inclusion of an impermeable awning along the four corners of the Metro Quarter

▪ inclusion of an impermeable awning along western aspect of the central building podiums

▪ inclusion of an impermeable awning or pergola structure over the shared way between Taller

Building E and the Waterloo Congregational Church.


While not required to achieve desired criteria, planting of densely foliating ever green trees and shrubs within and around the quarter boundary will further enhance levels of comfort.

For balconies exposed to more than one aspect, it is recommended that wind deflective elements such as full height screens be added to one of the aspects .

It is also recommended that wind deflective elements be installed within the podium level private communal open space. For the consideration of the stricter seating criteria (i.e. util ised for longer duration activities such as

fine dining or events longer than 1 hour), further treatment investigation would be required, which could be further investigated during the detailed design stage. The Developer will be required to satisfy the seating condition during detailed design if outdoor dining areas are proposed as part of subsequent

detailed DAs.

Figure 82 | Wind amelioration devices

Source: Windtech

SR: 19.5 Any advice on landscaping of public space must accord with the City of Sydney Public Design Manual

and the Public Domain design. In general landscaping can only be used for wind mitigation if it is already in place.

The study does not rely on public domain or other landscaping as a treatment to achieve desired criteria for pedestrian comfort and safety. Landscaping is nonetheless encouraged to further enhance comfort levels.


SR: 19.7 Undertake an assessment to demonstrate that subject to any recommended measures, wind will not

have an unacceptable impact on the proposal, and the proposal will not generate unacceptable wind

impacts.

The results of the study indicate that with the incorporation of impermeable awnings at strategic locations such as the shared way, it is expected that the wind conditions for all outdoor trafficable areas within and around the development will be acceptable for their intended use.

Due to their exposure to wind on a single aspect and their i ndented form, most balconies are expected to be suitable for their intended use. For balconies exposed to more than one aspect, it is recommended that wind deflective elements such as full height screens be added to one of the aspects.

Similarly, the incorporation of wind deflective elements to podium level private communal open space is expected to be suitable to their intended use, which may be considered as part of future detailed

design of buildings.

SR: 19.8 Wind tunnel testing is required.

Wind tunnel testing has been undertaken as part of Windtech’s (refer Figure 83). Testing was

undertaken in Windtech’s boundary layer wind tunnel (3.0m wide test section with a fetch length of 14m)

Figure 83 | Wind tunnel testing

Source: Windtech


6.20 Aeronautical

Strategic Airspace has prepared an Aeronautical Study (refer to Attachment 19).

SR: 20.1 Review relevant background information, including the ‘Sydney Airport Master Plan 2033’ to

understand the current and proposed future operations of Sydney Airport, as relevant to the precinct

In preparing this study, Strategic Airspace has reviewed relevant background information to understand

the existing and proposed future operations of Sydney (Kingsford Smith) airport. The Metro Quarter is located in a beneficial location in relation to Sydney airport, being located

approximately 5.5km from the airport and approximately mi dway between the straight-in fl ight paths to the closest runways (07/25 and 16L/34R).

SR: 20.2 Identify and clearly map the OLS, PANS OPS and any other relevant Sydney Airport height limitation

layers, including consideration of Navigation Aid Surfaces.

Based on this review, the Metro Quarter is:

▪ subject to Obstacle Limitation Surface (OLS) height l imits that step up from approximately 63m AHD

at the southern-most part of the quarter to approximately 73m AHD at the northern-most part of the quarter (refer to Figure 84)

▪ subject to the Procedures for Air Navigation Services – Aircraft Operations (PANS OPS) height l imit

for the circling surface for category A and category B aircraft of 126.4m across the entire Metro

Quarter (refer Figure 84)

▪ subject to a radar terrain clearance chart height l imit of 152.4m across the entire quarter

▪ unaffected by height constraints related to the approach, missed approach and departure

procedures to and from Sydney airport runways.

Figure 84 | Sydney Airport OLS (left) PANS-OPS (right)

Source: Strategic Airspace

SR: 20.3 Translate these layers into a maximum height for permanent (e.g. buildings) and temporary (e.g.

cranes) structures include a building methodology specialist to translate this information into maximum building envelope height planes

The key surface for aircraft safety is PANS OPS. As a consequence, the maximum height for permanent

(eg buildings) and temporary (eg cranes) structures across the entire quarter is 126.4m AHD.


SR: 20.4 Advise on other measures, if necessary, to ensure the precinct does not have an adverse impact on

the operations of Sydney airport, e.g. lighting, reflective surfaces etc).

Other potential factors such as l ighting, reflectivity and contribution to wind turbulence have been

considered as part of the indicative concept proposal. Based on the site location in relation to the airport, the aspect of the taller buildings in relation to runway alignments, the maximum proposed heights, and configuration of the buildings , the following was identified by Strategic Airspace:

▪ the entire WMQ study area is outside the zones defined in the Civil Aviati on Safety Regulations

(CASR MOS Part 139) as requiring special extern lighting constraints — thus no adverse impact from this point of view

▪ the proposal will not contribute any negative impact on aviation operati ons in terms of reflectivity,

with additional assessment (materials etc.) recommended during a detailed development application process

▪ based on the relatively low height of the buildings and their configuration within the site, taken

together with the location of the site in relation to the runway, no wind turbulence that is measurable to a level where it would provide an adverse impact on aviation operations is anticipated.

SR: 20.5 Advise on the pathway required to secure approval from relevant bodies, e.g. Air Services Australia,

as part of subsequent development application processes, including for temporary structures such as cranes

For any permanent or temporary structure that is proposed to exceed the OLS height l imit, an application for airspace height approval would need to be made to and approved by the Commonwealth Department of Infrastructure and Regional Development (DIRD) under the Airport (Protection of Airspace) Regulation. This application would need to be supported by a full aeronautica l

assessment and safety case, and referral would be made during the assessment process to Sydney airport and other aviation stakeholders. In terms of considering approval, it is the view of strategic airspace tha t the combination of the

following matters could support an argument that exceedance of the OLS (provided that it does not exceed the pans ops) would not measurably increase risk to aircraft:

▪ The location and layout of the quarter taller buildings in relation to the existing Waterloo Estate

taller buildings of Turanga and Matavai from an aeronautical point of view do not appea r to contribute to building density

▪ The location of the Green Square Town Centre between Sydney airport and the Metro Quarter

taller buildings would potentially provide a shielding affect

The proposed heights of the indicative concept proposal do not penetrate the PANS OPS. Therefore, approval is only required for permanent obstacle penetrating the OLS, which there is no technical impediment for future development approval.

SR: 20.6 Certify that subject to any recommended measures, the precinct proposal will not have an adverse

impact on the operations of Sydney Airport.

Subject to compliance with the maximum height of 126.4m, Strategic Airspace advises that the proposal

will not have an adverse impact on the existing or proposed future operations of Sydney airport


6.21 Geotechnical and contamination

AECOM have prepared a Geotechnical and Contamination Study (refer to Attachment 20).

SR: 21.1 Provide an assessment of the local soil, outlining its suitability for the proposed uses with respect to

erosion, salinity and acid sulphate soils.

The quarter is underlain by Quaternary Alluvium (Qhd), described as medium to fine grained marine

sand with podsols. This underlay is considered by AECOM to have a low potential for salinity, erosion and acid sulfate soils.

The underlying bedrock is Ashfi eld Shale further underlain by Mittagong Formation and/or Hawkesbury Sandstone. The top of bedrock ranges from about RL+9.5 metres AHD in the north to about RL +6.5 metresAHD in the south.

The quarter is not affected by Dryland Salinity. The Acid Sulfate Soils (ASS) Map provided by the NSW Office of Environment and Heritage (OEH) shows

no potential ASS occurrence in the Study Area study area. However, the CoS LEP shows the quarter as Class 5 land. The LEP requires development consent for works on Cla ss 5 land within 500 metres of Class 1, 2, 3 and 4 land that is below 5 metres Australian Height Datum (AHD), and where the groundwater is

l ikely to be lowered below 1 metres AHD on the adjacent Class 1, 2, 3 and 4. Commercial and residential development with basements should be practicable for the quarter with conventional structural elements and normal construction techniques.

SR: 21.2 Provide an assessment of the proposed land uses in accordance with State Environmental Planning

Policy No 55 – Remediation of Land (SEPP 55).

Prior to demolition and clearing as part of the Metro Station approval, the quarter historically

supported a range of commercial and light industrial uses. This included:

▪ car repair centres (J & S Smash Repairs)

▪ car servicing and mechanical repairs (All Mechanic Repairs and Waterloo Automotive)

▪ panel beaters and/or spray painters

▪ cleaning product manufacturers, printer machinery and supplies

▪ sheet metal workers

▪ woodworking machinery and battery manufacturers

▪ dry cleaning facilities including Waterloo Laundry

▪ service station including former Total Service Station.

In addition to these uses, the quarter also is affected by the fol lowing that have contamination implications:

▪ fi l l material of unknown origin that could potentially contain or be impacted with contaminants

▪ historical use of asbestos containing materials (ACM) within buildings and structures erected since

the 1920s

▪ historical use of lead based paints on the interior and exterior of historical and current buildings.

Of the potential pollutant l inkages identified by AECOM, three linkages were considered to present a

high risk to human health and/or the environment that are expected to have implications for remediation/management costs:


▪ the historical and current commercial/light industrial activities undertaken within the Study Area

have likely resulted in contaminants of potentia l concern (CoPC) being released into the

environment. Although it is understood that the redeveloped quarter is l ikely to be capped with l imited access to soil , future sub-slab intrusive works may be required for service maintenance purposes. As such, there is a potential for workers to come into di rect contact (i.e. incidental ingestion and/or dermal contact) with and/or inhale CoPC in soil/dust. It is assumed that

groundwater will not enter a service trench excavation as it is unlikely to be encountered within the Study Area at depths shallower than 1 metres bgs. Additionally, a number of CoPC are considered to be volatile e.g. l ight-end total recoverable hydrocarbons (TRH) fractions, benzene, toluene, ethylbenzene and xylenes (BTEX) and volatile organi c compounds (VOCs). Therefore, future

residents, commercial workers or construction/intrusive maintenance workers may be exposed to volatile CoPC via inhalation

▪ since 1930, a number of buildings within the quarter have been demolished and erected potential ly

depositing CoPC such as asbestos containing materials (ACM) and lead onto the soil. Therefore, there is a potential for intrusive maintenance workers to come into direct contact (i.e. incidental ingestion and/or dermal contact) with and/or inhale asbestos and lead in soil/dust

▪ although specific areas could not be identified where fi l l material may have been used it is l ikely to

be present across given the level nature of the Study Area. Imported fi l l material of unknown origin can contain a range of CoPC. Therefore, there is a potential for intrus ive maintenance workers to come into direct contact (i.e. incidental ingestion and/or dermal contact) with and/or inhale CoPC

in soil/dust. Additionally, future residents, commercial workers or construction/intrusive maintenance workers may be exposed to volatile CoPC via inhalation if not managed or remediated appropriately.

Based on the findings of thi s report AECOM recommends the following:

▪ an allowance for up to 15 cored boreholes to 20 metres depth and five standpipe piezometers in

five of these boreholes to allow for groundwater monitoring. If s ite-specific information such as from the Metro rail investigations can be relied upon and is of a suitable scale and distribution then

geotechnical investigations may not need to be as extensive;

▪ development of geotechnical models for design and to assess interactions between the Metro

Quarter development and the Metro Station box and running tunnels

▪ a Stage 2 contamination assessment to characterise the nature and extent of potential soil and

groundwater contamination targeting the potential areas of concern identified within the Study Area

▪ remediation and/or management of impacted areas may be required to mitigate risks associated

with the identified impacts during the proposed construction works, it may be more cost effective for the impacted fi l l material to be treated (if required) and retained within the Study Area and managed under a long term environmental management plan

▪ development of a Construction and Environment Management Plan (CEMP) to manage ri sks to

construction and maintenance workers from impacted soils and groundwater during the redevelopment of the Study Area

▪ development of a Materials Management Plan to include a strategy for the management of

materials so that impacted material can be reused in less sensitive areas or managed within the Study Area to minimise off-site disposal of excavated material.


6.22 Population demographics

Profile.id has prepared a Population and Demographics Study for the Metro Quarter (refer to

Attachment 21).

SR: 22.1 Determine the most suitable data set, model (or combination of models) and assumptions to be used

to inform forecasts of future population and employment. Assumptions to be agreed include average size of dwellings, average dwelling occupancy, average floorspace per worker and others where relevant. Data for employment is to be consistent with the City of Sydney’s 2012 floor space and employment survey (FES) updated when available. Consult with NSW Department of Planning and

Environment, and City of Sydney on methodology

The forecasting model developed for the population and employment projections for the Metro

Quarter are based on forecasting models prepared by .id. The model incorporates data and understandings of demographic change including the key drivers of change.

Assumptions are devised regarding residential development rates, tenure, household types, housing markets with the client providing input into residential development rates and tenure. The 2016

population data forms the basis year for the forecasts. The population is aged each year and assumptions are made regarding the net change in dwelling stock, birth and death rates, the age profile of migration, and the household relationships by age.

The following inputs (outlined in further detail at Section 6.1.2 of the Study) have been considered in the forecast model:

▪ Drivers of change – births, deaths and migration (Metropolitan, regional and local level)

▪ Housing markets - age specific migration, household structure, non-private dwellings, vacancy rates

▪ Competing areas – Inner West Council and Botany Bay

▪ Planning Policy – residential development, employment areas in CoS south.

The method used to forecast future employment within the Metro Quarter is based on estimated employment densities and the proposed land use mix presented in the concept proposal. The timing of employment is based on the population forecasts for the precinct.

The employment projections incorporate three different methodologies: adjusting existing Bureau of Transport Statistics (BTS)forecasts based on expanded population growth; estimating jobs based on jobs-to-residents ratios in benchmark areas, and estimating jobs based on industry floor space demand

and workspace ratios.

This method involves:

▪ Estimating work space ratios (i.e. square metres per job) based on analysis of the City of Sydney Census of Land Use and Employment data

▪ Applying work space ratios to estimated land use mix – retail and non-retail space, in the Metro

Quarter

▪ Estimating the number of residents who would work from home (e.g. home-based business)

▪ Based on the proposed land use mix for the Metro Quarter, Floorspace is then converted to

employment using work space ratios from the City of Sydney’s 2012 floor space and employment

survey (FES). For this assessment, comparison to Redfern Village work space ratios as a proxy for the likely employment supported at the Metro Quarter.



appropriate) key population and employment drivers and trends impacting the precinct and

surrounding communities.

An overview of the population and employment drivers and trends identified a number of key findings

as follows:

Population

▪ Greater Sydney and the City of Sydney LGA have experienced substanti al population growth over

the last decade, exceeding rates experience by the country as a whole

▪ Inner city locations are experiencing a resurgence as young workers and some downsizing retirees

seeks greater access to employment and essential services

▪ Population growth is driving large increases in property values both the median property price and

median rent in CoS have more than doubled in the last ten year

▪ CoS is the largest employment agglomeration in NSW by far and its influence has increased over

time. In 2011, it supported 15% of the employment, however in the last fi ve years it generated 38%

of the employment growth.

Employment

▪ This jobs growth is increasing the divergence between where people work compared to where they

live in Sydney. CoS has a substantial ‘Jobs Surplus’

▪ Driving this growth is an increase in jobs requiring more cognitive and non-routine skil ls that often

necessitate higher qualified employees. These jobs are often concentrated in CBDs and other major employment nodes

▪ Knowledge based industries generate a large amount of these jobs and gain producti vity benefits

from agglomeration and access to deep labour pools

▪ High density development around major transport nodes support access to labour for businesses,

and jobs for residents

▪ The Waterloo SSP area is planned to generate a substantial increase in residents in an area that has

strong accessibility to education and employment opportunities, as well as being close to a major transport node.

To il lustrate these trends and findings above, graphs, maps and il lustrations have been included

throughout the Population Study.

SR: 22.3 Identify the key population and employment attributes of comparable higher density inner city

Sydney communities. Potential areas to be reviewed include Kings Cross / Potts Point and Pyrmont. Identify the key population and employment attributes of comparable higher density social housing communities. Potential areas to be reviewed include Waterloo Estate, Redfern Estate and Northcote and surroundings.

Five case study benchmark areas have been assessed to compare other inner urban areas within the

City of Sydney with the current profile of the Waterloo Precinct. Although the areas are different geographies, they are generally all high to medium densi ty localities that could possibly reflect the demographic outcomes of Waterloo under different development scenarios. The benchmark areas

assessed were: Redfern Estate, Pyrmont, Zetland, Ultimo and Kings Cross/Potts Point. Key population and employment attributes of comparable higher density inner city Sydney communities

include:

▪ Redfern Estate represents what Waterloo might resemble without market led redevelopment,

maintain the existing majority social housing supply. Many residents would age in place, l one


person households would become even more dominant and household income levels would be lower

▪ If the redevelopment supported a predominately young employed resident base attracted to the

area’s proximity to high value knowledge jobs, it might resemble Pyrmont or Mascot’s demographic profile

▪ Zetland displays what could occur if the development attracted a profile that was a closer match to

the CoS average

▪ If the Precinct development incorporated a significant portion of student housing due to its

proximity to education facil ities, it might more closely resemble Ultimo

▪ Kings Cross/Potts Point represents the demographic profile that could occur if the development

supported a more mixed age and income demographic base.

SR: 22.4 Prepare a population and employment profile of the future community including dwelling types, age

profile, ethnicity, education, employment, income, household types, housing tenure, car ownership, trip to work mode and other information required by the various parts of this study.

To understand the future population and economic profile of Waterloo SPP, a benchmarking

assessment against similar medium-high density locations within the City of Sydney was undertaken.

Time series forecasts (see below for results) also provide comparable projections of the future population and economic profile of the Waterloo community. Assumptions are clearly outlined in the Study (see Section 4.6.2). The key findings are:

▪ Average household size i s expected to increase from 1.60 in 2011 to 1.76 in 2036 based on the

additional of significant numbers of private dwellings of two or more dwellings attracting larger households

▪ The area is expected to attract younger adult age groups, primarily to the private dwellings, driven

by fast access to CBD jobs in finance, banking and professional services, as well as a broader range of older ages to the affordable and social housing component

▪ The largest forecast increases by age are in the 20-44 age bracket

▪ The base scenario forecasts for the Waterloo Precinct see an increase in population from 3,241 in

2011 to 11,976 in 2036

▪ This forecast is based on an increase of 5,000 dwellings in net terms between 2018 and 2036. This

scenario differs from the major scenario only in terms of net change to dwellings .

SR: 22.5 Compare precinct data with the remainder of the City of Sydney LGA and Greater Sydney

Metropolitan Region for the purposes of benchmarking.

The precinct profile for the Waterloo SSP compares a range of social, cultural, demographic and

economic data against the City of Sydney and Greater Sydney. This includes the following findings:

▪ Age structure - the resident population in Waterloo Precinct is much older than the profile for the

broader CoS

▪ Ancestry - the area is very multicultural with a high population of elderly Eastern European

immigrants (Ukraine and Russia), and an emerging Chinese population

▪ Cultural and indigenous populations - there is a much higher share of Indigenous amongst the

resident population than the rest of CoS

▪ Education and qualifications - Education attainment is very low with just over 50% having

completed Year 12 or equivalent

▪ Levels of disadvantage - the Precinct is highly disadvantaged with all SA1s fall ing within the most

disadvantaged 10% of small areas in NSW and Australia


▪ Dwelling type and household composition - the predominate dwelling stock is made up of high

density social housing, largely occupied by lone person households (66%)

▪ Tenure–type - Just over three quarters of dwellings are rented from a State or Territory Housing

Authority

▪ Vehicle ownership – most employed residents work within the City of Sydney with car and train are

the most common methods of travel to work, not active methods (walking, cycling)

▪ Employment status and employment sectors by occupation and industry - participation in the

labour force was very low (34%), less than half the CoS rate and the unemployment rate was 18.4% in 2016, three times that experienced in the CoS (6.0%). The main industries of employment for working residents are Professional, Scientific and Technical Services, Health Care and Social

Assistance, and Accommodation and Food Services.

It is noted that the geographical area used to project population and employment forecasts for

Waterloo Precinct, comprises both the Waterloo Metro Quarter SSP and Waterloo Estate SSP study areas.

SR: 22.6 Prepare time series (5 year increments) population and employment profiles of the precinct and

surrounding community (including dwelling and job yields) based on existing development capacity, without the Planning Proposal.

A set of time series analysis has been undertaken which compares the 5-year increments of the future

community profile based on a ‘do nothing’ base case scenario for popula tion and employment, assuming the planning proposal was not progressed.

Population forecast – without Planning Proposal (SSP)

This scenario has been prepared based on the dwelling change assumptions made for the Waterloo

Precinct as part of the most recent set of small area forecasts (forecast.id) prepared for the City of Sydney Under a base scenario for the Waterloo Precinct, the average household size is expected to increase

from 1.60 in 2011 to 1.75 in 2036 based on the additional of significant numbers of private dwellings of two or more dwellings attracting larger households (refer to Table 17). Based on the proposed number of dwellings (approximately 729 dwellings within id.’s Population R–port - Attachment 21) under the

indicative concept proposal, and the proportional increase to floor space ratio (1.75:1 to 6.1:1), the equivalent population based on existing development capacity would support 366 people by 2036 in the Metro Quarter.

Table 17 | Forecast Population Summary – Waterloo Precinct ‘base scenario’

2011 2016 2021 2026 2031 2036

Population 3,241 3,259 3,600 6,368 9,426 11,976

Change in pop.

(5 years) 190 18 341 2768 3055 2552

Households 2,024 2,024 2,170 3,716 5,398 6,823

Change in

households

(5 years)

53 0 146 1547 1,682 1,425

Av. Household

size 1.60 1.61 1.66 1.71 1.74 1.75


Employment forecast – without Planning Proposal (SSP)

Based on forecast population growth and planned predominant residential function, employment

opportunities will be largely focused in population servicing industries. For example, health and aged care services, community services, personal services, child care, small retail, hospitality, and serviced apartments/short term accommodation.

Under the three different methodologies used for employment projections, a series of employment forecasts were developed. Assuming a base case scenario ‘business as usual’ and referencing .id’s predicted population forecast, an additional 372 jobs would be created between 2011 and 2036 resulting in a total of approximately 1,070 jobs across the Waterloo Travel Zone area.

SR: 22.7 Prepare time series (5 year increments) population and employment forecasts of the precinct and

surrounding community (including dwelling and job yields) based on strategic modelling, with the

Planning Proposal. Reference dwelling yields for the precinct will be provided for the precinct.

A set of time series analysis has been undertaken which compares the 5-year increments of the future

community profile based on a development scenario for population and employment, assuming the progression of the planning proposal. The findings for each are summarised below.

Population forecast – with Planning Proposal (SSP)

The forecasts for the Metro Quarter see an increase in population from 26 in 2 016 to 1,269 in 2036 (refer to Table 18). This forecast is based on an increase of 729 dwellings in net terms between 2023

and 2029. Average household size is expected to increase from 1.44 in 2016 to 1.79 in 2036 based on the additional of significant numbers of private dwellings of two or more dwellings attracting larger households.

The area is expected to attract younger adult age groups, primarily to the private dwellings, as well as a broader range of older ages to the affordable and social housing component. The largest forecast increases by age are in the 25-44 age bracket.

All household types are expected to increase to 2036, with the largest numerical increase in lone person households. The charts below show the results of the forecasts in more detail.

Table 18 | Forecast Population Summary – Waterloo Metro Quarter with Planning Proposal (SSP)

2016 2021 2026 2031 2036

Population 26 27 768 1,254 1,269

Change in pop. (5

years) -3 0 741 486 15

Households 18 17 424 696 710

Change in

households (5 years) -1 -2 407 272 14

Avg. Household size 1.44 1.60 1.81 1.80 1.79

Employment– with Planning Proposal (SSP)

Employment in the Metro Quarter is projected to grow from 70 in 2016 to around 291 by 2036. There

will be a period of decline during the construction phase of the project, but then grow in l ine with the

timing and staging of the retail and non-retail uses (refer to Table 19).


Table 19 | Employment Projections – Waterloo Metro Quarter

2016 2021 2026 2031 2036

Net additional

2016-2036

Jobs 70 194 221 249 291 +221

SR: 22.8 Update data as the 2016 census results become available.

The Population and Demographics Study has incorporated the latest 2016 census data for population

and employment available at the time of writing.

6.23 Economic development, local retail and services

MacroPlan Dimasi has prepared an Economic Development, Local Retail and Services Study for the Metro Quarter (refer to Attachment 22).


The Economic Development, Local Retail and Services Study (Attachment 22) provides an overview of

the economic and employment profile of the Metro Quarter Precinct locality. This has examined employment by industry; business composition and changes in this composition; and the journey to work patterns of the surrounding workforce.

Employment by industry

Within the Waterloo Catchment, Professional and Business services represented the top industry types for employment, with Public Administration and Safety and Professional, Scientific and Technical Services making up 11.7% and 10.9%, respectively. There is also a significant presence of jobs in Retail Trade, making up 9.5% of total share. Employment in Retail Trade is forecast to experience strong

growth within the catchment, with a 46% increase from 2016 to 2036.

Business growth and composition

In undertaking the analysis in this section, reference has been made to the City of Sydney (CoS) Council

Floorspace and Employment Surveys, conducted in 2007 and 2012 for Redfern Street Vil lage3. In 2007 the Transport and Logistics and Higher Education and Research industries where the top industry types, in terms of floor area occupied, for Redfern Street Vil lage with Transport and Logistics

occupying the most space. However, the period between 2007 and 2012 saw significant shifts in the amount of floor space occupied by different industry types as it did in the number of business within each industry. Notable findings regarding business composition between 2007 a nd 2012, include:

▪ The Creative Industries, Tourist Cultural and Leisure and Higher Education and Research industry

types all saw increases in the amount of floor space they occupy, reflecting both new market participation or the expansion of existing businesses.

▪ Significant reduction in Transport and Logistics, Professional and Business Services, and ICT sectors

also saw significant decreases in the amount of floor space they occupy within the Redfern Street Vil lage area. These reductions could be in part due to a downsizing of office space rather than an actual decline.

▪ Despite the total floor area occupied by Professional and Businesses Services decreasing from 2007

to 2012, the number of business in that industry increased, suggesting a demand for smaller workspace formats at this peripheral CBD location.

3 City of Sydney’s floor space analysis that is due to be undertaken in 2018 will further inform ongoing considerations of this and other reports


Journey to work

The origin of JTW trips made to the Waterloo SSP study area is mainly located within the Eastern City

District. The top five origin areas for workers travelling to Waterloo are within a 1-5 km radius of Waterloo which may allow workers to possibly walk to work occasionally, in l ieu of taking public transport or even driving. The rest of the top ten are within 5 - 6 km of Waterloo. The majority of top 11- 20 origin areas for workers travelling to Waterloo are either within a 5 -10 km radius of Waterloo or

10 -20 km radius. The greatest number of JTW trips are undertaken by private vehicle, which accounted for roughl y 50% of workers mode of transport for workers traveling to work in the Waterloo catchment. Of the workers

who walked to the Waterloo catchment the majority l ive within 5km radius of Waterloo. the following breakdown of the mode share among workers travell ing into the Waterloo catchment:

▪ Private vehicle – 50.4%

▪ Train – 25.7%

▪ Bus – 4.4%

▪ Walk only – 5.7%

▪ Other – 13.8%

Existing JTW destinations are overwhelmingly located in the Eastern City District, in particular the Sydney CBD and inner city. Except for Macquarie Park, Marsfield, Chatswood and Artarmon, most of the

areas that workers commute to are located within a 10-km radius of Waterloo. Of the modes of transport surveyed, the following breakdown of the mode of travel among workers travelling to the top 20 destinations for work from the Waterloo catchment:

▪ Private vehicle - 30.9%

▪ Train – 24.9%

▪ Bus – 10.6%

▪ Walk only – 2.9%.

SR: 23.2 Analyse the economic development, local employment and local retail and services needs to support

the development and economic sustainability of the precinct, ensuring a highly walkable precinct with a high degree of containment, its future community and relevant local and regional centres.


generating land uses within the local and regional context including nearby local centres, Green Square Town Centre, Central Sydney and Australian Technology Park.

Baseline investigations were undertaken by MacroPlan Dimasi (Attachment 22) to determine retail and

service needs based on the retail expendi ture across the trade area and the current and projected population and employment growth across the area (see Figure 85). In form the extent of the trade area the following was considered:

▪ the high-density nature of the proposed redevelopment of the precinct

▪ surrounding competitive supermarket faci l ities (including future proposed facil ities)

▪ surrounding network of higher order retail facil ities

▪ expected household composition of residents (e.g. lower than average car-ownership)

▪ surrounding road and rail network

▪ statistical boundaries, from which detailed data can be aggregated.


Figure 85 | Resident Trade Area and Competition

Source: MacroPlan Dimasi

The residential main trade area population is estimated at around 19,600 persons as at June 2016, including 15,000 persons in key primary sector. Over the past 5 years, the trade area population has grown by around 2.9% per annum, or around 530 persons per annum and is and is anticipated to increase with the future growth within the Waterloo SSP study area. Notably, the trade area assessment

has identified that Waterloo is a varied socio-demographic area characterised by:

▪ a mix of working professionals, students and social housing tenants

▪ an average (main trade area) per capita income that is 17% above the Metropolitan Sydney

average, however, due to the area’s smaller households, an average household income that is

around 21% below average

▪ a high number of 20-39-year-olds and a high proportion of persons aged a bove 60 years

▪ a very high proportion of rental households

▪ given the social housing and high-density nature of the trade area, the proportion of lone person

households across the main trade is significantly above the Metropolitan Sydney average at 32% (Metropolitan Sydney average is 9%)

▪ a low proportion of ‘typical family’ households (i.e. couples with dependent children) is very low

(17.5% compared with the Sydney average of 48.5%)

▪ a higher proportion of ‘couples with no children’ househol ds

▪ a greater proportion of households in the primary trade sector with zero car ownership as

compared to Sydney as a whole (20% compared to less than 12% overall).

The worker trade area has been general ly defined taking into account the area that woul d represent a comfortable walking distance to the Waterloo SSP. The worker trade area population was estimated at

13,500 workers as at June 2016, including 7,450 workers in the primary sector and around 6,050 workers in the secondary sector. The Australian Technology Park contains around 50 - 55% of the secondary sector workforce at present. The worker population is expected to more than double within


the next 10 years (i .e. by 2026) driven by major new office development in the Australian Technology Park.

Retail demand Based on historical retail expendi ture, the estimates of retail floorspace demand has been generated to support the residential trade area population over the period 2016 to 2036. We make the following

summary comments:

▪ the main trade area population generates around 47,400 square metres of retail floorspace

demand as at 2016

▪ demand for retail floor space is expected to increase by more than 76% by 2036 to reach 83,300

square metres (i.e. around 1,800 square metres per annum), with the primary sector retail floorspace generating around 72% of existing demand (equivalent to its share of the population), or around 34,100 square metres

▪ primary sector retail floorspace demand is projected to almost double by 2036, to reach 67,600

square metres (i.e. growth of around 33,500 square metres).

It is noted that a large proportion of this demand will be directed to higher order regional and sub -

regional retail facilities across the surrounding region, including the Sydney CBD, Broadway SC and other activity centres near people’s place of work.

Based on analysis on the analysis of surrounding retail and ancillary non-retail competitive environment of relevance to the Metro Quarter Precinct, the Economic Development, Loca l Retail & Services Study estimates that retail facil ities within the wider Waterloo SSP study area should be able to retain around 20% of demand generated by the main trade area, with the first stage (Metro Quarter) expected to

provide convenience-focussed retail facilities. The percentage of demand generated has considered the amount and location of other centres that will continue to attract expenditure from residents and workers within Waterloo, includi ng Green Square

Town Centre, Central Sydney and Australian Technology Park. The suggested allocation is mindful of the full array of retail and non-retail services available in the catchment and will therefore not impact on current centre hierarchies, with the recommended provisions at the Metro Quarter aimed to fulfi l a

convenience-focussed retail service.

SR: 23.7 Consider local employment and business needs and opportunities to support the existing and future

community, including a specific focus on Aboriginal and Torres Strait Islander communities.

The mix of retail and ancillary non-retail uses recommended across the Waterloo Metro Quarter SSP

should include uses that are appropriate for the local community, which has some distinct attributes in this part of Metropolitan Sydney. The local communi ty in this case includes social housing residents in the Waterloo Estate, the local Aboriginal community, as well as other existing and future residents.

These uses, and indeed the broader suite of required community uses will be tested/examined in more detail by other specialist consultants as part of the project, however the types of uses that could be

considered might include:

▪ Community centre

▪ Cultural centre

▪ Aboriginal & Torres Strait Islander services

▪ Local health clinics/counselling services

▪ Child care facil ities and schools

▪ Sports/recreation/leisure facil ities

▪ Libraries


▪ Open space.

Furthermore, the procurement process for the delivery of the Metro Quarter will require the prospective proponent to provide local employment opportunities for the existing and future community through the following ini tiatives.

During Construction

The prospective proponent is required to address government policy including the Aboriginal Participation in Construction Policy (APIC) as a minimum requirement. Furthermore, the proponents will also be required to at a mini mum:

▪ Commit to building skills, diversity, jobs, and industry capacity through its delivery program in

alignment with the Sydney Metro CSW Workforce Development and Industry Participation strategy (including the Aboriginal Participation strategy). This sets out how key priorities and objectives which reflect key government priorities as well as aspirations to drive workforce development and

industry participation outcomes:

– Industry Participation – Increase opportunities for employment of local people, participation of small and medium enterprises including Recognised Aboriginal business and support industry to compete in home and global markets through active pa rticipation

in client led programs – Workforce skills development – Enable targeted and transferable skil ls development in

areas with local and national skills shortages, supports changing job roles and increased

skil l requirements, and embed transferable skills in the workforce – Diversity and inclusion – Establish initiatives to increase diversity within the workforce and

supply chain through collaborative partnerships with a key focus on Aboriginal Participation

– Inspiring future talent and developing capacity – Engage young people via educati on and work experience and support vocational career development through apprenticeships and traineeships.

Enduring and sustainable employment outcomes

Demonstrate commitment to initiate and develop pathways to deliver employment opportunities for the existing and future community. A particular focus is required for the diverse communities within Waterloo, including Aboriginal and Torres Strait Islander people.

The proponent will be required to provide a sustainable skilling and employment proposal for the Metro Quarter. The approach must have the ability to adapt to the changing needs and aspirations of the existing and emerging community, and should address:

▪ Framework for achieving success: including embedding within the place governance, identifying

needs and opportunities, and engaging with providers and services

▪ A delivery strategy: including engagement across the mixed use occupants

▪ Consider relationship with placemaking, activation, public art, community services, a ctive transport,

and enterprise development.

These strategies are achieved through contractual mechanisms, collaborative client led programs,

strategic advisory groups with government and industry representatives and further complemented by contracting partners led initiatives.

SR: 23.3 Identify the quantum of floorspace required to support economic development, local retail and

service provision.

SR: 23.5 Identify appropriate locations for active retail frontages to provide community services to facilitate

current and future needs.



generating land uses within the local and regional context including nearby local centres, Green

Square Town Centre, Central Sydney and Australian Technology Park.



SR: 23.9 Provide recommendations to inform planning controls on the quantum of retail, service and

employment floor space needed to meet the needs of the vision and objectives of the project.

In determining the provision of non-residential floorspace within the Metro Quarter, the dynamics of

both the Waterloo Metro Quarter and the Waterloo Estate and the appropriate location of retail floorspace concentration was taken into account.

Overall, i t was recognised that the Metro Quarter Precinct would serve best as the primary location for convenience-based retai l and related service within the Waterloo SSP study area, catering for the daily

needs of residents, workers and commuters. Further retail and non-retail services will be considered to serve a complimentary purpose within the Waterloo Estate, with regard for to overall viability and social relevance of recommended uses.

The report has determined that the recommended retail and non-retail components of the project are best positioned to serve the current and projected convenience needs of the area’s resident and worker populations (refer to Table 20). Recommended floorspace includes the allocation of floorspace for retail

purposes, based on catchment characteristics and available expenditure and non-retail floorspace that is typically provided in unison with a retail offer, providing complementary services for local residents, workers and commuters.

Table 20 | Recommended floorspace provision within Metro Quarter Precinct

Category GLA(m2)

Convenience retail - majors 1,250

F&B / Convenience retail - mini-majors 1,300

Retail specialties 750

Ancillary non-retail 4,800

Entertainment 700

Office/community uses 3,200

Total 12,000

The Economic Development, Local Retail and Services Study (Attachment 22) also highlights the

importance of a direct interface between retail frontages and the Metro Station as well as with the surrounding road network. The recommended floorspace allocations ha ve informed the concept proposal for the Metro Quarter Precinct and spatial allocation of retail and non-retail space within the Metro Station podium levels.

SR: 23.4 Develop a strategy to deliver strategically important uses, through market delivery combined with

targeted interventions where market delivery will not satisfy identified needs




SR: 23.9 Identify measures to ensure the development of the precinct meets the economic development, local

employment and local retail and service needs of the community and supports the economic

development of neighbouring centres. This is to consider the different service, business and employment needs of groups within the community.

The above mix of retail and non-retail floorspace is based on current and projected future catchment

characteristics and is designed to ensure a viable provision after project completion. However, given the

timeframe for delivery, market interventions have been recommended to encourage the provision of retail and services to meet the social needs of the local population. Recommendations to ensure such an outcome include:

▪ The development of a targeted tenancy profile – this would involve the selection or nomination of

particular retail types that are suited to the catchment’s needs. Exemplar tenancies might include the likes of Aldi/Kaufland (supermarkets), K-Mart, Discount Variety Stores (e.g. Roni’s), specific apparel stores (Lowes, Rivers, Best & Less), specific accessories or retail service stores (Specsavers,

Prouds), an ‘Everytable’ food outlet (LA) where store formats are identical but price-points and produce vary according to location, and/or a ‘Vinnies’ outlet.

▪ Market warming and liaison to understand the preferred market drivers for such occupancies – all

stores must be able to trade commercially and will have specific locational preferences that will

need to be met, so as not to compromise their trade ability.

▪ The identification of suitable space within the Metro Quarter or the Waterloo Estate where such

facil ities and services might be accommodated. Given the mixed-use nature of much of the

surrounding locality, it may also be prudent to consider the potential to incorporate identified services at nearby locations.

▪ The consideration of head-lease and sub-lease arrangements to give effect to desired tenancy

outcomes, specifically identifying GLA percentages that might be allocated to nominated uses and

subsidised rent levels.

It is noted that the market will ordinarily determine the retail and service mix. The consideration of these mechanisms will be undertaken as part of the contractual arrangements for the successful

developer for these components of the Waterloo Metro Quarter project.

6.24 Feasibility and economic benefits

MacroPlan Dimasi has provided an Economic Development, Local Retail and Services Study (refer to Attachment 22) and Colliers has provided a Market and Feasibil ity Study (refer to Attachment 23).

SR: 24.1 Provide an analysis of the market demand for the proposal

Starting in the early 2000s, the number of dwelling approval across Sydney trended downwards,

reaching a record low in 2009. Conversely, at the same time the city’s population growth increased, driven by a number of factors such as increased overseas migra tion. Consequently, there was an

extended period where housing supply failed to align with population growth. Over recent years, the number of dwelling approvals has increased, helping to address this historic shortfall and contributing to a buoyant property market. However, Colliers has found that the volume of residential housing transactions for the March 2018 quarter are showing signs of an ea sing market.

The proposal has a number of characteristics of which some will be viewed positively and others negatively by the prospective purchasers of the residential apartment product. The project is positively

affected by its South Sydney location, which is an attractive and fashionable area for many occupier types, i .e. students, young professionals, first home buyers, young families and downsizers. It is also supported by the Metro Station and in walking distance location to nearby Redfern and Green Square Stations. The accessibility provided from these stations will be positively viewed by renters, which

should be reflected by interest from investors.


The integration of social housing in the development should not cause many issues for saleability if the integration is done well . Well-integrated social housing would preferably be in a separate tenure-blind

building.

SR: 24.2 Provide an assessment of the development feasibility of the proposal.

The amount and location of non-residential floorspace in the Metro Quarter has been informed by

MacroPlan Dimasi recommendations that are based on current and forecast expenditure, known and projected supply and what is known to be a viable level of turnover for similar services / facil ities. The Market and Feasibil ity Study prepared by Coll iers (Attachment 23), highlights that in the short term

and in the current market, the proposed concept may only sell in the order of 100 to 200 units p.a. The long-term trajectory of the Sydney housing market being strong should support the sales rates noted above and should be sustainable over the term of the project.

The annual sales rate will increase with the scale of the development. The feasibil ity of the development in its current form is subject to the price of the underlying land which

will be negotiated with prospective developers. Developers will consider the expected revenues and risks associated with zero car parking and the inclusion of social housing into the scheme. These factors will be included in their calculation of the residual land price that achieves their required return.

Conversely, in the case of zero car parking we expect that a developer will try to negotiate a change of scheme to increase the car parking provided, even if this comes at a lower apartment yield, as this will reduce likely saleability risks.

We propose the revenue escalations below to reflect the current market cycle, where prices are expected to remain stable over the next few years followed by some modest growth in the following years into the next market up cycle.

SR: 24.3 Provide an economic assessment of the proposal, including the likely wider economic benefits

Through its provision of retail and non-retail floorspace the Waterloo Metro Quarter project will

generate employment for 385 persons and an i ndustry value-added (IVA) of $41m. This represents an estimated improvement on current conditions of over 200 jobs and an additional $26m IVA, supporting local economic activity and opportunity, and providing services to meet local resident and worker needs. Together with its residential offer, the project’s IVA increases to $64m upon its completion.

There are wider economic benefits also associated with the project, some of which have a local impact and others that are tied to the transport benefits of the broader Sydney Metro City-Southwest network. MacroPlan Dimasi has demonstrated that the Metro Quarter will not have an adverse impact on the

viability of existing nearby centres.

SR: 24.4 Undertake an economic analysis testing feasibility of future development to contribute towards local,

State and regional infrastructure

Contributions to local infrastructure will be undertaken through adoption of CoS Developer

Contribution rates, including any relevant offsets for provision of tangible infrastructure such as community facil ities.

Preparation of a SIC will be managed by the Department as part of the concurrent LUIP process (as described in Section 5.5) that covers the Metro Quarter. As part of this process, detailed investigations

will be undertaken into the capacity of the Metro Quarter in its current form to contribute to the provision or augmentation of state infrastructure such as public transport, health and education facil ities.


6.25 Heritage

Urbis has prepared a Heritage Study for the Metro Quarter (refer to Attachment 10).

SR: 11.1 Prepare a heritage assessment that investigates the history, physical evidence and significance of the

features within the study area, based on a site inspection and documentary research, to identify and

conserve features of local or greater heritage significance.

SR: 11.2 The heritage assessment is to be undertaken in accordance with guidelines set out in the NSW

Heritage Manual, the methodology described in ‘The Conservation Plan’ (J S Kerr 1996) and in the

Australia ICOMOS Charter for the Conservation of Places of Cultural Significance (the Burra Charter).

This assessment:

▪ investigated the history, physical evidence and significance of the features within the site

▪ involved site inspection and documentary research

▪ was undertaken in accordance with the guidelines set out in the NSW Heritage Manual, the

methodology described in ‘The Conservation Pl an’ (J S Kerr 1996) and in the Australia ICOMOS Charter for the Conservation of Places of Cultural Significance (the Burra Charter).

SR: 11.3 This assessment is to review, but is not limited to, features of potential heritage significance within

the area for replanning including:

▪ buildings: all existing;

▪ landscaping elements: built and planted;

▪ monuments or public art installations;

▪ infrastructure: street patterns and stormwater;

▪ potential archaeological relics; and

▪ places of social significance.

Heritage assessment of former development on the Metro Quarter, as well as an archaeological

assessment, was undertaken by Artefact in 2016 as part of the assessment and subsequent approval of

the Waterloo Metro Station. All buildings within the Metro Quarter have subsequently been demolished in accordance with the Sydney Metro CSSI approval (15_7400). Therefore, the scope of this assessment is focussed on existing features.

Four (4) items have been identified as being of heritage significance within the surrounding area for the purposes of planning for the future of the Metro Quarter. These are:

▪ The Waterloo Congregational Church (103-105 Botany Road)

▪ The Cauliflower Hotel (123 Botany Road)

▪ The former CBC Bank Building (60 Botany Road)

▪ Alexandria Park.

In addition, the Alexandria Park Heritage Conservation area (HCA) is located approximately 100m to the west of the Metro Quarter.

The location of these features is shown in Figure 86. These items are identified as being of local heritage significance under the City of Sydney LEP 2012.


It is important to note that:

▪ only the Waterloo Congregational Church is located within the Metro Quarter

▪ the proposal will not involve any physical alteration to any of these items, including demolition

(whole or partial) or additions.

No other elements, such as landscaping or infrastructure, were identified as being of heritage

significance.

Figure 86 | Exis ting heritage items in surrounding area of Waterloo Metro Quarter

Source: Urbis

The statements of heritage significance issued by the NSW Office of Environment and Heritage for each

of these items as follows.

Waterloo Congregational Church

“The Gothic church of rendered brick construction was constructed in 1883 to replace the congregation

chapel built in 1865. The symmetrical design of the façade demonstrates high quality architectural traits of the building. It is one of the earliest worship venues in Waterloo”.

Cauliflower Hotel

“The Cauliflower Hotel is a good example of a mid- Victorian hotel in the Georgian style and was built in

c1862 by George Rolfe who was a leaseholder and a market gardener. The hotel was under the ownership and operation by the Rolfe family until 1920s, and later by Tooheys and Tooth & Co. The name "Cauliflower Hotel" is associated with former market gardens on the site which were said to be

used for cauliflower growing. The hotel has been continually l icensed since its establishment. This Georgian style building and the unique cauliflower sign is the landmark on Botany Road.”

Former CBC Bank Building

“It represents a good example of the Victorian Italianate style by prominent government architect

Mansfield. It is a landmark building on a prominent corner site.”

Alexandria Park

“Alexandria Park is a designed open space with retains its essential layout as a product of the late Victorian era in Sydney catering for the local community of predominantly working class. The natural of

the layout of the Park is expressed as equal portions of passive and active areas with a focus on the site


once occupied as a cricket oval and now football fields. The design and choice of predominantly Ficus species is associated with the influence of the successive Directors of the Sydney Bota ny Gardens:

Charles Moore, Joseph Henry Maiden and Edward Ward. The park contains three commemorative gateways associated with local politicians and members of Alexandria Municipal Council. The park currently is sti l l a prominent recreation venue for the l ocal public”

Alexandria Park Heritage Conservation area (HCA)

“The Alexandria Park Conservation Area is significant for its ability to demonstrate the growth of the municipality of Alexandria in the second half of the nineteenth century and the first half of the twentieth century. The area developed in as sociation with the industrial growth of Waterloo and the establishment of the Eveleigh Railway and Goods Yards, providing housing for workers. The housing

stock reflects successive subdivisions of the Coopers freeholds and Park View Estate. The industrial development i l lustrates a later overlay reflecting the growing importance of the area as an industri al centre in the early twentieth century. Alexandria Park provides a focus for the community.”

SR: 11.4 Provide recommendations for the management of heritage significance – to guide future

development or planning to retain the assessed significance of features, including features to retain and re-use, treatment of specific spaces and fabric of significance, view corridors, setbacks and

heights for new development in the vicinity, photographic archival recording or oral histories.

The Heritage Study (Attachment 10) prepared by Urbis identified a series of heritage-related principles

to inform the proposed planning framework and design of future development within the Waterloo

Metro Quarter. These include:

▪ There are no items of heritage significance located within the Waterloo Metro Quarter, and as

such, there are no heritage items to be listed on future Environmental Planning Instruments.

▪ The Waterloo Congregational Church heritage item adjoins the Waterloo Metro Quarter and is

locally significant as a late Victorian gothic church.

▪ A number of significant heritage items are located within the vicinity of the Waterloo Metro

Quarter, including the Cauliflower Hotel, the former CBC Bank Buildi ng, the Cricketers’ Arms Hotel, and Alexandria Park.

Specific provisions relating to heritage have been recommended in the Heritage Study (Attachment 10), which have been informed by the above heritage principles. These provisions have been incorporated in

to the draft DCP (Attachment 2). The objectives underpinning the development provisions, include:

▪ Development retains significant heritage items in the vicinity of the Waterloo Metro Quarter.

▪ Development respects the heritage values of the Waterloo Metro Quarter and its setting.

▪ Development enhances the heritage values of the Waterloo Metro Quarter and its setting by

removing unsympathetic surrounding development.

▪ Development exposes and celebrates significant elements wi thin the Waterloo Metro Quarter and

its setting.

▪ Development provides appropriate setbacks from heritage items.

▪ Development provides appropriate building form and scale with considerati on for heritage items in

the vicinity of the Waterloo Metro Quarter.

▪ Development enhances and complements existing chara cter in its design but not replicate heritage

buildings.

▪ Development responds appropriately to heritage items and conservation areas in the vicinity of the

Waterloo Metro Quarter.

▪ Development responds to significant corner typologies in the vicinity of the Waterloo Metro

Quarter.


SR: 11.5 Provide a Statement of Heritage Impact in accordance with the Statement of Heritage Impact guide

which:

▪ identifies and assesses any direct and/or indirect impacts (including cumulative impacts) to the heritage significance of the Waterloo Congregational Church and other heritage items and conservation areas in the vicinity of the site; and

▪ addresses the height, density, bulk and scale, and setbacks of the proposal in relation to the

locality and the surrounding development, topography and streetscape, having particular regard to its relationship with Waterloo Congregational Church.

The proposal will change the existing character of this part of Botany Road, introducing a s ignificantly

larger scale of built form. This scale is required to accommodate a major public infrastructure

investment in the form of a Metro Station, provide a new mixed use precinct that activates the Metro Station and optimise land use and public trans port integration consistent with state and local government planning policy.

Nonetheless, these heritage items have driven the design of the proposal in order to respect their values. The following specific initiatives have been incorporated to respect these heritage items:

6.25.1 Waterloo Congregational Church

The indicative concept proposal has been designed with reference to the heritage principles identified within the Heritage Study (Attachment 10) and DCP provisions (Attachment 2), to provide an indication of the form of development which may be possibl e, and to test the application of the heritage principles

and DCP provisions. This is distinct from the former situation where buildi ngs of a similar height were built almost flush to the church’s outer wall s and dense landscaping occupied the front setback, largely obscuring it as a distinct built element. This is achieved through the design responses described below.

Increased setback and publicly accessible laneway

Significant setbacks to the Church, including a generous publicly accessible l aneway along the northern boundary of the Church for pedestrian use. The design of this laneway ensures that the Chur ch building will be accessible visually to the most people possible, including residents, commuters and business

operators within the Waterloo Metro Quarter. The laneway also provides for the exposure of the northern elevation of the Church building by preventing built form from being developed in close proximity, allowing for the users of the space to observe and appreciate this significant fabric.

Visual connection between the Church and Cope Street Plaza

A visual corridor l inking the Church with a Cope Street Plaza will be established to the east of the Waterloo Metro Quarter. This visual connection will enable a greater number of people to visually connect with and interpret the history of the site, beyond those people using the proposed laneway.

This is a positive heritage outcome and shows how the Church can be meaningfully integrated into a potential future development scenario, instead of being isolated and obscured in between new built form.

Low scale podium aligned with the church bellcotes

The indicative concept proposal incorporates a lower scale podium form, similar in height to the Church building. The street setback is also increased from 6 metres to 10 metres for a considerable distance along Botany Road to both the north and south of the Church. This prevents the podium form al ong

Botany Road from overwhelming and dominating the heritage listed Church, and also provides a stepped development form whereby the higher-scale development may be located further back from the street front.

Views to the Church

Views towards the Church building will be altered as a result of proposal. However, the proposed podium forms and heights, retention of the air space over the Church, and adoption of significant setbacks and view lines, mean that potential future development will not obscure any ex isting views of


the Church. Moreover, the provision of large setbacks from the Church, and the visua l corridors being adopted in the Indicative Concept Plan, mean that new views and vistas towards the Church building

will be introduced. This will increase the Church’s exposure to the public and help to provide important historical layering to the site, that can be accessed by site users.

6.25.2 Cauliflower Hotel

This Cauliflower Hotel will be unaffected physically by the proposal, or by future development provided for by the proposed new planning framework. This heritage item is located outside the boundary of the Waterloo Metro Quarter, and outside the broader Waterloo SSP boundary.

The Heritage Study (Attachment 10) highlights that any potential future development provided for by the proposed new planning framework, would not obscure significant views and view corridors towards vicinity heritage items.

The heritage principles and proposed DCP provisions included in this report stipulate that any potential future development at the Waterloo Metro Quarter, which would be permissible under the proposed planning framework, must respond appropriately to significant corner typologies in the vicinity of the

site, including the Cauliflower Hotel at the south-west corner. This may be achieved through:

▪ aligning the height of the ground level of the Botany Road street wall generally in accordance with

the ground level of the hotel

▪ aligning the overall height of the Botany Road street wall generally in accordance with that of the

hotel

▪ setting the taller building from back an additional 3m from the outermost southern edge of the

podium to better mediate change in scale.

Overall, the scale and form of potential future development provided for by this proposed new plann ing framework, is not considered to have any detrimental impacts on the proximate heritage items at the southwest corner of the Waterloo Metro Quarter.

6.25.3 Former CBC Bank building and Cricketers Arms Hotel

The north-west corner of the Waterloo Metro Quarter is located opposite two listed heritage items of local significance, being:

▪ Item 4 under the SLEP 2012, “Cricketers Arms Hotel including interior”

▪ Item 5 under the SLEP 2012, “Former CBC Bank, including interior”.

The Heritage Study (Attachment 10) identifies that both of these significant properties will be unaffected physically by the proposal, or by future development provided for by the proposed new planning framework. Both of these heritage items are located outside of the boundar y of the Waterloo Metro Quarter, and are both outside of the broader Waterloo SSP boundary.

It is acknowledged that the proposed new planning framework will facilitate future development at Waterloo Metro Quarter that will be of a significantly larger sca le than that previously known at the site. This means that vicinity heri tage items will have altered outward views towards a new mixed-use

urban precinct However, any potential future development provided for by the proposed new planning framework would not obscure significant views and view corridors towards vicinity heritage items. All vicinity heritage items would be full y retained as part of any potential future development at Waterloo

Metro Quarter. The heritage principles and proposed DCP provisions included in this report stipulate that any potential future development at the Waterloo Metro Quarter, which would be permissible under the proposed

planning framework, must respond appropriately to significant corner typologies in the vicinity of the


site, including the Cricketers Arms Hotel and former CBC Bank building at the north-west corner. This may be achieved through:

▪ providing lower three-storey height of the podium to Botany Road responds to the traditional,

lower height of heritage items in the vicinity, generally located on corners opposite the Waterloo Metro Quarter.

▪ providing a distinct, landmark built form aligned with the south-east corner of Botany Road and

Raglan Street / Henderson Road to ‘partner’ with the building as dual entry statements into the precinct when travelling from the north.

Overall, the Heritage Study (Attachment 10) highlights that the scale and form of potential future

development provided for by this proposed new planning framework, is not considered to have any detrimental impacts on the proximate heritage items at the northwest corner of the Waterloo Metro Quarter.

6.25.4 Alexandria Park heritage conservation area (C1) and Waterloo heritage conservation area (C70)

The Heritage Study prepared by Urbis (Attachment 10) considers that the scale and form of potential future development provided for by this proposed new planning framework will not have any detrimental impacts on the significance of the C1 Alexandria Park heritage conservation area to the west and (C70) Waterloo heritage conservation area (HCA) to the east.

Alexandria Park heritage conservation area (C1)

The conservation area is identified to be significant for its collection of nineteenth century terrace and cottage building stock, which will not be physically affected by potential future development at

Waterloo Metro Quarter. This conservation area generally consists of single and two storey small scale dwellings with minimal setbacks and street trees throughout. This small scale at pedestrian level creates an insular streetscape with minimal views beyond the immediate context.

The street orientation within the HCA is principally north-south alignment, with Waterloo Metro Quarter being located to the east, therefore distant views along view corridors within the conservation area are rare towards Waterloo Metro Quarter. As such, potenti al future development provided for by this new planning framework would have a negligible, if any, visual impact on the conservation area.

Further, a Visual Impact Study prepared for the proposal by Cardno and (Attachment 4), confirms that while the future development which would be facil itated by the proposal would be visible from

Alexandria Park itself, the views are distant and the new development would form part of an evolving urban skyline. Distant views of the upper portions of future development would not impact on the significance of Alexandria Park as a heritage item and would not obscure significant views to or within the park. From the north eastern portion of the park, the future potential devel opment would be

almost entirely screened by existing trees and buildings, l ikewise for views within the C1 Alexandria Park heritage conservation area.

Waterloo heritage conservation area (C70)

Overall, the Heritage Study prepared by Urbis (Attachment 10) found that there would be no impact of

the potential future development provided for by this new pla nning framework on the C70 Waterloo heritage conservation area to the east, as it is substantially separated physically and visually from the Waterloo Metro Quarter by the Waterloo Estate.

SR: 11.6 Provide the required DCP provisions.

To ensure that these initiatives are adhered to, it is proposed to include a number of heritage provisions

in the draft DCP (refer to Attachment 2).


SR: 11.7 Provide an interpretation plan having particular regard to the precinct’s relationship with nearby

heritage items in accordance with Interpreting Heritage Places and Items Guidelines.

Urbis has prepared an interpretation plan (refer to Attachment 1 of Attachment 10).

Having regard to the historical analysis and identified historical themes, it is concluded that the elements of the Metro Quarter warranting heritage interpretation are:

▪ The Waterloo Congregational Church

▪ The former residential uses in the mid-Victorian period prior to conversion of the Metro Quarter

site into industrial and commercial uses and the s ubsequent industrial uses in association with the wider Waterloo local area

▪ The pre settlement natural landscape and its transformation

▪ Indigenous interpretation.

Key principles for developing interpretation of the Metro Quarter site, and specifically the Waterloo Congregational Church, include the following:

▪ Ensure that interpretation is integrated into the detailed design of the Metro Quarter –

interpretation should be a collaborative exercise, involving project and landscape architects and

heritage experts, other relevant technical advisers in developing detailed interpretation design briefs.

▪ Ensure that interpretation is engaging to identified audiences.

▪ Interpretation should be integrated into the overal l site planning and management of the Metro

Quarter, including planning for the continued maintenance and review of interpretive media.

▪ Interpretation should be undertaken in accordance with the relevant heritage guidelines and best

practice “ingredients” for interpretation and consent requirements.

▪ Interpretation should not be visually or otherwise intrusive and should permit the audience to

discover and interact or engage with the interpretation over time and on various levels.

▪ Interpretation should be contemporary and allow for technological innovation, including social and

multimedia where appropriate.

▪ Interpretation should be considered as part of the public art strategy and suitable opportunities

explored.

6.26 Public art

Milne & Stonehouse and Sue Boaden have prepared a Public Art Plan for the Metro Quarter (refer to

Attachment 24).

SR: 25.1a Prepare a public art plan that:

▪ is authored by a professional curator with experience and knowledge of the area

Both Milne & Stonehouse and Sue Boaden are professional curators with experience and knowledge of

the area. Both have relevant tertiary qualifications, over 20 years experience in the industry and have

been involved in the preparation of public art plans for projects within the South Sydney area, including for sites in Redfern and Surry Hills, and for strategic art policy for Sustainable Sydney 2030.


SR: 25.1b Prepare a public art plan that:

▪ is developed in consultation with the City of Sydney, the City’s Public Art Advisory Panel, key

cultural stakeholders and the community;

SR: 25.1c Prepare a public art plan that:

▪ allows for individual, meaningful and iterative one on one consultation with the above groups;

The public art plan was developed in consultation with the City of Sydney, the City’s Public Art Advisory

Panel, key cultural stakeholders and the community. Key activities included, but not l imited to:

▪ C2E: the Urban Transformation Strategy was developed in conjunction with an expert adviso ry

group of 16 cultural leaders from the City of Sydney and Government, non-government and

creative cultural leaders including representatives from Aboriginal and Disability groups, and the results of this work was considered as part of development of the public art plan

▪ Waterloo Visioning: the Art and Cul ture consultants provided input into the questions a nd framing

of the engagement and built in the results of the visioning engagement

▪ Presentation to the City of Sydney Public Art Advisory Panel.

▪ Meetings with City of Sydney Planning and City Art teams to discuss draft public art plan and

presentation to Public Art Advisory Panel and feedback on the draft public art plan.

▪ Meetings with TfNSW Metro Public Art Team

▪ Workshop with cultural stakeholders

▪ Participation in l iaison meeting with Balaranji re Aboriginal history and heritage narrative

▪ Participation in UGDC Workshop - Placemaking with Roberts Day

▪ Technical and Innovation Working Group on Environment and Open Space and Employment, Retail,

Services and Arts and Culture

SR: 25.1d Prepare a public art plan that:

▪ identifies opportunities and an overarching conceptual approach/curatorial rationale for the precinct

Drawn from relevant policy at the State and local level, feedback from stakeholder engagement as well

as trends in addressing and finding positive cultural pathways towards sustainable and res il ient communities, the Public Art Plan identifies a number of strategic opportunities for public art in Waterloo.

These include:

▪ Increased participation in the arts: Providing local opportunities that i ncrease engagement and

access to arts and culture in Waterloo will have a positive impact on community wellbeing.

▪ Celebrating Aboriginal cultural heritage: Celebrating Aboriginal cultural connections and i dentity

can contribute to Waterloo being a sustainable and vibrant cultural place.

▪ Cultural diversity: There is the opportunity to strengthen, enrich and celebrate Waterloo’s diversity

of cultures, both in tell ing local stories and programming that engages the local community.

▪ Creative skills development: Enabling creative professional development and opportunities for the

community will contribute to local cultural vitality and economic sustainabil ity.

▪ Capturing rich cultural content and local stories: Using multiple media to celebrate local culture

and stories from past, present to future can provide the community opportunites to develop a sense of belonging and connection to better understand the place as it is now.


▪ A diversity of creative spaces: Provide space for community arts engagement and participation as

well as professional practice. The delivery of creative development and learning programs will need

to take into account new models of deli very in contemporary, fit for-purpose facil ities.

▪ Nature as a cultural driver: The natural environment and the experiences it provides are

recognised for their role in contributing local identity and social well -being. Art which reflects a commitment to excellence, innovation and diversity should be built into the fabric of Waterloo’s

natural spaces.

In addition to these general opportunities, the following opportunities have been identified for the Metro Quarter:

▪ creating an urban environment that fosters pride, ownership and shapes local identity.

▪ increasing community cultural participation (debate and awareness ), in the planning and

development of public art projects.

▪ encouraging local creative employment and skil ls development in public art projects.

▪ capturing and celebration of Waterloo’s stories, through publ ic art and activation programs.

▪ enriching the lived experience of Waterloo, through embedded and integrated public art in the

public domain including buildings, parks and streets.

▪ celebrating Aboriginal and Torres Strait Islander heritage, and connection through public art.

▪ enhancing and realizing a unique cultural destination for public art programs and projects.

▪ fostering a vibrant, connected focal point for street l ife through art.

▪ developing a unique suite of Waterloo’s public art assets.

▪ engaging public art with memories and current narratives of socia l relationships, overlaying the site

to bring old and new residents together, and engaging the community throughout the process

▪ providing l inks to the natural environment, raising awareness of the cultural ecology of the place.

The opportunities and have informed a curatorial rationale, which is underpinned by five key concepts that underpin the public art plan (for further detail, refer to Attachment 24):

▪ Aboriginal Heart

▪ H20

▪ Nourish, Thrive and Grow

▪ Compass and Calendar

▪ Making Waves/Watershed.

SR: 25.1e Prepare a public art plan that:

▪ proposes a sound methodology for the selection, commissioning and delivery of public art as part

of future development applications in a way that ensures the strategic intent, vision, artistic integrity and quality of all public artworks is maintained throughout this process

The public art plan proposes a methodology for the selection, commission and the delivery of public art.

The approach to artist selection will depend on the work and stage of project delivery. Guided by a curator, the approach could involve:

▪ an EOI process through an open call or through a pre-selected log l ist invitation

▪ short-listing of artists who are supported by a fee to further develop and refine a concept proposal

▪ submission to an appropriate advisory group


▪ selection of the preferred artist based on agreed selection criteria.

Informed by the Public art principles and the CoS Public art Strategy, the public art plan recommends guiding criteria for the procurement and commissioning of public art:

▪ is relevant to, and responsive to the site

▪ is of a scale appropriate to the development

▪ is responsive to the curatorial narrative

▪ demonstrates high standard of excellence in contemporary art

▪ aligns with policy frameworks; Planning, heritage, environmental , public art, cultural

▪ demonstrates capacity to be achieved within budget, including commissioning, fabrication and

ongoing maintenance

▪ contributes to the amenity of the public domain, and enhances communi ty connections to place.

The public art plan recommends that an art manager, creative producer or cura tor be engaged to assist in the development and delivery of public art to a high standard. Development and delivery is to be guided by a artist commissioning guidelines as follows:

▪ Developed in close consultation with City of Sydney

▪ Appointment of a curator

▪ EOI supports partnering/ mentoring experienced artist with emerging / local artist and engagement

with the community in the development or delivery of the work.

▪ Artists commissions should be considered early in the process, and commissioned as a member of a

collaborative team, or engaged with a lead artist to work with the design team during the planning stage.

▪ Artist selection responds to the curatorial narrative.

▪ Engagement where possible with the community and local artists

▪ The Intellectual Property rights of artists should be protected, and a copyright agreement

undertaken in the contract.

▪ Artists should be provided an artist contract if novated to a builder. The contract should outline

their responsibilities and rights.

SR: 25.1f Prepare a public art plan that:

▪ ensures that adequate checks and balances are in place to achieve best practice outcomes;

The achievement of best practice outcomes will be achieved by

▪ the appointment of a curator

▪ a minimum funding requirement

▪ the integration of public art principles, objectives and curatorial narrative

SR: 25.1g Prepare a public art plan that:

▪ outlines a budget for public art that allows for best practice outcomes that will contribute to the

future public life in Waterloo;

A minimum of 1% or “percent for art” programs is a national and international precedent. This allowance ensures a consistent scale and quality to commissioned public art projects whi ch provides an

excellent public domain amenity. In Sydney, this percentage is not consistently applied which has resulted in an ad hoc streetscape and open space design for permanent public art projects. A


percentage for public art policy has been applied in a number of Sydney Councils (e.g. Willoughby 1%; Leichardt 5%) however due to amalgamation these pol icies are under review. Based on precedents (just

a handful below) and CoS advice:

▪ Barangaroo Public Art Strategy: one percent of construction costs

▪ City of Perth: minimum 1% of the budget of any eligible capital works project

▪ City of Los Angeles: policy since 1989 has been to allocate 1% of all capital improvement costs to

commission public artwork.

▪ City of San Francisco and City of San Diego: set aside 2% of qualified public works costs for art, and

provide for private projects as well

▪ City of New York: Percent-for-Art Law” states that no less than 1% of the first $20,000,000 plus no

less than 0.5% of the exceeding amount should be allocated for artwork.

SR: 25.1a Prepare a public art plan that:

▪ clarifies the lifespan of the artwork and process for decommissioning as well as ownership, funding and responsibility for ongoing maintenance of all artworks

Public art in the quarter may take one of four forms:

▪ Permanent Artworks: artworks with a 25- year l ife

▪ Ephemeral Artworks: artworks which have a temporary, designated life span, contingent upon an

event or the commissioning requirements

▪ Performance Artworks: artworks performed outside of the formal framework of the theatre, and

consider the sensitivities of their audience in context of duration, costume and location.

▪ Integrated and Embedded Artworks: artworks that are incorporated within a building, publicly

accessible open spaces, and landscaping fabric.

Permanent, integrated and embedded artwork should be designed to endure in a location, for as long

as is appropriate given the surrounding environment, other physical objects in the space, and the use that space is intended for. However, in certain circumstances decommissioning of a work may be required. This can occur through

relocation, storage and deaccession. The process would be governed by respect for the artist and would follow the City of Sydney’s

Guidelines: Public Art Acquisitions and Deaccessions 2010. With the support of the curator, the artist will prepare a maintenance plan as part of their commission. The maintenance plan should be consistent with CoS policy that seeks artworks to be durable and

‘maintenance light’. The plan will include details for:

▪ Budgeted maintenance schedule

▪ Listed finishes

▪ Maintenance timetable.

Community involvement and a quality selection process is important to reduce the risk of vandalism subsequent to installation.

SR: 25.2 Demonstrate how it is consistent with:

▪ an overall curatorial strategy and urban design strategy for the area covered by the Central to Eveleigh Urban Transformation Strategy; and


▪ the City of Sydney’s Public Art Strategy, Public Art Policy, Guidelines for Public Art in Private

Developments and Guidelines for Acquisitions and Deaccessions.

To inform development of the public art plan, a cultural baseline report was prepared in 2017. As part of this report, a preliminary contextual overview of Waterloo was. This drew on previous work and research from the Central to Eveleigh Urban Transformation Strategy. One of the key concepts underpinning the public art plan, Making Waves/Watershed, parallels the engine room reference from

the Central to Eveleigh Creative Place Strategy. The public art plan is consistent with CoS public art policy, in particular either being informed by their content or deferring to them in matters such as deaccession.

6.27 Consultation

Community and stakeholder engagement that has informed planning and design work for the Metro

Quarter has been undertaken in three phases:

1 Central to Eveleigh Corridor

2 Waterloo Precinct

3 Metro Quarter.

Each phase has built on the preceding to provide a comprehensive platform to inform development of the Metro Quarter proposal. The primary objective of engagement has been to provide meaningful

opportunities for all people potentially affected by the proposal to participate in the planning process. Urbis has prepared an engagement summary (refer to Attachment 25).

SR: 26.1 During the preparation of the study undertake an appropriate and justified level of consultation with

Council, other relevant State and Federal government agencies, non-government service providers and community stakeholders

SR: 26.2 Align consultation with IAP2 core values and demonstrate guiding principles of community

engagement including integrity, clarity, scope and purpose, inclusiveness, accessibility to all those affected, genuine dialogue and open discussion and opportunity for influence

SR: 26.3 Consultation is to be evaluated against its appropriateness, reach and achievement of intended

consultation outcomes.

SR: 26.4 Consultation is to address key aspects of the proposal including spatial arrangement of development,

staging, open space, amenity, transport, community facilities and community resilience to manage

change.

SR: 26.6 Engage with relevant target groups including housing tenants, tenants with complex needs,

Aboriginal and Torres Strait Islander community, linguistically and culturally diverse communities, neighbouring residents, landowners, workers and students, local businesses, local community

organisations and local service providers through appropriate, independent, safe and culturally respectful channels.

Consultation with the CoS, DPE and other NSW government agencies such as the OGA has occurred through regular meetings, including the Project Revi ew Panel (PRP). Consultation with federal agencies

was not identified as being necessary as part of this part of the planning process.

Central to Eveleigh Corridor

Between April 2014 and July 2015, approximately 500 people attended a range of activities o rganised

by UrbanGrowth NSW. Activities included:


▪ community workshops and briefings

▪ community panel

▪ interviews

▪ study nights

▪ online feedback

▪ market stalls

▪ doorknocking

▪ business breakfast

▪ key stakeholder information sessions.

Waterloo Precinct Visioning

In late 2017, the NSW Land and Housing Corporation undertook visioning for the Waterloo Precinct, including the Metro Quarter. approximately 1,570 people provided feedback across more than 40 consultation events. From this visioning, the community identified that they wanted the Metro Quarter

to provide a range of shops and services, i ncluding affordable fresh food, spaces for health and wellbeing, a community facil ity, and a mix of social and affordable housing.

Metro Quarter

Between 30 May - 20 June 2018, UrbanGrowth NSW and Sydney Metro with the support of LAHC

undertook engagement on the preferred concept plan for the Metro Quarter. This engagement aimed to:

▪ provide accurate information about the proposal, including spatial arrangement of development,

open space and transport

▪ invite feedback through a range of channels, to inform the ongoing design and planning

▪ inform the finalisation of the proposed concept plan and the preparation of the SSDA for

lodgement

▪ collate feedback and prepare a summary of consultation outcomes, to be made available to the

Department of Planning and Envi ronment and the general public.

Engagement was undertaken in accordance with the IAP2 core values, with the level of engagement for each area of interest outlined in Table 21 and Figure 87.

To ensure a meaningful and informative process of communication UrbanGrowth provided a variety of activities that were responsive to the different needs and interests of the communities impacted by the proposal. Engagement activities were both broad and targeted, and included local residents, private and social housing tenants, Russian and Chinese speaking communities, abori ginal people, business owners,

local organisations and service providers. Engagement covered a wide range of people by age, background, and interest in the proposal. activities included:

▪ two openly-advertised community information and feedback sessions

▪ one community information and feedback session on the Waterloo social housing estate

▪ seven targeted sessions held with members of the Aboriginal community, Russian and Chi nese-

language groups who live on the Estate, as well as Non-Government Organisations and service

providers who operate in the Waterloo area

▪ feedback forms: available online and at all engagement activities and local organisations including

Waterloo Connect, Counterpoint community services, The Factory and Waterloo. All information


materials and feedback forms were translated in to the main community languages on the Estate, Russian and Chinese

▪ a staffed email

▪ a staffed 1800 hotline

▪ social media

▪ notes of briefings.

Subsequent to lodgement of the SSP study with DPE, the proposal will be publicly exhibited in accordance with statutory requirements. This will provide stakeholders and the community with the opportunity to provide further, formal feedback on the proposal. This feedback will be considered

before the proposal i s finalised. Simultaneously, the concept State significant development application will be lodged and exhibited, with the community encouraged to have their say. While, subsequent to the Design Excellence process, successful development partners will then lodge individual

Development Applications for the detailed design of the proposal , which will include additional engagement. Feedback was sought against the vision principles for renewal of the Waterloo Precinct. Overall, people

supported the creation of a new transport hub and vil lage centre at the Waterloo Metro Quarter. They supported the inclusion of community and cultural spaces, shops, services and open space. There was a strong desire to maintain Waterloo’s unique character and celebrate its hi story and heritage, in

particular its significant Aboriginal heritage. There were also some concerns about the proposed number of apartments, building height, density and the potential for overshadowing of open space in the Waterloo Metro Quarter and adjoi ning neighbours.

Culture and Community Life

There was a strong desire to maintain Waterloo’s unique character and celebrate its history and heritage, in particular its significant Aboriginal heritage. The community suggested changing the name of Waterloo Metro Station to an Aboriginal name that is significant to the local area.

Transport, Street and Connections

Many people supported the creation of homes, shops and services above the Waterloo Metro Station and the objective to prioritise the use of publi c transport, walking and cycling. Some people expressed concern that these objectives would not be met and that dissuading people from using private vehicles

would be a challenge. Many people identified current road congestion and were concerned that conditions would deteriorate with the introduction of more people in to the area. This feedback particularly related to Botany Road and the intersection with Raglan Street.

Some people were concerned about pedestrian safety for commuters and other users of the Waterloo Metro Quarter, again mainly on Botany Road and at the intersection of Botany Road and Ragla n Street. Some people also queried why there is only one proposed entrance for the Metro Station, at Raglan Street, and sought a commitment from government to investigate additional access points to the

station. There were concerns over the provision of a relatively low number of car parking spaces. There were also a range of queries about the metro services and changes to existing transport services that would result from the introduction of Sydney Metro.

Housing and Neighbourhood Design

There were mixed views on the provision of housing above the new metro station. Whilst most people supported the location of homes with the new, high-speed transport service, many people were concerned about the proposed number of apartments, building density and height. Most people

supported the inclusion of affordable and social housing at the Waterloo Metro Quarter, with some people call ing for a higher percentage of this form of housing to be included in the plan.


Community Facilities, Human Services and Shops

People supported the inclusion of community and cultural uses, services such as health care, and retail

at a range of price points. People also had queries a bout how the provision of these services is l ikely to be allocated across the Waterloo Metro Quarter and the neighbouring social housing estate.

Environment and Open Space

There was general support for the open space outlined in the preferred plan, however, some people felt

more could be included. There were also concerns about the overshadowing of that space. There were calls to ensure that the access to open space is welcoming, friendly and orientated to maximise the natural l ight.

Table 21 | Level of engagement for each area of interest

Area of interest Engagement response

Building scale, height, density and configuration

▪ Inform – explain how the preferred plan responds to

technical constraints and is appropriate given proximity

to station.

Station access ▪ Inform – explain how access points to station will

interface with station design.

Land uses

▪ Consult – invite feedback on mix of community, retail,

commercial and cultural uses to create a safe and

active area during day and night.

Public amenity

▪ Consult – invite feedback on early public benefits that

can be delivered through renewal, specifically the mix

of shops and new community services, facilities and

open space.

Public domain

▪ Consult – invite feedback on public art, materials and

design to ensure public spaces are distinctive,

welcoming and functional.

Place making ▪ Consult – invite feedback on programmed activities

and spaces to connect people to place.


Figure 87 | Metro Quarter community engagement participation

SR: 26.5 Include a capacity building and education process to prepare communities and community groups to

participate in the planning process.

To support the community to participate in the engagement and ensure meaningful consultation, as

part of the Waterloo Precinct visioning FACS undertook a number of capacity building initiatives,

including:

▪ establishing the Waterloo Connect office

▪ funding a Community Development Officer

▪ funding a community capacity building project through the local NGO Inner Sydney Voice


▪ funding bil ingual educators to work with the Russian and Chinese members of the local community

▪ funding an independent Aboriginal Liaison Officer.

The engagement summary prepared by Urbis (Attachment 25) provides further detail of these capacity building initiatives.

SR: 26.6 Engage with relevant target groups including housing tenants, tenants with complex needs,

Aboriginal and Torres Strait Islander community, linguistically and culturally diverse communities, neighbouring residents, landowners, workers and students, local businesses, local community organisations and local service providers through appropriate, independent, safe and culturally

respectful channels.

SR: 26.7 Adequate and ongoing consultation with the local Aboriginal and Torres Strait Islander community is

recommended, particularly for heritage assessments and Social Sustainability Assessment and

Economic Development, Local Retail and Services Study (see section 23).

A distinct and targeted Aboriginal engagement program was commissioned by FACS as part of the

Waterloo visioning engagement and was undertaken by Balarinji (an indigenous owned strategy and

design agency). Engagement was focussed on gathering input from local Aboriginal people and

organisations, including those who live, work or otherwise have a connection with Waterloo. For the

Aboriginal community, connection to culture and a strong sense of community emerged as recurring

priorities.

The top response from the targeted Aboriginal survey were:

▪ acknowledge and celebrate the Aboriginal culture and history of the area: 70%

▪ create a safe and healthy place to l ive: 43%

▪ provide local education and childcare facilities: 39%

▪ provide a mix of social, affordable and private housing and provide local jobs and employment

opportunities: 30%.

SR: 26.8 Provide a summary report of the general outcomes of early consultation and how the outcomes have

been incorporated into the proposal (or justification where outcomes have not been incorporated into the proposal).

The Urbis report outlines how the general outcomes of early consultation have been considered in the

proposal.

SR: 26.9 Provide evidence of consultation (including letters, minutes of meetings, charrette/drop in event

summaries and formal advice) with Council, government agencies and adjoining land owners.

Evidence of consultation has been provided within Attachment 27.

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