Deicke Richards Aug 2009 Rev A Varsity Station Village A master plan for a TOD
Introduction The Varsity Station Village project is transforming empty governmentowned industrial land on Queensland s Gold Coast into a modern, vibrant and valuable place for people, with a focus on accessible transport walking, cycling, trains and buses. The 14 hectare site is bordered by the Pacific Motorway and adjacent to the Varsity Lakes rail station currently under construction and due to open in 2010. It is close to Robina Town Centre, Varsity Central and the suburb of Varsity Lakes. The Varsity Station Village Master Plan describes and details the vision for this new mixed use transit orientated community. The Plan was prepared by Deicke Richards, in conjunction with EDAW and a team of specialist consultants, for the Queensland Department of Transport and Main Roads. The Queensland Government s aspiration is to facilitate a new, successful urban place for the Gold Coast, anchored by the new rail station through leading edge master planning, comprehensive strategies and a robust implementation framework. This is a vitally important initiative by Queensland Transport as it is a step towards a better transport system in south east Queensland and an essential demonstration of how to integrate land use and transport to create a vital urban space. Varsity Lakes Station will be the first new rail station delivered under the South East Queensland Infrastructure Plan and Program. The Varsity Station Village project is a key government initiative to demonstrate the application of transit oriented development (TOD) principles around the station, as encouraged in the South East Queensland Regional Plan (SEQ Regional Plan). The SEQ Regional Plan promotes TOD as a way to accommodate the region s forecast employment and population growth in a more sustainable manner. Project Background In the late 1990s, Queensland Transport led a planning project to identify the future rail corridor from Robina to the Gold Coast Airport. At that time, a future station was identified for the Varsity Station Village site in an area then referred to as Reedy Creek. The draft Regional Plan, released in late 2004, identified that a future transit oriented development could be established on the Varsity Station Village site. In 2004/05 Queensland Transport, in partnership with Gold Coast City Council and a major land owner, explored opportunities to develop a demonstration transit oriented development project at the proposed Varsity Lakes (formerly Reedy Creek) rail station. The site at that stage had approval for light industrial uses. Queensland Transport acquired the 14 Hectare site in 2006. Concept planning was undertaken to examine the transit oriented development opportunity and future location of Varsity Lakes Station. This planning occurred in parallel to the corridor and station design work that was led by the TrackStar Alliance.
The current master Plan is the culmination of this work to achieve an exemplar Transit Oriented development on the site. Project Objectives & Drivers The intent of the Varsity Station Village project is to facilitate the development of an exemplar transit oriented community that embodies the transit oriented development principles identified within the Regional Plan. The key drivers behind the project were fairly basic in this regard and were to: - apply transit oriented development principles in the planning and development of the site; - maximise the economic and community benefits of government investment in new public transport infrastructure; - promote transit oriented development as a viable and achievable form of development to the development industry, industry peak bodies and government stakeholders; - demonstrate the benefits of integrated land use and transport planning and implementation; - create a quality urban centre that was attractive as both an employment and residential place; - promote the lessons learnt from the project and highlight how transit oriented development outcomes can be applied in other locations throughout Queensland; and - encourage transit oriented development in other locations throughout Queensland. Design Intent The Master Plan describes the ultimate form that the Varsity Station Village will take. Varsity Station Village creates a high quality transit oriented community providing new residential and employment opportunities with a focus on achieving an economically and socially sustainable destination. The village will benefit existing and proposed residents through its focus on integrating an efficient public transport network and through the creation of new facilities, services and public spaces. The character of the proposed station and village will be strongly urban, due to the scale and nature of development. A central High Street forms the heart of the development, surrounded by taller buildings, with active pedestrian focused frontages. The design of the public realm will be comprised of high quality finishes combining subtropical landscapes with exemplary Water sensitive Urban Design incorporated into streets and public spaces. The Varsity Station Village will have a diverse range of precincts and land uses that capitalise on this brownfield location and reflect the nature and form of development appropriate to an emerging Transit Oriented Community.
Figure 1 Varsity Village Master Plan Key Design Elements Intensity and Form Varsity Station Village will have the look and feel of an intense urban village. Taller buildings providing opportunities for residential and employment uses, gather around the station providing intensity and activity both day and night. High Street The heart of the emerging urban centre is defined by the relationship of the High Street and the new Varsity Lakes Rail Station. The interaction between these elements forms the key focal point for social life and business, retail and commercial activity, pedestrian movement as well as being the public transport hub for the locality. Mixed use commercial buildings front onto High Street providing opportunities for finer grain retail activities which activate the street frontage. Transport Interchange The emerging centre will also be an important transport interchange for the locality. A bus interchange will be located on Station Parade facilitating bus/rail interchange. Taxi rank, Kiss and Ride and Park and Ride facilities are also located within the site creating a true transit focus in a mixed use centre. Plazas and Public Spaces
Communities need spaces to breathe and play. The emerging centre contains a number of keys public spaces that underpin the centre. These spaces provide a hierarchy of experiences through the site from formal plaza spaces such as the station plaza which provides an entry to the new station to smaller informal green spaces which offer joint roles for passive recreation and water sensitive urban design. Walkability Varsity Station Village is a compact walkable centre. Pedestrian movement is the principal form of movement within the Village and is facilitated through the use of generous, covered footpaths, dedicated cycle lanes, direct, safe and attractive links between activity nodes within and external to the site. Linkages The site does not stand alone. The master Plan identifies important linkages with existing parts of the urban fabric both locally and regionally. Locally, by providing linkages with the adjoining residential development areas of Reedy Creek and Varsity Lakes for logical pedestrian and vehicle connections. Regionally the emerging centre provides a support role to the Principal Activity Centre of Robina emphasising the economic importance of this corridor. Mixed Use The Varsity Station Village emerging centre is a medium to high density mixed use centre offering residential, retail, commercial and business opportunities. The Village is intended to be active both day and night and the combination of uses proposed will lend life and activity to this centre. Rail Station A new railway station is under construction and targeted for completion by 2010. This station will provide the emerging centre with direct connection with Brisbane and other important activity centres along this corridor. This link will eventually run from Coolangatta to Brisbane. Orientation and Aspect The site is a linear site, generally running north/south. Given that views and aspect both north and south are visually poor, an opportunity is created to orientate buildings with their long axes north/south. This allows buildings and their inhabitants and users to enjoy long views east to the Gold Coast waterfront or west to the wooded hinterland. The exception to this pattern of building orientation, are buildings which will front on to High street to enclose this important social and commercial space and buildings behind High Street (to the north) which similarly enclose important residential and pedestrian spaces. Scottsdale Drive Frontage Currently electricity transmission lines dominate the Scottsdale Drive frontage of the site. As part of the redevelopment of the site these power lines will be placed underground in an easement along the frontage of the site which cannot be built on. This provides an opportunity to use this space to create a series of service roads (with on street parking) to provide a suitable interface and to maintain an active interface with Scottsdale Drive. Park and Ride A park and ride facility is located adjoining the station occupying the space between Railway Parade North and the Railway Line.
Trackstar will be constructing the Park and Ride as part of the railway station works. This a long linear space which caters for around 300 car parking spaces with the capability to be expanded if desired into a multi deck facility to account for any short fall in car parking over the broader site. In addition given the depth and configuration of the site, if extensive parking is not required the site has the potential to be redeveloped for a range of uses which would complement uses at this end of the site. Master Plan Precincts & Intents The precinct plan is the principal organising element for the emerging Varsity Station Village centre and is intended to describe the individual parts of the Village and how those elements fit together to create a cohesive and vital centre. Figure 2 Precinct Plan Precinct 1 Northern Quarter This precinct sits between Coromandel Lane and the buildings facing onto the High Street. It provides opportunities for a range of mixed use development. Of that mix it is expected that residential development will be the dominant land use in this precinct. Commercial opportunities are created in buildings fronting Scottsdale Drive and in development abutting Precinct 2, as development transitions from the core of the TOD. Scottsdale Drive provides opportunities for a range of commercial development at ground floor. Residential development in this precinct, because of the poor visual aspect north of the site (due to the Energex substation) is expected to orientate north/south enjoying aspect and views east and west. Open space linkages align to this north south grouping facilitating the flow of pedestrian movement toward the High Street. Buildings in this precinct would typically range from 4-6 storeys. Buildings located along Scottsdale drive and adjoining the high street precinct are typically 6 storeys where they incorporate a mix of uses. Precinct 2 High Street
This precinct is the heart of the Village and the key focus of pedestrian, transit and vehicle movement. It is the principal focus of social and retail activity. High Street is activated by a mix of fine grain uses which make this space a vital and active space day and night. Retail uses line this street with the opportunity for a supermarket located at the western end of High Street sleeved by these finer grain retail shops. A mix of commercial, community and residential uses line the street in buildings that range from 8-10 storeys. Taller buildings (up to 12 storeys) underpin the gateway entry at the intersection of High Street with Scottsdale Drive and create landmark gestures at these corners. At ground level buildings address the street corners through expressed building elements fenestration, façade detail, balconies or by pulling back from the corner allowing for a more generous public realm to emphasise the importance of the building and the position it occupies. Buildings define the High Street with towers growing out of podiums of up to four storeys. These building elements enclose the space and provide a well-defined volumetric space. Basement parking is accessed through adjoining precincts 1 and 3. On street parking acts to enliven the space with pedestrian activity. The additional on street activity also acts to calm traffic and reduce vehicle speeds through this space. Generous street tree planting and awnings provide a comfortable and sheltered pedestrian realm. High Street provides a direct connection from Scottsdale Drive to the new Varsity Lakes Railway Station. This station is underpinned by Station Plaza, a key public space in the emerging centre. Village Square is a key public space which links precinct 1 and 2 at the eastern end of High Street. This space is activated by cafés and other uses providing activity and longevity to the space. Precinct 3 Mid Town Mid town, located adjoining the High Street precinct and the Business Quarter, is a mixed use business area with commercial and office uses being the primary form of development. Office commercial buildings line the rail corridor. It is not expected these buildings will contain any mixed use elements except for some activation by entry features and other uses at ground floor. Across Station Parade, buildings will contain a mix of uses activating ground floor areas on both the Station Parade and Scottsdale Drive frontages. Buildings lining the rail corridor range in height between 4-6 storeys with basement parking below accessed from Station Parade. In the balance of the precinct buildings range from 6 8 storeys with taller elements expected at the important gateway site on the corner of Scottsdale Drive. Again buildings create a perimeter form of development with awnings and street trees creating a comfortable pedestrian realm on all frontages. Height level differences between Scottsdale Drive and Station Parade, allow for car parking to be sleeved within the perimeter development form accessed via ramps from Scottsdale Drive and at grade from Station Parade. Precinct 4 Business Courts This precinct is expected to be developed almost exclusively for office and commercial uses and will be a major employment area within the Village. It also includes land immediately south of the New Bridge Access. Linking these two parts of the precinct will require careful consideration given the level changes across the frontage
with the New Bridge Access. The level differences may allow an under road pedestrian link to be formed, however this linkage will need to start and end in generous building entry forecourts which will afford activity and surveillance for the space. Again level differences between surrounding roads allow for a layer of basement car parking to be created and decked over creating a sequence of internal courtyard spaces between buildings on the decked space. Buildings will maintain a close relationship with the street frontages allowing the internal courtyard spaces to be generous providing amenity to surrounding buildings. Buildings range in height from 6-8 storeys. Precinct 5 South End This precinct is intended to provide a transition from the commercial and office space to the industrial uses south of the site. In this regard service commercial, warehousing or similar low impact commercial uses would be acceptable in this precinct. An alternative use which may be considered acceptable in this location is some form of community energy generation facility such as a Combined Cooling and Heating Plant which has the potential to provide the emerging centre with cooling and peak energy needs supplementing the electrical energy supply in peak load times. This type of facility needs to be located next to intense development forms in order to derive an efficient energy network. Buildings are expected to be generally low scale at 2-4 storeys. Access & Movement The principal elements of the access and circulation strategy are set out in this section. The access and circulation strategy for the site has been developed to encourage the provision of sustainable transport and movement and address the following key objectives: - To promote walking and cycling as the most important forms of movement within the Village; - To provide a legible and permeable layout for all modes within the development site; - To provide direct and attractive cycle and pedestrian connections, particularly between employment, commercial and residential parts of the site; - To deliver direct and effective public transport connections; - To avoid inappropriate levels of through traffic; and - To deliver a comprehensive network of safe and convenient footpaths and cycleways linking the site and nearby destinations facilitating the integration of the site into the wider community and transport networks. Movement Strategy The movement strategy within the development site is based on a number of overarching principles, as follows: - The internal movement strategy is aligned to a hierarchy of street types, reflecting wider urban design objectives; - The function of the street network is to provide access, passenger transport services and pedestrian and cycle movements. It is not designed to encourage through vehicle movements - The street hierarchy should be developed based on prioritising modes of movement as follows: 1. Pedestrians (highest priority) 2. Cyclists 3. Public transport (lowest priority) 4. Other vehicles - Low vehicle speeds are a primary design objective for all streets within the development site. The presence of pedestrians, on
street parking and reduced sight lines encourages drivers to reduce their speed. Recommendations for target speeds for specific street types is given in Section 8.3.3 - A balance is achieved between the place and movement function of streets. The streets within the development site have a multitude of functions. Where the movement functions of a street conflict with the place functions of the street, the Place function takes priority. Place and Movement function of Streets The balance between place and movement is important in creating a pedestrian friendly environment within the Village. Both place and movement should be considered in combination, with their relative importance depending on the street s function within the network. Place status denotes the relative significance of a street, intersection or section of a street in human terms. Movement status can be expressed in terms of traffic volume and the importance of the street, or section of street, within a network. The place and movement relationship for streets with Varsity Station Village are shown in figure 3. Figure 3 Place and Movement function of streets Public Transport A bus interchange is planned as part of the Varsity Station Village development. The bus interchange will be in close proximity to the train station and will be easily accessible, safe and attractive. Varsity Station Village provides the opportunity to develop and upgrade public transport infrastructure in the area, such as providing direct bus services potentially feeding into Reedy Creek,
Robina and Burleigh. Bus services will utilise Station Parade and High Street within the development site, contributing to the higher levels of street activity. Ease of bus movement is a principal objective of the movement strategy. Service accesses into development sites along Station Parade and High Street are to be minimised to facilitate this principle. Figure 4 Public Transport Street Layout and Function The street layout has been developed in conjunction with the Trackstar Alliance in order to create destination and a place rather than just another station. The layout is deigned to achieve integration with the existing road network surrounding the site and provide a logical internal movement network that can facilitate the development of a high quality place. Most streets within the network are fixed in their location as shown in figure 5 and will be constructed (to varying standards) by the Trackstar Alliance as part of their obligations in delivering the Varsity Station. New Access Street 1 and New Access Street 2 are not part of the Trackstar works and have been included in order to facilitate access to development sites within the Village. In this regard neither are fixed in their location but are required to provide logical and safe access.
Figure 5 Street Layout Movement corridors for both vehicles and pedestrians should be designed to create streets not simply roads. Careful consideration should be given to the role played by each link and connection, and the design of the public realm for each element should respond directly to its role. Within all streets the opportunity to provide an attractive and comfortable environment for pedestrians and cyclists will be a key objective. Car Parking Strategy The provision of car parking within Varsity Station Village is undertaken in accordance with the following principles: - Varsity Station Village is a walkable place which encourages the use of sustainable forms of transport and movement; - Car parking and private vehicle movement are provided at levels that promote sustainable transport and movement; - The provision of on site parking is to be reduced over time commensurate with the level of public transport available to the site; - On street parking is provided to enhance on street activity and is integrated into the design of streets; and - Any overflow car parking and its allocation may be funded through developer contributions and used to develop temporary mutlideck parking structures. The subject site is based on the principles of a Transit Oriented Development. Given this it is expected that access to the Varsity Station Village will have long term sustainability focus based on public transport, walking and cycling. The intention is to achieve a modal split that is commensurate with a Transit Oriented Development. To initiate this will mean creating an expectation by users, residents and visitors that car parking availability will be lower than other areas in the locality that do not currently enjoy the amount of public transport connection the Village will have.
Figure 6 Parking Land Use Land uses and their location within Varsity Station Village will deliver the following outcomes: - transit supportive uses which concentrate and mix uses and activities within walking distance of the rail station and bus stops - a mix of land uses which add to the life and activity within the centre day and night - as a destination providing employment, services and facilities to attract people from outside of the Village - providing a range of housing options, which contribute to village life and activation - a mix of uses in different precincts will assist with identity and amenity. Ultimately, the private sector will be developing the Village and delivering the land use mix. Due to the varied and cyclical nature of property markets the developers will need a certain level of flexibility to accommodate changing demand and supply. However, they will be required to deliver the outcomes described above and comply with the statutory planning requirements.
Figure 7 Land Use Urban Form Urban Form Principles The urban form supports notions of accessibility and identity and creates a public realm that is vibrant and memorable. The urban form principles for the development are set out below: - The scale and height of buildings define the street and public realm. This will assist in defining the hierarchy of public spaces and streets promoting the legibility of the development; - Built form should reinforce the structure of the street system through aligning building fronts parallel to the streets; - The development contains a higher intensity mixed use core around High Street and Station Parade. The tallest buildings relate to the principal movement corridors, the Village core and the entrances to the site from Scottsdale Drive; - Landmark buildings as identified, will be of a greater scale to have an impact on the view and the spaces to which they relate; - Buildings are not the same from roof to street level. Buildings have a distinct bottom, middle and roof; - Building frontages step with the sloping streets; - On site car parking areas, loading bays and service areas are either integrated within or under buildings and sleeved by active frontages or are located away from the public realm behind buildings. The use of large blank screens to mask loading areas is not appropriate. Slope is used to create basement or semi basement parking areas; - Perimeter built forms create internal communal open spaces and courtyards; and - Continuous weather protection is located along all active street frontages. Gateways, Landmark Buildings, Active Frontage Types To help legibility there is a clear hierarchy of spaces or streets. The hierarchy relates to the pattern of movement creating a clear legible structure. To assist with the legibility of the site, the
following urban design components are integrated into the master plan. Precincts The development is subdivided into precincts, each with their own distinct quality and characteristics. The design of the master plan recognises the need for coherence but introduces variations produced through differences in use and typology within each precinct to create a sense of place and identity. Gateways At the main accesses to the development are along Scottsdale Drive, coordinated building groups reinforced by landscape and public realm treatment will create new gateways as distinctive elements in the new emerging townscape of the area. Landmark Buildings In addition to the gateways, landmark buildings fulfill one or more of the following townscape functions: - Completing vistas and views - Creating gateways or pinch points - Increase legibility and add to the sense of place - Provide a sense of scale for open spaces Key landmark building sites are located around the Scottsdale Drive Gateways and The Station Plaza. Landmark buildings may be created through measures such as a change of scale, materials and or architectural treatment. Figure 8 Built Form and Frontage Frontages Primary Active Frontages refer to ground level facades which face the street, are built up to or near the street edge, are generally parallel to the street alignment and contain uses characterised by high pedestrian footfall such as retail uses. They are visually and physically permeable containing many windows and entrances. They do not include blank walls, louvre grills for plant rooms or parking areas and rows of fire escapes. Upper floors of a primary active frontage provide opportunities to overlook the street, increasing
surveillance and reinforcing the active frontage. Primary Active Frontages are concentrated along the High Street, Station Parade, Station Plaza, Town Square and the gateways. This provides an opportunity to create a positive interface and lift the environmental quality and perceptions of the area. Secondary active frontages are located away from major gateways and more intense pedestrian spaces. In these areas buildings are built to their front alignments to define streets and public spaces. Facades will contain well-detailed and articulated access points at frequent intervals along pedestrian networks. Awnings are not continuous but are located at key entry points. Secondary frontages are not activated by retail and commercial uses. Landscape frontages are setback from the street. Buildings address the street and public realm but have a wider variety of setbacks for courtyards and balconies and deep planting areas. These buildings tend to be residential in nature and the additional separation allows for privacy to be maintained between street and dwelling without loosing contact with the street. Basements located within building footprints are set back from street alignments to allow areas for deep planting. Entries are emphasised through architectural and landscape treatment, pedestrian movement paths, awnings and height. Subtropical Design South East Queensland is Australia s only subtropical metropolitan region. The buildings within Varsity Station Village will be urban in character and are to exhibit a strong subtropical character. Design will be climatically responsive and appropriate design principles should, therefore, guide all planning and design considerations. Appropriate design principles and strategies include: - Building design incorporates a philosophy of light and shade providing well detailed and articulated façades; - Orientate buildings to promote seasonal solar gain and loss. This of course need to take into consideration major site views and vistas; - Building forms should allow for cross ventilation and support a naturally ventilated and comfortable environment; - Weather protection and sun shading (including eaves and overhangs) are incorporated into façades and roof forms to reduce direct solar heat and provide rain protection appropriate to each façade orientation; - The built form has visible and expressive roof forms; and - Outdoor/semi-outdoor living and indoor to outdoor integration is provided by the use of balconies and courtyards and large windows creating open facades. Development Intensity Varsity will be an intense mixed use centre proving retail, residential and employment opportunities. As such the centre will be characterised by taller buildings forms, in some locations as high as 12 storeys. The Master Plan envisages a number of taller buildings which mark the core of the development (Precinct 2) and provide the core with an immediate and visual sense of scale that sets it apart from the surrounding residential areas. Other buildings which cluster around the core, up to 8 storeys, provide additional verticality. This height distinguishes the Varity Station Village as a significant local centre in the locality.
Figure 9 Building Heights Open Space & Public Realm Public Realm Strategy The aim of the landscape master plan for Varsity Station Village is to create a high quality, sustainable environment that provides the community with a strong sense of place and rich variety of public open space experiences. The public spaces of the master plan will become the heart of the village, with designs that are both active and vibrant. These spaces will provide opportunities for social development and interaction between both local and surrounding communities. This will be achieved through innovative design and a strong promotion of a pedestrian scale throughout the area. The overall design intent of the Varsity Station Village development places an emphasis on transit oriented design. This makes the provision of sufficient and attractive pedestrian and cyclist connections across the site and beyond a key consideration. As these movement corridors traverse the site, they will link into the major public open spaces; creating pockets of activity that will generate focuses for the community. The provision of an attractive and accessible public realm within the Varsity Station Village will therefore be a key component in successfully establishing a distinctive overall character for this new urban neighbourhood. In the treatment of the public realm and landscape there is the opportunity to define a new urban character for the Gold Coast, a character that embeds current best practice, innovation and contemporary approaches in public realm design that reflects the important role of the landscape as an asset and resource. This later aspect being so much a feature of why the Gold Coast Region is such a popular destination and place to live. As a result of the anticipated land use mix, the site location, context, and significant influences of the railway station within the neighbourhood, the design of the public realm will need to respond to a number of key design objectives:
Figure 10 Open Space Hierarchy In Conclusion The Varsity Station Village project is arguably one of the most important steps taken by a public agency to promote and deliver an evolution in the delivery of transit rich communities, not just in this state, but in Australia. - It demonstrates a creative approach to the urban design and planning of a transport supportive precinct and a commitment to the achievement of the principles set out in the SEQ Regional Plan. - It is innovative in its approach to the creation of transit rich communities by developing a genuine place based response to the integration of land use and transport in the context of the Gold Coast corridor. - The Master Plan goes from the conceptual to the detailed planning of the emerging centre setting the highest standards of design for movement, built form and public space and its integration with the immediate and wider landscape of the Gold Coast and its communities. - It will deliver significant community benefit to the locality, the city and the region in both the practical implementation of a transit rich community and the public spaces within it, and in the quality of the transport infrastructure delivered within this
urban precinct. This design and delivery demonstrates exemplary practice in the face of a challenging set of constraints.