Urban Design Guidelines For Victoria

Urban design guidelines
for Victoria
Preface
The urban design guidelines history and context

An earlier suite of three stand-alone guideline documents, were developed
between 2004 and 2005. Their purpose was to assist in delivering functional,
attractive and sustainable activity centres, higher density residential
development and safer public spaces, and to contribute to better place making.
The Victoria Planning Provisions were amended to require consideration
of these guidelines where applicable in the design and assessment of new
development proposals. The earlier documents were:
Guidelines for Higher Density Residential Development, 2004

Set out objectives and provided suggestions for designing and assessing
higher density residential development. They were developed to promote
well-designed higher density housing in activity centres and other strategic
development sites located close to public transport.
Activity Centre Design Guidelines, 2005

Set out objectives and provided suggestions for designing activity centres
tocreate exciting places where people want to live, work, shop and play.
Theywere developed to support councils and developers in creating
welldesigned activity centres.
Safer Design Guidelines for Victoria, 2005

Set out principles, objectives and provided suggestions for designing safer
urban environments. They were developed to facilitate the planning of safer
urban environments for all Victorian communities. They provided practical
design suggestions for achieving development that is safer and feels safer
forthe community using it.
The Urban Design Guidelines for Victoria that follow have condensed the
original suite of three guideline documents into a single compendium with
a highly accessible structure. The new guidelines have improved usability
and they feature a flexible format that can be added to over time. The new
guidelines replace the earlier guidelines as reference documents in the
Victoria Planning Provisions.
This publication may be of assistance to you but the State of Victoria and its employees do not guarantee that the
publication is without flaw of any kind or is wholly appropriate for your particular purposes and therefore disclaims all
liability for any error, loss or other consequence which may arise from you relying onanyinformation in this publication.
Table of contents
Introduction
0.1 What are the Urban Design Guidelines Element 3 Public spaces
forVictoria? 3.1 Public spaces principles
0.2 What do the guidelines aim to achieve? 3.2 Street spaces and plazas
0.3 Why we need urban design guidelines 3.3 Local parks
0.4 What is urban design? 3.4 Communal open spaces
0.5 What is the scope and statutory role of
theUrban Design Guidelines for Victoria?
Element 4 Public transport environs
0.6 When to use the guidelines
4.1 Public transport environs principles
0.7 How the guidelines are arranged
4.2 Railway station precincts
0.8 How to access the guidelines
4.3 Public transport interchanges
0.9 Preselect groups
4.4 Railway corridor environs
0.10 Legislation, policies and otherguidance
Element 5 Buildings
Element 1 Urban structure
5.1 Buildings in activity centres
1.1 Urban structure principles
5.2 Higher density residential buildings
1.2 Activity centre structure
5.3 Large format retail premises
1.3 Large development site structure
5.4 Car parking structures
1.4 Higher density residential precinct structure
1.5 Public realm structure
Element 6 Objects in the public realm
6.1 Principles for objects in the public realm
Element 2 Movement network
6.2 Street and park furniture
2.1 Movement network principles
6.3 Trees and planting
2.2 Pedestrian priority streets
6.4 Barriers and fences
2.3 Pedestrian and bicycle paths
6.5 Lighting
2.4 Pedestrian and bicycle crossings
6.6 Signs and way-finding
2.5 Major roads
6.7 Small public buildings and structures
2.6 Public transport on roads
2.7 On-street parking
Toolbox
2.8 Car parking lots
Glossary
Guideline sources and references
Index
List of amendments
Tools
The State of Victoria Department of Environment, Land, Water and Planning 2017
Front cover image Diana Snape.
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Youare free to re-use the work under that licence, on the condition that you credit the State
of Victoria as author. The licence does not apply to any images, photographs or branding,
including the Victorian Coat of Arms, the Victorian Government logo and the Department
ofEnvironment, Land, Water and Planning (DELWP) logo.
To view a copy of this licence, visit http://creativecommons.org/licenses/by/4.0/
ISBN 978-1-76047-520-8 Online (pdf/word)
Part 1 of 8 parts
Disclaimer
This publication may be of assistance to you but the State of Victoria and its employees
do not guarantee that the publication is without flaw of any kind or is wholly appropriate
for your particular purposes and therefore disclaims all liability for any error, loss or other
consequence which may arise from you relying on any information in this publication.
Accessibility
If you would like to receive this publication in an alternative
format, please telephone the DELWP Customer Service Centre
on 136 186, or email [email protected] (or
relevant address), or via the National Relay Service on 133 677,
www.relayservice.com.au. This document is also available on
the internet at www.delwp.vic.gov.au
Introduction
0.1 What are the Urban Design Guidelines for Victoria?
The Victorian State Government developed the Urban Design Guidelines
for Victoria to support state agencies, local government and the urban
development sector to deliver, functional and enjoyable places for
people to live, work, and spend leisure time. The guidelines aim to create
neighbourhoods that foster community interaction and make it easy for
people of all ages and abilities to live healthy lifestyles and engage in regular
physical activity. These places may be urban areas in metropolitan Melbourne
and in regional cities and towns.
0.2 What do the guidelines aim to achieve?

The Urban Design Guidelines for Victoria assist in creating places that are:
accessible, safe, diverse and provide choice
enjoyable, engaging and comfortable to be in and move around
conducive to people being more physically active
accommodating of people of all abilities, ages and cultures
distinctive and celebrate their social, cultural and natural heritage.
0.3 Why we need urban design guidelines

High quality places support the social, cultural, economic and environmental
wellbeing of our communities, and are critical to the development of
competitive and efficient cities and towns. New development and changes
in land uses should respond to their context and enhance places of value
to the community. Good urban design delivers places that are safe, healthy,
functional and enjoyable.
0.4 What is urban design?

In these guidelines, urban design focuses on the design of the public realm,
its public spaces, streets, parks and paths. Urban design informs the design
of infrastructure and buildings in as far as they affect the function and
amenity of the public realm.
0.5 What is the scope and statutory role of the Urban

Design Guidelines for Victoria?
The Urban Design Guidelines for Victoria are policy guidelines within the State
Planning Policy Framework of the Victoria Planning Provisions. Theguidelines
must be considered when assessing the design and built form of new
development where relevant.
The guidelines use best practice knowledge and advice underpinned by
sound evidence.
Urban Design Guidelines for Victoria Page 1 of 10

Introduction
0.6 When to use the guidelines
Decisions affecting the public realm

The guidelines assist decision making and are intended for use by those
initiating urban development and public realm works, by those assessing
orreviewing development proposals for planning in so far as they affect the
public realm, and by members of the public who have an interest in urban
development and public realm design.
Investing in the public realm

The guidelines may be used to inform strategic investment in community
infrastructure and public realm assets. The guidelines may also be used to
develop area specific urban design policies and frameworks.
Applying the guidelines in context

In applying the guidelines, designers and decisionmakers need to determine
the relevance ofthe specific guideline in the context of the proposed
development.
However, there may be ways to achieve the objectives other than through the
responses described in these guidelines.
Where designers believe that a guideline should not apply, they should be
able to express clear reasons why this is so and put forward an alternative
way to meet the objective.

Introduction
0.7 How the guidelines are arranged

The guidelines are presented in a compendium.
The flexible format will enable future additions andupdates.
The guidelines are ordered within urban elements:
1. Urban structure the overall topography and land division pattern
2. The movement network the roads, streets, andpaths
3. Public spaces areas for public recreation
4. Public transport environs the spaces and buildings around stations, bus and tram interchanges
5. Buildings and their contribution to their setting
6. Objects in the public realm facilities located in streets and public spaces.
Guideline example Explanation
Element 1 Urban structure An element is a major component

of the urban fabric
1.1 Urban structure principles The elements name
The objective states outcomes to

Objective 1.1.1To provide a permeable and beachieved for the elements:
functional urban structure form and function
of blocks and streets detailed design
interfaces and integration with
context
management and maintenance.
A group of specific guidelines follow
each objective.
Permeability refers to the extent to which the urban structure In some instances, an explanatory
permits the movement of people or vehicles through an area. noteprovides information relating
toanobjective
1.1.1a Create an interconnected street layout with regular The guideline describes an action to
blocksizes. achieve the objective for that element
TIP An interconnected street layout provides a choice

A tip provides useful information
of routes, allowing people to move about and goods be
relating to the guideline
transported with ease and efficiency.

Introduction
0.8 How to access the guidelines

The guidelines are available in:
Web based interactive format

On the Department of Environment, Land, Water and Planning website
www.delwp.vic.gov.au/planning/urban-design-and-development
and follow thelink to Urban Design Guidelines for Victoria.
Print-formatted compendium
As a PDF and Word document suitable for creating a customised loose leaf folder
Download from the website as the full guidelines or a guideline section.
and follow thelink to Urban Design Guidelines for Victoria.
The guidelines can be accessed and used in threeways:
Elements list
Sets out the guidelines, which are grouped within urban elements and their element parts, ordered from
the broad urban structure and arrangement to the detailed level of urban furniture type and placement.
See the table of contents for a full list of elements and element parts.
Use this when you are browsing and getting familiar with the scope and content of the guidelines.
Topic search
The index or the keyword search function allows guideline users to search and select a specific topic.
Forexample, search car parking to deliver information on this specific subject. The index can be found
the end of the print version. The web format uses a keyword search function.
Use this search function when you have an inquiry for a specific topic.
Preselect groups
Provides a number of preselected groups of guidelines relevant to specific urban conditions. The selected
guideline groups correspond to topics in the former suite of guidelines, with the addition of some new
guideline groups related to other urban conditions.
Use this function when you have an urban context related inquiry.
See Section 0.9 Preselect groups below.
Urban design toolbox

To support the guidelines, an urban design toolbox will be developed which contains a collection of useful
information on common urban design processes as well as technical specifications and terminology.
This information can be found on the website:

Introduction
0.9 Preselect groups
Activity areas design

2.7 On-street car parking
3.1 Public spaces principles
3.2 Street spaces and plazas
3.3 Local parks
4.2 Rail station precincts
4.4 Rail corridor environs
6.2 Street furniture
6.5 Lighting

Introduction
Higher density residential development

2.5 Major roads
3.3 Local parks
6.4 Barriers and fencing
6.5 Lighting
Large format retail premises

1.2 Activity centres structure
2.5 Major roads
6.5 Lighting

Introduction
Urban development design

3.3 Local parks

Introduction
Physical activity design

2.5 Major roads
3.3 Local parks
6.5 Lighting

Introduction
Public spaces design

3.3 Local parks
3.4 Communal open spaces
6.5 Lighting

Introduction
0.10 Legislation, policies and otherguidance

The Urban Design Guidelines for Victoria support and complement the
objectives set out in relevant Victorian legislation, provisions and advisory
documents including:
Planning and Environment Act 1987 to secure a pleasant, efficient and
safe working, living and recreational environment for all Victorians and
visitors to Victoria
Local Government Act 1989 sets out objectives for councils to improve the
overall quality of life of people in the local community and to ensure that
services and facilities provided by the Council are accessible and equitable
Subdivision Act 1988 sets out objectives for provision of public open space
during the land subdivision process
Victoria Planning Provisions to create urban environments that are safe,
functional and provide good quality environments with a sense of place and
cultural identity
Urban Design Charter for Victoria 2009 provides overarching principles for
urban design to apply to cities and towns in Victoria to make places that are
valued and significant for those who use them.
Related planning guidance

Victoria Planning Provisions: Practice Notes and Advisory Notes.
Other departments and agencies guidance

The Victorian Planning Authority, VicRoads, Victorian Public Transport
Development Authority (PTV), VicTrack and Community Crime Prevention
Victoria provide guidance documents that are relevant to certain urban
design decisions.
A full list of, and links to, these design guidance documents is located in
Guideline sources and references.

Element 1
Urban structure
1
This element covers
General principles for the arrangement of streets, paths, blocks and
lots, public open spaces, activity centres, public transport nodes and
corridors and residential neighbourhoods.

The layout of areas that are the focus for enterprise and social
interaction, incorporating services and facilities, shopping, employment
and residences.

The layout of large parcels of land within cities and towns that have
become available for development and their integration into the
existingurban area.

The layout of an areas blocks, lots, streets and public spaces to
accommodate people living in apartments or residential mixed-use
buildings. The precinct often will have larger lot sizes and be within
ornearan activity centre or a large development site.

The layout and detail design of the public and street spaces that
comprise the public realm.

Part 2 of 8 parts
Disclaimer
Accessibility
the internet at www.planning.vic.gov.au

1.1
Urban structure comprises the overall topography and land division pattern
of an urban area. It is the pattern and scale of blocks, lots and public spaces,
andthe arrangement and scale of the movement networks streets, roads
andpaths. Whether at the scale of a city, town, neighbourhood, precinct or
large development site, it is the interrelationship between all of the elements
of urban structure, rather than their individual characteristics, that together
make a place. Urban structure includes the location and types of activity
centres, public transport nodes and corridors, public spaces, community
facilities, and urban infrastructure.
The basic unit of a citys urban structure is a block. Bounded by streets,
blocks contain lots or parcels of land that provide space for buildings and
other land uses. While street and block patterns generally remain stable
over time, lot patterns and land use can change. Lots may be subdivided or
amalgamated fordifferent types of buildings and land uses.
Why is it important?
The urban structure determines how serviceable and flexible an urban area
will be, and how well it will integrate with its surroundings. The urban structure
contributes to both the function and feel of an area and creates a sense of
place. A well-functioning urban structure has connected neighbourhoods,
where activity centres are within a convenient walking distance. Urban
structure design can enhance personal safety and property security by
allowing for informal surveillance opportunities and a choice of routes.
The layout of blocks and lots can support or limit flexibility, diversity and
opportunity in a city or neighbourhood, and influence the types of buildings
and land uses that can be accommodated. Large blocks might permit a
wider variety of development options, but can pose a barrier to movement,
while smaller blocks allow greater ease and choice of movement around
aneighbourhood.
These urban structure principles apply to the design of activity centres, large
development sites, higher density residential precincts, and the public realm.
The urban structure principles should be used in conjunction with accepted
civil design standards for motor vehicle movement, and water management.
Related guidance
Element 3 Public spaces

Objective 1.1.1To provide a permeable and functional urban structure

ofblocksand streets
Permeability refers to the extent to which the urban structure permits, or restricts, the movement
ofpeople or vehicles through an area, and the capacity of the area network to carry people or vehicles.
1.1.1a Create an interconnected street layout with regular

blocksizes.
TIP An interconnected street layout provides a choice of
routes, allowing people to move about and goods to be
transported with ease and efficiency.
1.1.1b Create a permeable block layout with block dimensions

ranging from 120m to 240m long and 60m to 120m wide. 60 m
240 m
TIP A block perimeter of around 600m provides for good
120 m
pedestrian and vehicular access and an efficient subdivision 60 m
pattern of the block. Smaller blocks may be appropriate in
perimeter 600 m
more intense urban areas.
1.1.1c Extend streets, pedestrian and bicycle paths from existing

areas into new areas with direct roads, streets and paths.
1.1.1d Align pedestrian connections along desire-lines with short,

straight travel paths.
TIP People generally choose the shortest practical path to
their destination. Curving street alignments canincrease
pedestrian and cycling distances, and reduce sightlines.
However, in sloping topography, curving streets may be more
appropriate to enable flatter travel paths.

Objective 1.1.2 To provide a legible urban structure of blocks and streets

The legibility of an area refers to the ease with which a person is able to find their way around
andnavigate through the area.
1.1.2a Lay out street and block patterns with direct, straight or near
straight streets.
TIP Areas with straight streets and clear sightlines are easier
to navigate and safer for pedestrians. Tightcurving streets
can reduce neighbourhood legibility and be more difficult to
develop and service.
1.1.2b Use the areas topography, slope and contours to achieve an

accessible movement network.
TIP Curving street alignments may increase pedestrian and
cycling distances, and reduce sightlines. However in sloping
topography, curving streets may be more appropriate to
enable flatter travel paths.
1.1.2c Lay out street and block patterns to create view lines to key
landmarks.
TIP Highly visible landmarks and landscape features aid
navigation and way-finding as well as contributing to a sense
of place.
1.1.2d Where a cul-de-sac is necessary, limit the length to less than

75m, with a straight alignment or clear sightlines to the end.
TIP A short cul-de-sac allows views from the adjoining street
to the cul-de-sac end.
< 75m

Objective 1.1.3To ensure the urban structure supports accessibility from

neighbourhoods to activity centres and public transport
1.1.3a Lay out streets and blocks to provide reasonable walking

distances from dwellings to an activity centre and public
transport services.
<400m
TIP A 400m (or 5 minute) street walking distance to an
activity centre provides good accessibility for lots intended
for medium and higher density residentialuses.
1.1.3b Create a street and block layout where 95 per cent of

dwellings are located no more than:
400m street walking distance from the nearest existing or
proposed bus stop, or
proposed tram stop, or
proposed railway station.
TIP 400m is about a 5 minute walk; 600m is about a
7minute walk; 800m is about a 10minute walk.
1.1.3c Provide continuous, direct pedestrian and bicycle access

routes from the surrounding neighbourhood to railway
stations and public transport stops and interchanges and
activity centres.
TIP Pedestrian and bicycle access routes to a public
transport node or activity centre should accommodate
both public transport users and others moving around the
neighbourhood. More people using the paths will create a
safer environment.

Objective 1.1.4To ensure that the urban structure provides good amenity and safe
interfaces between infrastructure corridors and adjacent land uses
1.1.4a Locate major infrastructure corridors and installations to

minimise their potential to be a barrier to cross movement.
TIP Infrastructure corridors such as railway lines, motorways
and pipe tracks can be barriers to crossing but may provide
opportunities for parallel linear parks and paths.
1.1.4b Provide conveniently located grade separated pedestrian

and bicycle crossings across rail corridors, motorways and
other natural barriers, to connect neighbourhoods and key
destinations.
TIP In urban areas, the crossing location and frequency
should be informed by local circumstances and need.
1.1.4c Where a freight railway or motorway corridor interfaces with

lots for residential or other sensitive uses, locate the rear
boundary of lots toward the corridor.
TIP Locating the rear boundaries of lots toward a freight
railway or motorway corridor interface provides better
opportunities for noise mitigation where relevant.
1.1.4d Where a railway operating corridor serves only metropolitan

passenger services, provide a street between the railway
operating corridor and the surrounding area, to provide an
active frontage.
TIP A street is not an effective noise buffer, but metropolitan
services are generally of lesser noise impact than diesel
freight trains.
1.1.4e Where lots adjoin high volume or high speed major roads,
provide a service road and front lots on to the service road.
TIP Avoid block layouts where lots back onto arterial or major
roads. This results in poor pedestrian safety and landscape
amenity along the road.


1.2
Activity centres, although of different sizes and types, are a focus for
enterprise and social interaction, incorporating community facilities and
services, shopping, employment and residences. Activity centres are the focus
of public transport nodes where services converge. Activity centres include
metropolitan centres, regional cities and town centres in rural areas.
An activity centre generally has an intense central core with smaller street
blocks and a higher density of streets and lots. The structure of activity
centres should allow for more intensive development, street frontage
exposure for display, safe public spaces and pedestrian access to facilities.
Activity centres provide residents, visitors and workers with easy access to
a range of services and facilities as well as opportunities for establishing
businesses, or simply being sociable and meeting others. By providing
avariety of lot sizes and shapes in a connected movement network, an activity
centre can accommodate a wide variety and scale of uses and buildings and
respond to the changing needs of residents, businesses and visitors.
Some specialised and single-focus activity centres may have extended
periods of inactivity with poor safety out-of-hours. Activity centres with
a diverse mix of activities and uses adds to their vibrancy and economic
viability as well as improving perceptions of safety and reducing
opportunities for crime..
Related guidance
Element 1.1 Urban structure principles

Objective 1.2.1 To ensure accessible and functional activity centres
1.2.1a Locate the activity centre where the main streets

and public transport routes converge.
1.2.1b Locate lots for medium and higher density residential and
retirement housing within a five minute walk (400m) of an
activity centre.
1.2.1c Shape and orient blocks on the perimeter of the activity

centre to support direct access to the activity centre core,
from the surrounding neighbourhood.
1.2.1d In activity centres, provide a closely spaced and

interconnected network of street and lanes.
TIP Having more streets allows people a choice of routes,
and can disperse the volume of pedestrian and vehicle traffic
across a number of routes. In areas of intense activity, more
streets can also provide increased frontagelength.
1.2.1e Provide rear or side lane vehicle access to lots within activity
centres.
TIP By providing rear or side lane access for vehicle, service
and delivery functions, street frontages can remain safe and
active, uninterrupted by vehicle crossovers.
1.2.1f Create a range of lot sizes for intense uses at the activity
centre core.
TIP The core of the activity centre is the best connected
location; the functional centre may not be the geographical
centre point. Thecore is often where the main streets connect.

Objective 1.2.2To ensure activity centre structure supports public

transportaccess
1.2.2a Provide for train stations and public transport interchanges

within the core of activity centre.
TIP While frequent bus movements on pedestrian priority
streets are not desired, an interchange crossing the main
street at one end may be a convenient, accessible option.
1.2.2b On streets within activity centres that accommodate public

transport services, minimise intersections and vehicle access
points to lots.
TIP Private vehicles entering or turning out of a street that
accommodates on-road public transport, can cause service
delays. See Guideline sources and references for link to
Public Transport Guidelines.
1.2.2c Provide for priority or separated lanes for public transport

on roads where multiple public transport routes converge
within activity centres.

Objective 1.2.3To ensure the activity centre structure supports safety

andamenity
1.2.3a Locate lots intended for retail and commercial uses on well-
connected main streets in activity centres.
TIP Intense and diverse commercial activities on smaller
lots with narrower frontages, or mixed uses with multiple
tenancies, contribute to an active and interesting
publicrealm.
1.2.3b Locate lots for active uses and uses with long operating
hours on pedestrian priority streets.
TIP Personal safety is best achieved by having people
present on the street during the day and at night, and
by providing opportunities for informal surveillance of
publicspaces.
1.2.3c Provide lots for shops on streets that allow zero street
setbacks and continuous built frontages.
TIP Retail activities in buildings function best when they
have direct access abutting the footpath and when
supported by similar neighbours.
1.2.3d Surround the activity centre core with lots that are large
enough to accommodate higher density residential uses and
workplaces.
TIP Small, narrow lots are difficult to develop at higher
densities.
1.2.3e Locate large public facilities, such as hospitals, schools, and

major recreation facilities on public transport routes and at
the edge of activity centres.
TIP Facilities that occupy large land areas can create a
barrier to movement through an activity centre. Out of
operating hours, the facilities may present an inactive edge
to streets and paths.
1.2.3f Locate lots for large format uses that generate high vehicle
traffic volumes on wider streets at the edge of activity
centres, and with easy access to major roads.

Objective 1.2.4To activate the activity centres interface with its barrier edges
Typical barriers or edges to an activity centre are railway or motorway corridors, a water body or a
naturalfeature.
1.2.4a Where an activity centre has a barrier or edge, provide an

active public space or a street between the edge and the
adjacent buildings.
TIP Where a barrier or edge has few passing pedestrians
or little activity in the adjacent buildings (e.g. has a rear
boundary toward the edge), public spaces in these areas
may attract fewer visitors and be a security risk.
Objective 1.2.5 To respond to change within an activity centre.

As an activity centre evolves and changes, its structure may need review to provide new connections,
changes in land use patterns or the re-allocation of public space for different activities. Structure planning
can assist in managing this change.
1.2.5a Create a regular block and lot pattern within the activity
centre that enables future lot subdivision or consolidation.
TIP Irregular shaped lots can limit future lot subdivision or
consolidation.
1.2.5b Where activity centres experience increased residential

densities or an expanding worker population, maintain or
increase the capacity of the pedestrian movement network by
adding new mid-block links and public spaces.
TIP Periodic reviews of the functionality and safety of the
public realm in an activity centre, may indicate need for
adjustment to its structure.
1.2.5c As an activity centre evolves and intensifies, allow future

development to front laneways.
1.2.5d When consolidating or subdividing lots, maintain a fine-

grained street frontage.
TIP Fine-grained street frontages have multiple shopfronts
with doorways and windows.


1.3
Large parcels of land within cities and towns sometimes become available
for development and new uses. Often in prime locations, these sites can
be publicly owned (such as railway corridors, surplus government land or
dockyards) or they can be former commercial, industrial or institutional sites
that are no longer needed for their original purpose. They may be located in
activity centres or are accessible to transport connections, services and jobs.
Large development sites need to integrate with the existing urban structure
of a city or neighbourhood. This often involves creating new residential or
commercial areas and movement networks, as well as infrastructure, public
spaces and community facilities.
Large development sites that become available contribute to the growth
and evolution of cities and towns. The way a parcel of redeveloped land is
connected to the surrounding area and divided into blocks, lots and streets
will influence the areas accessibility and potential future use patterns.
Large development sites can provide an opportunity to repair and enhance
the existing urban infrastructure in the area, and there may be too few
dwellings to sustain local business activity, insufficient public space or
recreation opportunities. The development of the site may also enable new
connections to be made between adjacent established areas.
Related guidance
Element 1.5 Public realm structure

Objective 1.3.1 To integrate a large development site into its surrounding area
1.3.1a Connect the development sites movement network to the

movement network of the surrounding area.
TIP The movement network includes pedestrian and bicycle
paths, public transport services, streets and roads.
1.3.1b Create new links across the development site to connect the
new neighbourhood with the surrounding area.
1.3.1c Provide at least two through streets across a new

neighbourhood in a development site, linking centre to edge.
TIP Very large development sites may require additional
through routes.

Objective 1.3.2To ensure large development site structure provides a high level
ofamenity and functionality for residents
1.3.2a Where possible, include uses and facilities in the

development site that are lacking or insufficient in
thesurrounding neighbourhood.
1.3.2b Locate higher intensity activities on well-connected streets

within a development site.
TIP Higher intensity activity examples are shops, community
services, cafes and cinemas.
1.3.2c Where the street block perimeter is greater than 600 metres,
create cross-block pedestrian links.
perimeter > 600m
TIP Studies of pedestrian behaviour suggest street block
perimeters greater than 600m are more likely to discourage
walking. Creating pedestrian permeability across a block
encourages walking.
1.3.2d Provide the size and types of public open spaces for informal
and active recreation to serve the intensity and type of
development.
TIP Higher densities of residents or workers
in an area require access to a higher quantity and diversity
of public open spaces.

Objective 1.3.3To large development sites maintain the amenity of adjacent

residential uses
1.3.3a Create a transition from large development sites to adjacent NEW EXISTING
residential neighbourhoods using scale, built form and uses.

TIP A transition can be achieved through the arrangement
and size of new blocks and lots at the development site edge
and the future built form, location of activities and street
design.
Objective 1.3.4To ensure the public realm of large development sites

iswellmaintained and managed
1.3.4a Develop public open spaces, civil infrastructure and

streets to a standard acceptable for ongoing maintenance
andmanagement.
TIP The local council standards and materials should be
met for adoption and for ongoing management of the public
realm within large development sites.

1.4
1.4Higher density residential
precinct structure
A higher density residential precinct generally has larger lot sizes that are
able to accommodate apartment and mixed-use developments. The precinct
may be in or adjacent to an activity centre or within a large development site.
The streets and blocks in a higher density residential precinct provide for a
high level of connectivity within and through the precinct. They also provide
for an appropriate level of active street frontage and commercial uses at
street level.
With a larger population in a defined area it is crucial that the structure
of ahigher density residential precinct provides a high level of amenity in
publicspaces, access to facilities and services, protection of privacy and
personal safety.
Related guidance
Element 1.2 Activities area structure
Element 1.3 Large development site structure
Element 1.5 Public realm structure
Element 2.2 Pedestrian priority streets
Element 3.2 Street spaces and plazas
Element 3.4 Communal open space
Element 5.2 Higher density residential buildings

Objective 1.4.1To ensure higher density residential precincts are accessible
1.4.1a Locate higher density residential precincts within, or on the

edge of, an activity centre, or near a public transport node.
1.4.1b Arrange blocks and streets in higher density residential

precincts to provide all lots with access to an activity centre,
public transport and high quality public open space within
a400m walking distance. <400m
Objective 1.4.2To ensure higher density residential precincts provide

a high level of amenity and functionality for residents
1.4.2a Make the streets of a higher density residential precinct,

pedestrian priority streets.
TIP Higher density residential precincts generate larger
numbers of pedestrians. See Element 2.2 Pedestrian priority
streets.
1.4.2b Allow for lot sizes in a higher density residential precinct

to accommodate communal open space with access to
wintersun.
1.4.2c Arrange higher density residential lots with

rear or side lane access for resident car parking
and services.
TIP By providing rear lane access to car parking, pedestrian
areas are safely separated from vehicle crossovers.
1.4.2d Locate visitor bicycle parking spaces nearby to higher

density residential lots.

Objective 1.4.3To ensure a well-maintained, high amenity residential precinct
1.4.3a Manage visitor and resident traffic and parking at the

precinctscale.
TIP Higher density residential precincts may generate
increased demand for on-street visitor parking.
1.4.3b Integrate provision for household waste and recyclable

collection in the precinct structure.
TIP Planning for future waste management systems at the
subdivision and development stage can avoid waste bins
lining a street or blocking paths.


1.5
The public realm comprises spaces and places that are open and freely
accessible to everyone, regardless of their economic or social conditions.
These spaces can include streets, laneways and roads, parks, public plazas,
waterways and foreshores.
Public realm structure delivers the location of and connection to destinations
and activities. It includes layout and detailed design to support the function
and amenity of streets, public spaces, public transport access and the
interface between the public realm and private property. While the overall
urban structure may be enduring, the purpose and detailed arrangement
ofpublic spaces may change over time.
The public realm provides a space for people to be free to access, to move
about and to enjoy recreation. It enables people to carry out their daily
business, to engage in activities or meet with others or simply to be. Thepublic
realm must be attractive, inclusive and safe to be in. An inhabited and well
maintained public realm feels safe and encourages people to use spaces.
Related guidance
2 Movement network
3 Public spaces
4 Public transport environs
6 Objects in the public realm

Objective 1.5.1To ensure a public realm structure where the movement network
and the land uses support each other
1.5.1a Locate local walking destinations and activities along main

pedestrian streets and paths.
TIP Local walking destinations can include railway stations,
bus and tram stops and interchanges, shops, schools parks,
recreation and community facilities.
1.5.1b Provide for a level of active frontage and lot access

appropriate to the street function and building
use patterns.
TIP Level of active frontage is reduced where vehicle
access to narrow lots is via its street frontage. Driveways
and crossovers reduce street activation and compromise
pedestrian safety. See Element 5 Buildings.
1.5.1c Co-locate public transport nodes with active uses and busy
public spaces.
TIP Active uses and public spaces can attract other people
to use the public transport node. This helps increase the
numbers of people using the area and improves security,
particularly at night.
1.5.1d Locate active, non-residential uses at ground level at the

interface with major public transport nodes.
TIP Railway stations and major bus and tram interchanges
generate many vehicle movements and operate from early
morning to late night. Active commercial uses can benefit
from the passing pedestrians and this contributes to safety
in the area.
1.5.1e Where a railway station or a public transport interchange

interfaces with a public space, provide active uses at
ground level at the station or interchange interface with the
publicspace.

Objective 1.5.2To ensure the public realm structure provides for accessible,
safeand conveniently located public spaces.
Public spaces provide opportunities for active and informal recreation. The location and context of
public spaces within the urban structure is critical to a spaces success. Public space that has poor
access, or is located away from the community it serves, will not be well used.
1.5.2a Create public spaces where the local catchment has

sufficient potential users to activate the space.
TIP A walkable catchment to a public space varies with
the public space type and the user. A local park catchment
distance is shorter for a child or older person than for
other users. A plaza lunch place may need to be within five
minutes walk of a workplace to be attractive.
1.5.2b Provide for a variety of parks and public spaces, for informal
and active recreation, located within a 400m walking
distance from dwellings, workplaces, schools and shops.
TIP 400m is a five minute walk.
1.5.2c Locate public spaces where they can be connected to their

surrounding area via pedestrian priority streets and paths.
TIP Public spaces are used if they are convenient and safe
to access.

Objective 1.5.3To ensure the public realm structure provides for suitably-sized,
comfortable and purposeful public spaces
The size and dimensions of a public space affect its possible uses and safety in terms of informal
surveillance from the surrounding area.
Large public spaces can feel uninhabited and lonely, even overwhelming and threatening.
Conversely,asmall space may feel comfortable for quiet uses but not be a functional size for some
active uses.
1.5.3a Provide the number and types of public spaces that meet
local needs.
TIP A strategic planning process can identify and establish
local needs and the appropriate type and size ofpublic
space to serve the communitys needs.
1.5.3b Create public spaces of sufficient size to accommodate

desired activities.
TIP Often the most popular and cared-for plazas and parks
are compact and intimate.

Objective 1.5.4To ensure a public realm structure where streets support

theamenity and function of neighbourhoods
1.5.4a Make the main streets sufficiently wide to serve their

function in the movement network and as a public place,
and toaccommodate services infrastructure.
TIP A street may need to accommodate public transport
lanes and stops, pedestrians, cyclists, vehicles as well as
accessible utilities infrastructure and service verges.
1.5.4b Where a street functions as an activity centre main street,

provide block lengths and street widths to accommodate
on-road public transport vehicles and accessible public
transport stops.
1.5.4c Set the street width in relation to the future building height
and setback distance so as to allow daylight and winter sun
access to key public spaces within streets.
TIP In some situations, creating shaded streets may improve
comfort levels in hot weather.

key public spaces.
1.5.4d Provide space within the street for trees, landscaping and to
accommodate social activities and utility infrastructure.
TIP Streets can be used for informal socialising and
recreation, outdoor dining, street vendors, public transport
waiting facilities, infrastructure services and street furniture.
See Element 6 Objects in the public realm.
1.5.4e Where lots front pedestrian priority streets or are 6m or less

in lot width, provide rear vehicle access to off-street parking.
TIP Where narrow lots have vehicle access from the front,
car parking access may dominate the street interface, while
crossovers may reduce pedestrian safety.
1.5.4f Provide commercial lots with service access lanes or service

courts separated from pedestrian access.
TIP Providing service lanes and service courts in commercial
premises ensures pedestrians are safely separated from
vehicles.

Objective 1.5.5To ensure the public realm structure provides high amenity
andsafe interfaces between different uses
Interfaces occur between different land uses, or a new and an existing neighbourhood.
1.5.5a Where lots border a public open space, provide an active

frontage toward the public open space.
TIP Public spaces bounded by blank rear or side fences limit
the opportunity for informal surveillance and reduce security
for public space users and for properties bordering the public
space. See Element 3 Public spaces.
1.5.5b Locate compatible uses facing each other across

a street.
TIP Amenity and safety impacts can arise where potentially
incompatible uses, such as industrial and residential uses,
face each other across a street.
1.5.5c Locate the transition between incompatible uses along rear

boundaries of lots.
TIP Place land use zoning boundaries along rear lot
boundaries rather than street frontage boundaries. A rear
boundary wall can provide a buffer between incompatible
uses and the amenity of the street is safeguarded.

Objective 1.5.6 To ensure a well-managed, high amenity public realm

The public realm has many stakeholders and is managed by a number of agencies, each with
different responsibilities and interests. This adds to the complexity of developing and managing
asuccessfulplace.
1.5.6a Develop public spaces, civil infrastructure and streets

to a standard acceptable for ongoing maintenance and
management.
TIP The local council standards and materials should bemet
for adoption and for ongoing management of public spaces.
1.5.6b Establish a an integrated management agreement for a

precinct to coordinate the maintenance and repair program
for the public realm.
TIP For example, regularly maintain landscaping and public
facilities, and when repairing paving, also replant missing
street trees.
1.5.6c Where neighbourhoods experience increased residential

densities, review the amount and type of public open space
and street space to meet the local communitys needs.
TIP Periodic reviews of use and density pattern changes
and urban infrastructure performance will assess the need
for intervention. Structure planning can assist in managing
this change.


Element 2
Movement network
2
This element covers
The principles informing the overall form and layout of public streets,
roads and paths.

Streets that give high priority to walking, cycling and facilitating social
contact, while allowing for low-speed motor vehicle traffic. They are
usually in areas of concentrated activity.

Paths that provide for people moving on foot, bicycle or other mobility
aid vehicles within streets or public and semi-public spaces.

The parts of the movement network that allow pedestrians and cyclists
to safely cross roads and other barriers.
2.5 Major roads

The pedestrian and bicycle paths adjacent to roads with high volume,
high-speed vehicle traffic.

The stops and access routes to trams and buses.

Convenient, commercial vehicle and casual car parking close to
localdestinations.

Open areas of land used for parking cars.
This element does not cover design of motorways and railways.

Part 3 of 8 parts
Disclaimer
Accessibility

2.1
The movement network is the interconnected system of streets, roads and
paths that accommodates pedestrians and cyclists, on-road public transport,
emergency and private vehicles. The movement network connects places and
activities, and allows people and goods to reach their intended destinations
and to access private land.
Among its many functions, the movement network land area can provide
space for utilities infrastructure and car parking, and can also provide access
to daylight and ventilation for adjacent buildings. A well-functioning movement
network provides optimal walking and cycling access to destinations such
as activity centres, work, schools, public transport and parks, andit has high
levels of legibility, convenience, amenity and safety for users.
Good connections to places and linkages between different modes of
transport, ensures equitable access to facilities, services and public transport.
The design and layout of the movement network greatly affects peoples
mobility and travel options as well as their safety and wellbeing. Streets play
an important role in enabling people to be more physically active and healthy.
Streets also play an important role as public spaces, supporting social
interaction and providing places for cultural expression.
These guidelines focus on urban design for active transport pedestrians
and cyclists and access to public transport. Provision for street design for
vehicles is covered elsewhere by civil engineering standards.
Related guidance

Objective 2.1.1To ensure the movement network accommodates the diversity of

transport modes and supports activities, including active transport
2.1.1a Provide direct, continuous and well-lit pedestrian and

bicycleroutes.
2.1.1b Provide a pedestrian network that caters for persons

ofallabilities.
2.1.1c Provide for walking and cycling on all streets.
2.1.1d Allocate a street function and mode priority to each street

inthe network.
TIP SmartRoads, a tool for assigning priority to different
modes of transport, was developed by VicRoads. Itprovides
guiding principles for road use by transport mode, place
of activity and time of day. See Guideline sources and
references.
2.1.1e Establish a level-of-service provision for each mode on each

movement network section.
TIP Streets need to allocate sufficient space to
accommodate the anticipated volume of pedestrians and
cyclists as well as on-road public transport, vehicles and on-
street car parking. For other modes see Guideline sources
and references.
2.1.1f Maintain clear sightlines to landmarks to assist pedestrians

and cyclists to orient themselves and move around an area.

Objective 2.1.2To ensure the movement network provides for safe interactions
between transport modes
2.1.2a Provide clearly marked, direct and safe connections for

pedestrians travelling between movement modes.
Station
TIP Whenever people move between modes, such as Bus
stop
s Bus interchange
between a parked car and public transport, they are Bus
stop
pedestrians. s
Car parking
2.1.2b Arrange vehicle crossovers to allow clear sightlines between

drivers entering the crossover and pedestrians and cyclists
on the path.
Objective 2.1.3To maintain a safe, inclusive and serviceable movement network

The movement network is managed by a number of agencies, each with different responsibilities and
interests. This adds to the complexity of developing and managing a successful network.
2.1.3a Manage the movement network and street space to respond

to changes in use patterns and community needs.
TIP The movement network can be managed by creating
shared zones, vehicle lane controls, pedestrian-only periods,
public transport priority periods, variable traffic light phases,
parking controls, speed limits, and space for kerb cafs,
street vendors and buskers.
2.1.3b Schedule periodic reviews of the movement network

performance to inform network adjustments.


2.2
Pedestrian priority streets give high priority to walking and cycling, while
allowing low-speed motor vehicle traffic (under 40km per hour). These
streets are usually found in areas of intense and diverse activity such as
activity centres, education facilities and public transport interchanges.
They accommodate diverse travel modes as well as provide a public space
function. Bicycle lanes may either be provided as a separate lane, or a shared
path with other modes. Streets may also restrict vehicle types or access
attimes.
Pedestrian priority streets perform many functions. They are comfortable
and safe for all pedestrians, including those with a disability, and provide
a safe environment for low-speed cycling. They can also be the setting for
informal activity such as performers and vendors. Well-designed pedestrian
priority streets encourage walking and cycling. Higher pedestrian numbers
support the viability of nearby businesses, and allow uses such as cafes and
restaurants to spill out on to the street.
Related guidance
Element 2.1 Movement network principles

2.1 Movement
2.2 Pedestriannetwork
priority principles
streets
Objective 2.2.1To ensure pedestrian priority streets maximise the convenience

and safety of walking and cycling modes
2.2.1a Co-locate the pedestrian, bicycle and vehicle paths.

TIP Locating mode paths side by side increases the
likelihood of informal surveillance, as there are more people
on the street, more of the time. When pedestrian-only malls
and separated pedestrian paths have low levels of activity
they can feel unsafe.
2.2.1b Allocate a greater portion of street space to pedestrians and

cyclists.
TIP Pedestrian priority streets work best with high levelsof
pedestrian traffic and of activity within adjacent buildings.
2.2.1c Where there are high numbers of pedestrians and low numbers
of vehicle movements, create a Shared Zone.
TIP If an existing street or lane is too narrow to provide a
footpath that complies with Disability Discrimination Act
requirements there may be no option but to treat the street
as a Shared Zone.
2.2.1d Keep the kerb radius at intersections to a minimum to

encourage vehicle traffic to slow down when turning left into
side streets.
TIP The kerb radius should be kept to a minimum
compatible with street cleaning, bus movements androad
safety requirements. See Guideline sources andreferences.

2.1 Movement
priority principles
streets
Objective 2.2.2To ensure the interface between the pedestrian priority street
andbuildings supports pedestrian amenity and safety
2.2.2a Place doors and windows of buildings to overlook

the street.
TIP See Element 5 Buildings.
2.2.2b Include splays to driveway exits from laneways, buildings

and car parking facilities to maintain sightlines from vehicles.
TIP See Guideline sources and references for VicRoads
Supplement to the Austroads Guides to Road Design.
2.2.2c Provide space within the street for activities that support
adjacent uses.
TIP To attract pedestrians, streets need to provide a high
level of interest for users. Street spaces can accommodate
outdoor dining, vendors, public art, performance and
recreation.
2.2.2d Where possible integrate shelters and awnings onto the

building facade on pedestrian priority streets.
TIP Integrating shelters, by attaching them onto the building
wall, allows the street spaces to remain uncluttered. Building
Code of Australia sets out design standards for building
projections beyond the street alignment.
See Element 5.1 Buildings in activities areas, and Element 6
Objects in the public realm.

2.1 Movement
priority principles
streets
Objective 2.2.3To relate the scale of surrounding buildings to the pedestrian

priority street
2.2.3a Use street width, building height and landscape design to

create a sense of enclosure for street users.
TIP The ratio of building height to street width can
affect pedestrian activity. Narrow streets can encourage
pedestrian activity. See Element 5 Buildings.
2.2.3b Arrange the street furniture and finishes to emphasise the

pedestrian space.
TIP Emphasising pedestrian spaces, for example by using
entry markers and changed paving, sends a message to all
street users that pedestrians are the priority.
Objective 2.2.4To manage the use of the pedestrian priority street as an active
public space
2.2.4a Implement programs to facilitate and manage activities

inthe street space.
TIP See Element 3.2 Street spaces and plazas.
2.2.4b Enable adjacent businesses to use the street space for caf
furniture and to display merchandise.
TIP Kerbside dining brings activity into the street.
Increasethe street space available for social activities as
demand increases.
2.2.4c Implement programs to enliven blank building walls.

TIP Architectural detail, wall art, lighting and advertising can
transform windowless walls into attractive facades.

2.1 Movement
priority principles
streets
Objective 2.2.5To maintain clean, attractive and serviceable pedestrian

prioritystreets
2.2.5a Design streets to facilitate efficient maintenance.

TIP Poorly maintained streets are known to influence
perception of safety.
2.2.5b Promptly remove graffiti and replace damaged furniture.

TIP Damaged public furniture should be quickly removed
and replaced to reinforce care and the perception of asafe
environment. See Element 6 Objects in the publicrealm.

2.1 Movement
priority principles
streets

2.3
Pedestrian and bicycle paths specifically provide for people on foot, bicycle or
other mobility aid vehicles. Paths may be located on local streets and major
roads, in public spaces such as parks and reserves, or through semi-private
spaces such as car parking lots, forecourts and arcades. Paths may be solely
for pedestrian use, cyclist use, or shared paths for pedestrians and cyclists.
Pedestrian and bicycle routes should connect people directly with local
destinations such as schools, shops, train stations and parks.
Convenient, safe and comfortable pedestrian and bicycle paths are
a valuable part of the movement network, and act as more than just
thoroughfares. Footpaths are multi-use environments where people socialise,
conduct business and observe the world around them as well as travel from
one place to another on foot. Pedestrian and bicycle paths are also very
important in enabling people to be physically active.
Pedestrian and bicycle paths are most inviting when they are direct, highly
visible and well sign-posted, offer shade, seating and end-of journey facilities.
The diverse needs of pedestrians and cyclists children and young people,
older people and those with a disability who may be using mobility aids
require inclusive design solutions..
Related guidance
Element 2.4 Pedestrian and bicycle crossings
Austroads Guide to Road Design provides technical guidance for path design.

Objective 2.3.1To ensure effective pedestrian and bicycle path connections

todestinations
2.3.1a Establish a continuous system of pedestrian paths

connecting neighbourhoods, along all streets, continuing
through public spaces, and to activity centres and public
transport nodes.
2.3.1b Include pedestrian paths on both sides of local streets and

major roads.
2.3.1c Where low levels of pedestrian and bicycle activity are

expected, install shared paths for pedestrian
and bicycle movement.
2.3.1d Where high levels of pedestrian and cycle activity are

predicted, install mode separated paths for pedestrian and
bicycle movement.
TIP A shared path is not appropriate where high volumes of
pedestrian and bicycle traffic are expected. See Guideline
sources and references for VicRoads Traffic Engineering
Manual Vol 1, Chapter 5 for traffic volume triggers.
2.3.1e Where high levels of cyclists are predicted, locate kerb

separated bicycle lanes on the kerbside of an on-street
parking lane.
TIP Kerb separated bicycle lanes, such as the Copenhagen
style bicycle lanes, are safest where few crossovers to
properties or cross-streets will intersect with the bicycle lane.

Objective 2.3.2To ensure pedestrian and bicycle paths are accessible

andserviceable
In designing a path, consider the functions the path will perform and the variety of people who may
useit, including people with wheelchairs or prams.
2.3.2a Set the path width to accommodate the anticipated or

predicted levels of pedestrian and bicycle traffic.
2.3.2b Allow for wider paths in areas with high levels of pedestrian
or bicycle use or where growth in traffic is anticipated.
2.3.2c Allow for additional verge width to accommodate the space

required for street furniture, facilities and infrastructure.
2.3.2d Preserve a minimum height of at least 2.5m above the path

that is clear from overhanging objects.
TIP Overhanging objects, trees, wires or signs can reduce
2500mm
the functional height of a path, and can be a hazard to
pedestrians and cyclists.
2.3.2e On shared paths, allocate additional width for passing

places and crossing places.
2.3.2f Where bicycle paths curve, set an inside radius of at least

15m and preferably 30m.
TIP Cyclists rely on forward motion to maintain balance.
Slowing for sharp turns can unbalance inexperiencedriders.

Objective 2.3.3To ensure pedestrian and bicycle paths maximise pedestrian

andcyclist safety, amenity and security
2.3.3a Lay out paths to allow pedestrians and cyclists clear

sightlines for a distance of at least 15m ahead.
TIP The clear distance provides a view line to potential
threats or hazards, such as hiding spots or oncoming and
crossing traffic.
2.3.3b Where bordered by fences, set pedestrian or bicycle paths

to be greater than 3m wide, and with a straight, or near to
straight alignment.
TIP Paths may need buffer space along sides where there
3m
are obstacles or hazards. minimum
2.3.3c Where bordered by fences, arrange pedestrian or bicycle

paths with opportunities for informal surveillance from
adjacent properties.
TIP Paths bordered by fences or walls can feel unsafe,
particularly in areas of low activity. Wider view lines and
buildings overlooking pedestrian paths provide a sense of
safety.
2.3.3d Minimise abrupt level changes along pedestrian and

bicyclepaths.
2.3.3e Grade the surface of pedestrian and bicycle paths to

shed water readily and locate drainage pits outside of
thetravelpath.
2.3.3f On busy or long distance paths, provide shade and shelter,

way-finding signs and frequent seating.
2.3.3g Provide formal seating at regular intervals along major

walking routes to assist those who need to pause or rest.
TIP Seating placed at 100m intervals provides a
comfortable stopping distance for less able walkers.
2.3.3h Provide directed, low-glare lighting to pedestrian and bicycle

paths along streets.
TIP Ensure street lighting illuminates pedestrian paths, not
just the roadway.

Objective 2.3.4To ensure pedestrian and bicycle paths provide safety for
pedestrians and cyclists on vehicle crossovers
Vehicle crossovers and entries to laneways can pose a risk to pedestrians and cyclists, both as trip
hazards and vehicle collision hazards. For the design of vehicle exits from buildings see Element 5.4 Car
parking structures, and for car parking lots see Element 2.8 Car parking lots.
2.3.4a Minimise the number of vehicle crossovers that intersect

pedestrian and bicycle paths.
2.3.4b Locate essential vehicle crossovers on straight street

sections in areas of high visibility to approaching
2.3.4c Provide path treatments across vehicle crossovers to signal

priority for pedestrians and cyclists.
TIP Vehicle crossover surface treatments such as raised
bump-over paths, rumble strips and coloured path
surfaces alert drivers to the presence of pedestrians
orcyclists.

Objective 2.3.5To minimise hazards to pedestrians and cyclists from path edges
2.3.5a Set pedestrian and bicycle paths back from the roadway or
other obstructions.
2.3.5b Set planting and trees well back from pedestrian and bicycle
path edges.
TIP Where dense shrubbery and planting is close to a
path, it can provide potential concealment opportunities
for attackers. This is a particularly high risk on off-street
pedestrian and bicycle paths.
2.3.5c Design fences and barriers along bicycle lanes or paths

tolimit snagging handlebars or pedals, spearing injuries
orcollision.
TIP Bollards, picket fences and log barriers pose a hazard to
cyclists. See 6.4 Barriers and fences.
2.3.5d Provide fences and barriers with reflective surfaces and light
colours.
TIP Reflective treatments or light colours can enhance
visibility of fences and barriers at night.
2.3.5e Maintain clear sightlines along paths and remove obstructions

from areas adjacent to pedestrian and bicycle paths.
TIP See Guideline sources and references for VicRoads
Supplement to the Austroads Guide to Road Design. 2500mm
600mm
2.3.5f Implement a path maintenance program to preserve firm

path edges, keep gravel paths compacted and remove loose
material, trip hazards or debris from path surfaces.
Objective 2.3.6To ensure pedestrian and bicycle path management responds

tochanges in use patterns
2.3.6a Monitor pedestrian and cyclist numbers and safety on paths to

inform future improvements to pedestrian and bicycle paths.
2.3.6b Consult with users when locating or modifying pedestrian

and bicycle paths.
TIP Local communities have detailed knowledge of user
behaviour, needs and preferences regarding path types and
locations.

2.4
Pedestrian and bicycle crossings provide points to safely and conveniently
cross roads and streets, or other barriers such as motorways, railway lines
or waterways. Many crossings are located on paths to activity centres and
schools, or at stations, bus or tram stops.
Crossings are either at-grade or grade-separated. At-grade crossings
may have road markings and surface treatments, traffic signals and signs,
or barrier gates. Grade-separated crossings include pedestrian bridges,
overpasses, subway underpasses, or stairs and lifts.
Pedestrian and bicycle crossings are critical for safe, easy movement around
cities and towns. Crossings concentrate pedestrian and cyclist movement
to specific locations where they can safely cross the road or barrier. Where
crossings are poorly located, say away from movement desire-lines, or with
interrupted sightlines to the approaches or crossing, it may be perceived as
an inconvenience or safety risk, and not be used.
Related guidance
Element 2.3 Pedestrian and bicycle paths
Austroads Guide to Road Design provides technical guidance for
crossingdesign.

Objective 2.4.1To maximise pedestrian and cyclist safety and security

atcrossings
2.4.1a Locate pedestrian and bicycle crossings on direct, desirable

routes to destinations such as schools, parks, activity centres
and public transport stops, or that link neighbourhoods.
TIP People often seek a direct route to their destination,
even where this involves dangerous informal crossings of
busy roads or railway lines.
2.4.1b Co-locate pedestrian crossings and bicycle crossings, but

provide each mode with a separate crossing path.
TIP Road crossing points can become congested with
waiting and crossing pedestrians and cyclists. Separating
the waiting and crossing traffic is a safer practice.
2.4.1c Incorporate lighting on approaches to and at pedestrian

and bicycle crossings.
2.4.1d Clearly signpost upcoming crossings and intersections to

alert pedestrians, cyclists and drivers.
2.4.1e Maintain clear sightlines on the approach to and at

pedestrian and bicycle crossings.

Objective 2.4.2To ensure convenient and safe at-grade crossings for pedestrians
and cyclists
2.4.2a Locate at-grade crossings on roads where pedestrians and

cyclists can be seen by approaching drivers.
TIP Drivers must be able to see waiting or crossing pedestrians
and cyclists. Crossings should not be located on road curves or
hill crests that reduce sightlines to the crossing.
2.4.2b Where both pedestrian or bicycle traffic and vehicle traffic

levels are high, provide formal controlled road crossings.
2.4.2c Provide a clear space for pedestrians waiting to cross aroad,

separate from the through pedestrian path.
2.4.2d Provide pedestrians and cyclists with the shortest practical

road crossing distance.
2.4.2e Where roadways are wide, install pedestrian and cyclist refuges
such as kerb outstands, traffic islands, and median strips.
TIP Kerb outstands and mid-street refuges can shorten the
pedestrian crossing distance and allow a staged crossing.
2.4.2f Provide pedestrian refuges of sufficient area, width and

length to accommodate the projected numbers of waiting
TIP Cyclists require refuge space for bicycles of up to 1.8m
length, and larger for tandem and child buggy attachments.
2.4.2g Where kerb outstands, traffic islands, or median strips are used
at crossings, keep the path clear of obstructions.
2.4.2h Position crossing request buttons for ease of use by both

2.4.2i Where pedestrian paths or bicycle lanes cross a left turning

vehicle path, provide road pavement detail to alert drivers.
TIP A road pavement detail may be a rumble strip, a coloured
road surface, or a raised road section.

Objective 2.4.3To ensure convenient and safe grade-separated crossings

forpedestrians and cyclists
Grade-separated crossings, while safer than at-grade crossings, can involve longer travel distances
and crossing times so that pedestrians and cyclists might choose not to use them, and to cross barriers
informally at risk to themselves and others.
2.4.3a Locate grade-separated crossings of rail lines, motorways

or waterways on direct, desirable routes to schools, parks,
activity centres and public transport stops.
TIP Grade-separated crossings are most suitable where the
topography minimises the length of ramps required.
2.4.3b Locate grade-separated crossings adjacent to active uses

that can provide opportunities for informal surveillance of
the approach path and the crossing.
TIP An active use may be a busy public space, or a building
with people coming and going and with overlooking windows.
2.4.3c Provide grade-separated crossings with wide straight paths,

clear sightlines and adequate lighting.
TIP Paths that are narrow or with few escape route options,
such as bridges, underpasses, stairways, lifts and walk-
throughs, can feel unsafe and can increase opportunities
forentrapment.
2.4.3d Construct grade-separated crossings with a width greater

than 3m, with a minimum of 2500mm between handrails, >3m
an unobstructed height no less than 2500mm, exit splays of
>2.5m
45degrees, and clear sightlines for 15m.
>2.5m
TIP see Guideline sources and references for link to
Austroads guidance. >45
2.4.3e Continue the approach path width for the full length of the
underpass or bridge.
Objective 2.4.4To manage pedestrian and bicycle crossings to respond

tolocalconditions
2.4.4a Monitor pedestrian and cyclist numbers and safety at pedestrian

and bicycle crossings to inform management and improvements.
TIP Management can include adjusting traffic light controls to
respond promptly to the presence of pedestrians.
2.4.4b Consult with users when locating pedestrian and bicycle crossings.
TIP Local communities have detailed knowledge of user
behaviour, needs and preferences regarding crossing types and
locations.

2.5
2.5 Major roads
Major roads accommodate high volumes of motor vehicle traffic including
public transport and freight, and have higher design speeds (60100 km/h).
Major roads can have two or more traffic lanes in each direction and may
provide for on-street car parking, bus lanes or tram tracks, bicycle lanes,
aswell as verge space for pedestrian paths, infrastructure and landscaping.
Major roads may be identified as priority routes for public transport, motor
vehicle traffic or freight. Larger major roads that are declared arterial roads
are managed by VicRoads. Pedestrians and cyclists, while accommodated
on these roads, may be given a lower priority in terms of access and amenity
while maintaining a high level of safety. A section of an arterial road through
an activity centre or school zone may have lowered design speeds.
Major roads carry large volumes of people and goods over longer distances.
While they provide connections between major centres of population, regions
and transport terminals, they also function as local area connections for all
modes. Major roads sometimes lie within centres of high activity, where they
may function as pedestrian priority routes to pedestrian priority places with
periods of lowered traffic speed limits for a section of their length.
This element focuses on safe and convenient travel for pedestrians and
cyclists on major roads.
This element does not cover design of motorways and railways.
Related guidance
Element 2.6 Public transport on roads

2.5 Major roads
Objective 2.5.1To ensure the safety and amenity of pedestrians and cyclists along
major roads
VicRoads is a referral authority for all landscape treatments and works adjacent to arterial roads.
2.5.1a Provide separate paths for pedestrians and cyclists

travelling beside major roads.
TIP Bicycle paths along major roads may cater for
commuter cyclists as well as school children and
recreational cyclists. See Element 2.3 Pedestrian and bicycle
paths.
2.5.1b Position pedestrian and bicycle paths to achieve clear

sightlines along paths and from the roadway to the path.
TIP Landscape elements such as trees, fences or earth
mounds can provide safety and amenity to pedestrians
and cyclists travelling alongside major roads so long as
road safety and opportunities for informal surveillance are
maintained.
2.5.1c Where major roads are bordered by existing rear fences

and walls, provide pedestrian and bicycle paths with clear
sightlines to visible exit paths.
TIP Isolated paths bordered by blank walls or fences and
with few opportunities for escape routes or for informal
surveillance from overlooking buildings can feel unsafe and
can increase opportunities for entrapment of walkers.
2.5.1d Provide for noise attenuation and safety treatments on

pedestrian and bicycle paths along high noise, high-speed,
high-volume major roads.
2.5.1e Provide safe and direct pedestrian and bicycle crossings on

major roads.
TIP See Element 2.4 Pedestrian and bicycle crossings.

2.5 Major roads
Objective 2.5.2To ensure safe, convenient pedestrian access from

neighbourhoods to public transport stops on major roads
2.5.2a Locate public transport stops and pedestrian approach

paths on major roads where there are opportunities for
informal surveillance.
2.5.2b Provide safe and direct crossings of major roads in locations

that enable pedestrians of all abilities to reach public
transport stops.
TIP See Element 2.4 Pedestrian and bicycle crossings and
also see Element 2.6 Public transport on roads.

2.5 Major roads

2.6
There are two main types of public transport that use the road network:
the fixed tram network, which is usually located on major roads and streets;
and the bus network, which operates within standard traffic lanes or in bus
priority lanes. Bus and tram priority routes have priority over general traffic.
Public transport on roads helps move large numbers of people around a city,
taking them to work, school, shopping or other activities.
This sub-element focuses on providing people with convenient access to
public transport on roads. The engineering, servicing or management issues
of the public transport are guided by other appropriate authorities. See also
Public Transport Guidelines for Land Use and Development (Department
of Transport 2008) and also Guideline sources and references for a list of
technical guidance.
Related guidance
Element 2.5 Major roads

Objective 2.6.1To ensure public transport stops are located in accessible,

convenient and safe places
Public transport stops may be located on the road, kerbside or on centre road refuges.
2.6.1a Co-locate public transport stops with controlled pedestrian

crossings or controlled intersections.
TIP If a public transport stop is near a traffic hazard, use
traffic calming measures to maximise pedestrian safety.
2.6.1b Where a stop is not at a controlled intersection, locate the

public transport stop where pedestrians of all abilities can
safely cross the road.
TIP Mid-block public transport stops mean pedestrians will
need to cross the road to reach their stop or their return
destination.
2.6.1c Locate public transport stops to enable approaching

pedestrians and public transport drivers to see the stop.
TIP Sharp curves in the roadway can pose a hazard for
pedestrians as car drivers sight lines are limited.
2.6.1d Where possible, integrate shelters for public transport stops

into the facade of adjacent buildings.
projections beyond the street alignment. See Element 5.1
Buildings in activities areas, and Element 6 Objects in the
public realm.
2.6.1e Provide seating at public transport stops.
2.6.1f Provide adequate lighting on pedestrian approach paths to

public transport stops.
2.6.1g Provide lighting at public transport stops to levels that

enable public transport drivers to see waiting passengers.

Objective 2.6.2 To enable travellers to safely reach public transport stops
2.6.2a Provide direct, convenient pedestrian links from

neighbourhoods to public transport stops.
2.6.2b Provide direct, convenient pedestrian paths connecting

between public transport modes.
Station
TIP An integrated public transport service should provide Bus
stop
s Bus interchange
efficient, safe pedestrian paths connecting public transport Bus
stop
modes. s
Car parking
Objective 2.6.3To maximise informal surveillance of public transport stops and

their access routes
2.6.3a Position bus and tram stops at locations that have higher
numbers of passers-by.
TIP Public transport stops in remote locations receive fewer
passers-by and less informal surveillance.
2.6.3b Locate public transport stops where they are visible from
nearby buildings.
2.6.3c Locate approach paths to public transport stops where the

paths are visible from nearby buildings.
Objective 2.6.4To maintain the amenity of public transport stop environs
2.6.4a Maintain public transport stops and surrounds in a clean,

safe and well-lit condition.
TIP Ensure damaged shelters, furniture, paving or
landscape elements are promptly repaired.


2.7
On-street car parking is part of the movement network. On-street parking
provides convenient, short-term parking in close proximity to activities and
destinations. On-street parking may be parallel, indented, angled, at kerbside
or in centre-road islands. The street type and use pattern determines the
appropriate type of on-street parking used.
It plays an important role in inner urban areas with limited off-street
parking. The presence of on-street parking can affect driver behaviour
by reducing vehicle speeds. Parking manoeuvres can interrupt and calm
traffic flow, providing additional opportunities for pedestrians to cross a
road. The presence of parked cars can make a street feel more inhabited.
Well-managed on-street parking can provide a good service with a minimal
number of car parking spaces.
Related guidance

Objective 2.7.1To ensure efficient provision of on-street parking

The civil design of on-street parking is guided by Australian Standard AS 2890.5 1993, Parking Facilities
Part 5: On-street Parking.
2.7.1a Provide a street cross-section that accommodates the

appropriate type of on-street parking.
TIP Different types of on-street parking are appropriate for
different street types: angle or centre road parking requires
wider streets; parallel parking is more appropriate in narrow
streets.
Objective 2.7.2To ensure on-street parking contributes to pedestrian

amenityand safety
2.7.2a Arrange kerbside and indented parking on streets as part of

the buffer zone between pedestrians and moving traffic.
TIP If no on-street parking is provided, ensure traffic speeds
are managed to achieve a sense of safety for pedestrians.
Objective 2.7.3 To optimise on-street parking opportunities
2.7.3a Separate angled on-street parking bays from pedestrian

and bicycle paths.
TIP Wheel-stops can prevent cars in angled parking bays
from overhanging paths. The normal vehicle overhang
allowance is 1m.
2.7.3b Design high turnover, short-stay on-street parking spaces to

provide forward only vehicle movement into and out of the
parking space.
TIP Backing out in high turnover on-street parking areas
(e.g. rail stations, schools or convenience stores) can pose a
hazard for pedestrians, particularly children.
2.7.3c Incorporate landscaping into kerbside, angled and centre

road parking.
TIP Street trees can be incorporated into kerb outstands,
centre road islands or in-road planters. In-road planters may
be a practical way to avoid trees conflicting with footpaths
and utilities. They can also capture and use stormwater.

Objective 2.7.4To minimise conflict between on-street parking and other

roadusers
2.7.4a Limit vehicle crossovers in areas where on-street parking

isessential.
TIP Vehicle crossovers reduce the space available for on-
street car parking.
2.7.4b Where on-street parking is adjacent to on-road bicycle

lanes, allow a safety strip width for opening car doors and
the safe passage of the cyclist.
TIP The safety strip width will depend on the streets traffic
speed and type. Car and truck doors opening into bicycle
lanes are one of the major causes of cyclist crashes. Delivery
trucks have poor sightlines and their open rear doors can
intrude into bicycle lanes causing a hazard to cyclists.
2.7.4c Where on-street parking is adjacent to on-road bicycle lanes,

provide line-marking or a kerb to separate mode spaces.
TIP Providing marked or kerbed lanes and wider parking
spaces allows better sightlines between a driver and cyclist
when a car is exiting a parking space.
Objective 2.7.5 To manage on-street parking efficiently and equitably

Managing the use of on-street parking spaces is fundamental to on-street parking provision.
Somemethods to ensure regular turnover of parking spaces are controlling the parking period; parking
permits; parking charges; or clearways periods. Some on-street parking spaces can also be converted
tobicycle parking as demand increases.
2.7.5a Use time limits on parking spaces closest to activity centres to

ensure the greatest turnover of the most convenient spaces.
2.7.5b Allocate controlled on-street parking bays for small delivery

and service vehicles.
2.7.5c Allocate some on-street parking spaces for bicycle parking

in proximity to rider destinations. These destinations include
schools, cafes and shops.
2.7.5d Allocate on-street parking spaces for use by Carshare

programs in accessible, well-frequented locations with
opportunities for informal surveillance.
2.7.5e Set vehicle speed limits in streets to allow safe car parking
and exiting movements.


2.8
Car parking lots are open areas of land used for parking cars. They can be
publicly or privately owned and are generally located in activity centres,
at train and bus stations, and other facilities accessed by car. Some higher
density residential developments may incorporate private car parking lots.
While many car parking lots are open to pedestrian access, dedicated
pedestrian paths are not common. Bicycle movement through car parking
lots is generally restricted or not permitted. At times, car parking lots may
be used for other purposes, such as a market, or for entertainment or sports
activities.
Car parking lots are important for the convenience of drivers and the viability
of some businesses, and in activity centres they provide space for customer
parking away from neighbouring residential streets. Where land is freely
available and land values are relatively low, car parking lots are often the
least costly method of providing parking in urban areas.
Car parking lots should be convenient, pleasant and safe for users. As they
occupy large areas of land they should be designed not to create barriers
for pedestrians. Measures should be taken to minimise the impact of paved
surfaces in radiating heat in summer and generating stormwater run-off.
After hours and during low demand periods, car parking lots should be
managed to ensure they do not attract anti-social behaviour and are safe
forusers.
Related guidance
Element 5 Buildings

Objective 2.8.1To ensure that car parking lots support the amenity and safety
ofthe local area
2.8.1a Locate larger car parking lots to the rear or side of the
buildings they serve.
TIP Locating larger car parking lots between the street
and the building frontage may reduce street amenity and
compromise pedestrian access to buildings.
2.8.1b Provide car parking lots with opportunities to receive

informal surveillance from surrounding buildings and spaces.
TIP Car parking lots bordered by blank walls or fences
enclose the area and reduce the opportunity for informal
surveillance.
2.8.1c Where a car parking lot must be located between the

building frontage and the street, arrange the parking space
to maintain a visual connection between the building and
the street.
22m
TIP A 22m setback allows for two rows of 90 degree parking 22m
with single vehicle access way between, landscaping along
the street edge and pedestrian paths serving the parking. A
setback of up to 22m will maintain a visual connection from
the building to the street, whereas greater distances can
compromise visual connection.
2.8.1d Where a car parking lot must be located between the

building frontage and the street, arrange the site to allow for
future development options.
2.8.1e Lay out car parking lots to minimise noise, fumes and
lighting impacts into adjacent properties.

Objective 2.8.2To ensure safe and convenient movement for pedestrians

andvehicles in car parking lots
Pedestrians will look for the most direct route to their destination. This preferred direct route,
calledadesire-line, may cross vehicle lanes and garden beds, putting pedestrians at risk and
damaginglandscaping.
2.8.2a In large car parking lots, position dedicated direct paths

totake pedestrians from car parking spaces to main
building entries.
TIP If a car park lies between the building entrance and the
street, people need a convenient path from the street to the
building entrance.
2.8.2b Locate pedestrian paths as close as possible to anticipated

pedestrian desire-lines.
TIP When direct pedestrian desire-lines are not taken into
account, people make their own informal direct path.
2.8.2c In large, busy car parking lots, orient the parking aisles
perpendicular (900) to the building entrance or other
pedestrian destinations.
2.8.2d Arrange parking spaces to provide effective sightlines for

drivers when turning and reversing.
2.8.2e Provide clear sightlines at entries and exits to car parking lots.

Objective 2.8.3To enhance the amenity and safety for pedestrians and drivers
incar parking lots
2.8.3a Provide pedestrian lighting in car parking lots that are used
regularly at night.
TIP Avoid unwanted light spill onto adjacent properties.
2.8.3b Locate trees clear of lighting to allow direct illumination of

paths and vehicle lanes.
2.8.3c Provide for vehicle overhang areas to be clear of pedestrian

paths, trees or shrubs.
TIP Pedestrian paths may need extra width to allow for
overhang from car bonnets or bumper bars. The normal
vehicle overhang allowance is 1m.
2.8.3d Construct a permanent kerb for wheel stops.

TIP Wheel stops constructed of logs, or kerbs fixed to the
pavement with spikes may dislodge under the vehicle
causing damage and may also pose a pedestrian trip
hazard.

Objective 2.8.4 To ensure car parking lots are safe and well maintained
2.8.4a Where the risk of damage from vehicles and vandalism is

high, protect vegetation for up to four years from planting.
TIP Vegetation can be protected using tree guards, fencing
and level changes.
2.8.4b Encourage alternative uses for car parking lots during no or

low demand periods.
TIP Take advantage of differing periods of demand for car
parks by encouraging community activities such as markets
and festivals.
Objective 2.8.5To maximise the environmental performance of car parking lots
2.8.5a Provide shade to parking spaces and pedestrian paths.

TIP A tree canopy or a shade structure may be used.
2.8.5b Landscape a minimum of 15 per cent of the car parking

surface area.
TIP Larger planting areas with a minimum dimension of 2.5m
support tree growth. Small planting areas or narrow strips
do not provide sustainable planting conditions.
2.8.5c Provide for water harvesting and other on-site water re-use
and treatment systems.
TIP Water harvesting can provide additional water to plants.
See Guideline sources and references.


Element 3
Public spaces
3
This element covers
Urban design principles for parks, street spaces, plazas and communal
open spaces.

Highly accessible public spaces that are extensions of the street system.
3.3 Local parks

Green public spaces up to one hectare in size that include grass,
gardens and playgrounds.

Areas set aside on private land for shared recreation by building
occupants and, in some cases, visitors.
This element does not cover infrastructure and conservation corridors that
principally provide for natural systems, habitat and water management,
andwhich have a subsidiary public space role.

Part 4 of 8 parts
Disclaimer
Accessibility

3.1
Public spaces are those areas in the public realm that provide a public
useorrecreation function, such as parks, plazas and street spaces.
Publicspaces are generally located on publicly held land, are accessible
to everyone and are managed and maintained by councils or other public
agencies. Someprivately held land provides for controlled public access and
use as apublic space, such as a building forecourt, a walk-through, ashopping
mall or a communal open space. Public spaces are created as part of a land
subdivision orbyreallocation of land uses in existing urban areas.
Public spaces accommodate a diversity of activities, and provide interest
and amenity for people. Critical factors for successful public spaces are their
location, size, dimensions and the interfaces with adjacent properties, the
paths and arrangement of activities within the space. The area surrounding
public spaces also influences how they are used and perceived. A functional
system of public spaces offers direct connections to the surrounding
pedestrian network and includes through-paths.
Public spaces are essential for the wellbeing of everyone in a community.
Theyprovide opportunity for relaxation, recreation and socialising, and
contribute to a neighbourhoods local character and sense of place.
Active,safe and enjoyable public spaces draw people to them.
More than a third of the urban land area is public space, mostly streets.
Greenspaces such as parks make up the second largest component of public
space. Street spaces, plazas, forecourts and squares provide for regular and
chance social encounters. Parks and green spaces provide opportunities to
relax, participate in active recreation and experience nature. Semi-public and
communal open spaces, such as courtyards in apartment buildings, hospitals
and education facilities, provide for casual interaction andrecreation
Related guidance

Objective 3.1.1To ensure all users have convenient and safe access
toandthroughpublic spaces
3.1.1a Connect the public space to the surrounding

pedestriannetwork.
TIP See Element 1 Urban Structure: guidelines 1.1.5 and 1.1.6
3.1.1b Locate entry paths with clear views to other exits from the
public space.
3.1.1c Continue pedestrian paths through the public space with

direct, logical routes.
TIP Pedestrians feel safer when a public space has an
obvious through-path, with frequent escape routes linking to
surrounding streets.
Objective 3.1.2 To achieve attractive and vibrant public spaces
3.1.2a Include a diversity of activities in public spaces that extend

the hours of use.
TIP Aim for a public space to be attractive to a diversity of
users and at different times of the day. A caf, play facilities
or community uses can assist in activating public spaces.
3.1.2b Locate features towards the centre of the public space to

draw people into and through the space.
TIP Features could be a large shade tree, fountain or water
feature, sculpture, play or performance space. Theyprovide
a focus that invites people into the space.
3.1.2c Locate spaces for vendor stalls beside the main pedestrian
through-paths.

Objective 3.1.3 To establish and support activity at the edges of public spaces
Edges are often the most populated parts of public spaces. People tend to gravitate to, and occupy, the
edges of places because they provide good vantage points to view activities within the space as well as
to the surrounding area.
3.1.3a Arrange doors and windows of buildings to overlook adjacent

public spaces.
TIP Public spaces feel safer and are used more when there
are opportunities for informal surveillance of the space.
3.1.3b Arrange the public space to allow direct, clear sightlines from
surrounding areas into and through public spaces.
TIP An areas topography will affect the sightlines and ease
of movement to and through a public space.
3.1.3c Use the edge of a public space for informal seating.

TIP Low walls help define a space and provide informal
seating to activate the edge.
3.1.3d Define the boundary or transition between public space and

private space without the need for high fences or barriers.
TIP A slight change in ground level can provide a boundary
definition between public and private space.

Objective 3.1.4 To ensure safety and amenity in public spaces
3.1.4a Locate public toilets, play and recreation facilities in

accessible and active areas.
TIP Facilities that are located in secluded out-of-the-way
places feel unsafe and users will avoid them. See Element 6
Objects in the public realm.
3.1.4b Install low transparent fencing around childrens play areas

near busy streets or bicycle paths.
TIP A low fence between bicycle paths and childrens play
areas protects children who may wander on to a street or
bicycle path while maintaining its visibility from the street
and surrounding areas.
3.1.4c Locate lighting to indicate paths and areas for night-time use.
3.1.4d Locate utilities infrastructure in a designated zone away from

the main pedestrian through-paths and recreation areas.
TIP Poorly located infrastructure such as service control
boxes and telecommunications poles can block views,
reduce the usable area and pose a hazard to pedestrians
and cyclists.

Objective 3.1.5 To ensure comfortable and enjoyable public spaces
3.1.5a Arrange paths, seating and main areas to catch the sun
during winter and be shaded during summer.
TIP Position trees to provide summer shade and shelter.
3.1.5b Protect public spaces from the strong winds.

TIP When planting windbreaks or shade trees, avoid
creating concealment opportunities.
3.1.5c Locate seating to provide users with an interesting outlook

and views of the space and opportunity to watch passers-by.
TIP Increase the number of seats in areas that are popular
with people. Popular areas are often those with good
sightlines of the whole space and its entry points.
3.1.5d In larger public spaces, install signs with maps to show

connections and destinations, location of public facilities,
and estimated walking times and distances.
Objective 3.1.6To support a strong sense of place and local character

inpublicspaces
3.1.6a Select planting and landscape elements that support the

existing character or preferred future character of the area.
3.1.6b Select planting and landscape elements that engage

thesenses.
3.1.6c Integrate locally relevant urban art.

TIP Urban art that people can interact with is popular and
can draw people to a space.

Objective 3.1.7 To ensure public spaces are well used and maintained
A number of agencies are responsible for managing public spaces. Any one public space may have
multiple agencies and organisations with different responsibilities, leading to complexity in coordination
of development and management.
3.1.7a In large, complex public spaces, establish a committee of

management with responsibility to coordinate all aspects of
the public space management.
3.1.7b Establish a program of ongoing events and activities for

awide range of users.
TIP Events and activities can include markets,
performances, displays or community services.
3.1.7c Establish a maintenance program for public spaces

prioritising prompt identification, removal and repair of any
signs of damage and misuse.
3.1.7d Provide permeable ground surfaces, where possible, for

absorption of rainwater and reduction of stormwater run-off.

3.2
Street spaces are that part of the street used for social purposes, such as
a widened footpath or a pedestrian-only mall. Plazas range from a building
forecourt to a large city square. A plaza is often bordered by buildings
orstreets.
Most street spaces and plazas are paved, and can include trees and other
planting, but they are distinguished from parks. The spaces may have
vehicles running adjacent to the pedestrian zone, be a shared zone, or may
be free of vehicles. Some street spaces operate for specific periods of the
day or week to accommodate different use patterns. While street spaces are
generally publicly owned and managed, plazas may be publicly or privately
owned butstill open to the public at all hours.
Streets are the predominant and most frequently used public spaces in
any city. Street spaces and plazas link with the movement network, allowing
people to use them as through routes as well as places to linger and socialise.
They usually have places for people to sit, eat their lunch, find some sun
or shade, get out of the cold wind or rain, chat with friends or watch their
children play. They also provide opportunities for people to observe the world
around them.
Related guidance
Element 3.1 Public spaces principles

Objective 3.2.1To ensure attractive and functional street spaces and plazas
3.2.1a Locate a street space or plaza where pedestrian volumes will

be high.
TIP High pedestrian numbers help the street space or plaza
to feel safe and attractive.
3.2.1b Allow sufficient space in the street space or plaza to

accommodate activities and seating, in addition to the
space for pedestrian through-paths.
TIP Beware of making the street space or plaza too big. Abit
of crowding at busy times is acceptable but an empty space
may discourage people.
Objective 3.2.2 To ensure convenient and safe access to and through plazas
3.2.2a Arrange through-paths across a plaza on the same level as

the surrounding pedestrian network.
TIP Level changes, steps and obstructions reduce
accessibility and hinder way-finding, discouraging
pedestrians from entering a plaza.

Objective 3.2.3To establish and support activity around the edges of street
spaces and plazas
A street space or plaza performs well when bordered by pedestrian priority streets and buildings with
ahigh level of activity that open on to the space.
3.2.3a Provide an active front to buildings on at least one side of

the street space or plaza.
TIP Buildings with uses that engage with the street, such as
cafes, provide opportunities for interaction with and use of
the street space.
3.2.3b Where possible integrate shelters and awnings with the

facades of buildings that are facing street spaces and plazas.
projections beyond the street alignment. See Element 5.1
Buildings in activity centres, and Element 6 Objects in the
public realm.
3.2.3c Enable adjacent businesses to use the street space for caf
furniture and to display merchandise.
TIP Commercial use of a street space may require local
standards to be set to ensure obstacle free paths and safe
pedestrian movement.
3.2.3d Provide a transition zone between traffic lanes and a street

space or plaza.
TIP A transition zone may be landscaped verge or row of on-
street car parking.


3.3
3.3 Local parks
Local parks are green public spaces up to one hectare in size and may include
trees, grass, gardens and playgrounds. Some local parks also include water
features, cafes or sports facilities. The location of a park in the movement
network often influences its useability. Parks must connect directly to the
pedestrian network and be located within easy reach of users.
The most valued parks will be those used by a range of people for a variety
ofreasons throughout the day. Parks with active uses adjacent to and
fronting them are usually more popular than those surrounded by fences and
blank walls. Parks can also support natural systems and habitat.
Parks provide open space for relaxation, recreation and socialising. Theyalso
provide a space to be closer to nature, with relief from the noise, activity and
hard surfaces of an urban environment. Parks also play an important role in
enabling people to be more physically active and healthy. People prefer to
use parks that are easy to reach and that feel safe and comfortable. Parks
feel and become safer as more people use them. The success of parks is not
just a question of scale or quantity, but where the park is located and how
itisarranged.
Related guidance

3.3 Local parks
Objective 3.3.1To ensure convenient and safe access to and through local parks
3.3.1a Locate park entrances on pedestrian desire-lines.
3.3.1b Provide at least two main pedestrian through-paths

across a local park, linked directly to the surrounding
pedestriannetwork.
3.3.1c Where a principal bicycle route passes through a park,

provide separated pedestrian and bicycle paths.
3.3.1d Locate bicycle paths away from childrens play areas.
3.3.1e Provide a pedestrian path around the park perimeter for

walkers and joggers.
Objective 3.3.2To encourage use of local parks at different times of the day
byawide range of users
3.3.2a Provide areas and facilities suitable for active pursuits.

TIP Circuit training, ball games, skate boarding or kite flying
may need designated areas.
3.3.2b Provide areas and comfortable seating for quiet pursuits.

TIP Seating areas are important for encouraging people,
particularly the elderly, to use and enjoy local parks and
open spaces.

3.3 Local parks
Objective 3.3.3 To ensure amenity and safety for local park users
3.3.3a Surround local parks, on at least three sides, with streets and
buildings with active frontages to overlook the park.
TIP A park bounded by blank rear or side fences limits the
opportunity for informal surveillance and reduces security
for both park users and properties bordering the park.
3.3.3b Provide seats at the entry points of local parks.

TIP Seating at a park entrance sends a welcoming message,
provides a place to meet and lets people feel they can be in
the park yet connected to the street outside.
3.3.3c Locate the paths, facilities and childrens play areas in local
parks where they can be seen from surrounding properties,
paths and streets.
3.3.3d Position trees and planting to maintain sightlines between

paths within a park and surrounding streets and properties.
3.3.3e Provide lighting along main paths and in areas intended for
night-time use, lit to the same level as surrounding streets.
TIP Using the same lighting levels for park paths as
the surrounding areas indicates they are intended
assaferoutes.

3.3 Local parks
Objective 3.3.4 To emphasise a sense of place and character in local parks
3.3.4a Select planting and landscape elements that support the

existing character or preferred future character of the park.
3.3.4b Establish large trees and other plants to enhance the local
habitat and microclimate.
3.3.4c Protect natural features in or nearby to the park that

contribute to a sense of place.
Objective 3.3.5 To ensure local parks are well maintained
3.3.5a When designing parks, take account of the management

agencys capacity to resource ongoing maintenance and
management.
TIP Facilitate the formation of local community Friends of
the Park associations to participate in ongoing planning
and decisions.
3.3.5b Regularly maintain hard and soft landscape elements to

ensure that parks are inviting, comfortable and safe.
3.3.5c Close access to or do not light park areas intended for

daytime uses only.

3.4
Communal open space is an area within a private site providing for informal
recreation activities for common use by building occupants and, in some
cases, visitors. Communal open space is often incorporated into higher
density residential developments, education facilities, supported residential
facilities, health care facilities and hospitals, or commercial buildings. They
can include roof terraces, courtyards, contemplation gardens, atriums, walled
gardens, playgrounds, play spaces and dog gardens. Communal open space
may comprise paved areas, grass, gardens, shelters and seating. Depending
on the intended user, it may also include pools, garden plots and barbecues.
Access to well-designed communal open space is important for the wellbeing
of building occupants, especially residents of higher density residential
buildings. Communal open space provides opportunities for relaxation,
socialising and to enjoy outdoors. Communal open space can also support
natural systems and habitat.
Related guidance
Element 5 Buildings

Objective 3.4.1To ensure communal open space is accessible and functional

Communal open spaces need to be of an adequate size and in an accessible location to enable building
occupants to use them. Remote, small or uncomfortable spaces are rarely used, and may become
neglected or unsafe.
3.4.1a Locate communal open space to be convenient and

accessible to building occupants.
3.4.1b Provide communal open space of a size that accommodates

a wide range of activities and uses appropriate for the
building occupants.
3.4.1c Lay out communal open space to create informal

surveillance opportunities within the space and from
adjacent buildings.
TIP Dwellings that have an outlook toward communal open
space provides opportunities for informal surveillance of
the space. This arrangement should, however, maintain the
privacy and security of residents intheir homes.
3.4.1d Design communal open space to be usable in a range of

weather conditions and at all times of the year.
TIP When designing communal open space, take into
account orientation of the space for optimum winter solar
access and summer shading, shelter from wind and rain and
providing all-weather ground surface materials.

Objective 3.4.2To support a safe and enjoyable communal open space for
itsintended users
3.4.2a Include a place where adults and children can gather and
socialise.
TIP In higher density residential buildings, simple solutions
can attract greater use. Arranging tables and seating can
encourage informal gatherings while people watch their
children play.
3.4.2b Provide seats and tables to cater for large gatherings

ofpeople.
TIP A large table can accommodate resident gatherings
and support social engagement.
3.4.2c Provide lighting in communal open space to support safe

movement and evening use.
TIP Avoid light spill to adjacent sensitive uses.
3.4.2d Provide landscape areas with sufficient space and soil volume
for trees to grow.
3.4.2e Incorporate containers for trees and shrubs where free

ground with sufficient soil volume is not available.
TIP Opportunities for planting may be limited on balconies
and roof gardens and over underground structures such as
car parks.
Objective 3.4.3To ensure the communal open space protects the amenity
foradjacent sensitive uses
3.4.3a Locate facilities such as driveways, foyers and barbecue

areas to minimise noise, fumes and lighting impacts into
sensitive uses in adjacent properties.
Objective 3.4.4 To ensure communal open spaces are well maintained
3.4.4a Establish a regular maintenance program for communal

open space.


Element 4
Public transport environs
4
This element covers
Urban design principles for public transport environs.

The integration of railway stations with their surrounding environment.

Bus or tram interchanges that are either stand-alone, adjacent to
arailway station or located at a transport node, such as a park-and-
ride facility.

Land and activities adjacent to the railway operating corridor.
This element does not provide guidance on public transport infrastructure
design, level of service for public transport, or the train, tram or bus traveller
experience while travelling on public transport.

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Disclaimer
Accessibility

4.1
Public transport environs includes the public spaces, streets, buildings
and activities located around railway stations, bus and tram interchanges,
andadjacent to railway corridors.
Where public transport nodes are located near other activities and
facilities, they provide mutual support through enhanced convenience and
accessibility, and a safer public realm.
This element assists in delivering enhanced safety and amenity in the public
realm and in private development in the vicinity of railway stations, public
transport interchanges, and railway corridors. The engineering, servicing or
management issues of the public transport are guided by other appropriate
authorities. See also Public Transport Guidelines for Land Use and
Development (Department of Transport 2008) and also the Guideline sources
and references for a list of technical guidance.
Related guidance

Objective 4.1.1To ensure convenient pedestrian and bicycle access to railway

stations and public transport interchanges
4.1.1a Provide continuous, direct pedestrian and bicycle access

routes from the surrounding neighbourhood to railway
stations and public transport interchanges.
TIP Pedestrian and bicycle access routes to a public
transport node should accommodate both public transport
users and others moving around the neighbourhood. More
people on the paths will create a safer environment.
4.1.1b Provide a continuous active frontage along pedestrian

approach paths to railway stations and public transport
interchanges.
TIP Pedestrians feel unsafe where vacant lots or blank walls
front pedestrian paths.
4.1.1c Arrange pedestrian approach paths with clear sightlines to

and from railway station buildings, and to and from public
transport interchanges.
4.1.1d Where a bus or tram interchange is co-located with a railway

station, connect them with a direct, sheltered pedestrian path.
Station
Bus
stop
s Bus interchange
Bus
stop
s
Car parking

Objective 4.1.2To ensure safety and amenity around railway stations and public
transport interchanges
4.1.2a Locate active public spaces and secondary uses adjacent to

railway stations and public transport interchanges.
TIP Active public spaces and secondary uses, such as food
vendors, or drycleaners, can attract other people to the
railway station or public transport interchange area. This
helps increase the numbers of people using the station or
interchange area and improves security.
4.1.2b Locate public transport waiting areas, particularly pick-up

and drop-off areas, and taxi ranks where they are clearly
visible from the pedestrian approach paths and nearby
buildings.
4.1.2c Where railway stations are co-located with a bus

interchange, arrange waiting areas with clear views to
approaching buses.
TIP Sharing waiting areas for train and bus travellers can
increase activity levels and contribute to a sense of safety.
Objective 4.1.3To ensure comfortable and serviceable railway stations and public
transport interchanges
4.1.3a Provide weather protection, comfortable seating and public

amenities, such as waste bins and drinking fountains.
4.1.3b Locate way-finding signage at logical and visible points

along approach paths to and within the railway station or
public transport interchange.
4.1.3c Locate real-time travel information where it can be seen by

waiting passengers in all light conditions.
TIP When selecting a location for electronic display screens
take into account the effects of bright sunlight and sun
angles on screen visibility.
4.1.3d Provide both casual and secure bicycle storage near the
railway station or public transport interchange.
TIPCasual bicycle storage, such as hoops, provide an easy-
to-use facility, while secure cages provide for longer
term storage.

Objective 4.1.4To ensure the railway station or public transport interchange

contributes to a sense of place and local character
4.1.4a Develop a palette of materials, furnishings and plantings

for public space within the railway station precinct or public
transport interchange that is consistent with the preferred
palette of the surrounding area.
TIPWhere multiple agencies deliver infrastructure and
urban design works, a consistent palette of fixtures and
finishes enables co-ordinated repairs and contributes to
a sense of place.
Objective 4.1.5 To effectively maintain public transport environs
4.1.5a Establish a place management agreement that identifies

management and maintenance responsibilities and
processes.
TIP Public transport interchanges and their adjacent
public spaces have different agencies responsible for
management. A place management agreement and place
maintenance processes can assist a coordinated and
consistent approach.

4.2
A railway station precinct is the area in the immediate surrounds of a
railway station. Local movement networks converge on railway stations,
concentrating activity in the precinct. Railway stations also provide for
pedestrian crossing of the railway line. The railway station precinct can
function as a social space where people meet or watch the world go by.
Railway stations are located in a number of different settings activity
centres, residential neighbourhoods, semi-rural or industrial resulting in
different levels of activity and use patterns in each precinct.
Where a railway station is co-located with other uses and facilities, activity
may be spread over more of the day. Where a station stands alone, activity
may have temporal peaks, often resulting in patchy activation through
the day. Where present, station and ancillary staff can provide informal
surveillance in the station area.
Railway stations attract a wide range of travellers and commuters who arrive
or depart on foot, by car, bus, tram, or bicycle, and who wait or change modes.
Station buildings also may be used for community activities.
This element provides design guidance for the immediate surroundings
of railway stations. It does not include design considerations within the
paid (ticketed) area. The engineering, servicing or management issues
of public transport are guided by other appropriate authorities. See also
Public Transport Guidelines for Land Use and Development (Department of
Transport 2008) and also the Guideline sources and references for a list of
technical guidance.
Related guidance
Element 4.1 Public transport environs principles

Objective 4.2.1To integrate the railway station with the surrounding area
4.2.1a Arrange railway station forecourts as a key part of the public

space system and movement network.
TIP Station forecourts are both public spaces and arrival
and setting-off points for a journey.
4.2.1b Locate convenience retail uses close to

the station entry.
TIP Where a station kiosk or a shop overlooks the station
approach path and platform, staff provide informal
surveillance and passengers feel safer.
4.2.1c Locate local pedestrian and bicycle crossings of railway lines

outside the station paid (ticketed) area.
TIP By locating railway line crossings outside the paid area,
the paths can be used by the general public to move about
the wider neighbourhood.
4.2.1d Locate commuter car parking areas away from main

pedestrian approaches to the railway station.
TIP Large commuter car parking areas can pose a barrier
to pedestrian movement and they are inactive areas outside
peak times. See Element 2.8 Car-parking lots.
Objective 4.2.2To support amenity and safety on private property

in railway station precincts
4.2.2a Where a private lot abuts a railway property, set buildings

back from the boundary with the railway property.
TIP Avoid building to the lot boundary on the railway land
interface. Railway property is not usable as a public way
or for providing access to light and ventilation in adjacent
buildings. Set buildings a sufficient distance back from the
boundary to provide access for maintenance and repairs to
buildings and services, and to allow for light and ventilation
access for the building.

4.3
A public transport interchange is a place where people can access or transfer
between public transport modes and routes. Interchanges vary in size and
may be stand-alone, adjacent to a railway station, or located at a transport
node, such as apark-and-ride facility.
The interchange may be located in a building or an open area, with
passenger facilities such as shelters and enclosed waiting spaces, travel
information, public conveniences and shops. Buses and trams are large
vehicles with limited manoeuvrability, therefore detailed design must consider
safety and engineering issues.
Interchanges have a concentration of pedestrian activity, accessing the
interchange from multiple directions or changing modes. The movement
patterns may have temporal peaks, often resulting in patchy activation.
Functional, safe and convenient pedestrian movement to and within a public
transport interchange is a major objective.
This element provides design guidance for the immediate surroundings of
public transport interchanges. It does not include design considerations within
a paid (ticketed) area. The engineering, servicing or management issues of
the public transport are guided by other appropriate authorities. Seealso
Public Transport Guidelines for Land Use and Development (Department of
Transport 2008) and also the Guideline sources and references for a list of
technical guidance.
Related guidance
Element 1.2 Activity centre structure

Objective 4.3.1To provide functional and safe movement within public transport
interchanges
Public transport interchanges function well when centrally located with direct and separated access
lanes for public transport vehicles. See Element 1.2 Activity centre structure for location and access
guidance for public transport interchanges.
4.3.1a Within public transport interchanges, provide pedestrian

paths separated from the vehicle lanes.
4.3.1b Where a bus interchange is arranged as parallel ranks,

provide direct, dedicated pedestrian paths and crossings
over bus lanes or roads.
TIP When pedestrian paths and crossings are located in
inconvenient places, pedestrians may cross roads informally
and put themselves at risk.
4.3.1c Where a bus interchange is linear along a street edge,

provide a continuous, unobstructed passenger shelter.
TIP Shelter structures and other obstructions must be
clear of pedestrian and vehicle travel paths, and meet
requirements for disability access. See Guidelines sources
and references for further guidance.
Objective 4.3.2To ensure the public transport interchange protects the amenity
of adjacent sensitive uses
4.3.2a Locate active, non-residential uses on the interface with

public transport interchanges, and locate more sensitive
uses away from the interchange area.
TIP Bus and tram interchanges generate many vehicle
movements and operate from early morning to late night.
Noise and light may disturb sensitive uses nearby if located
close to an interchange.

4.4
Railway corridor environs focuses on land and activities adjacent to the
railway operating corridor. Along the length of the corridor, adjacent land
may accommodate a variety of uses including streets and roads, public open
space, residential or commercial development.
Railway corridors contribute to an effective movement network. Railway
corridors may carry metropolitan passenger, regional passenger or freight
trains. Railway corridor crossing points channel and concentrate pedestrian,
bicycle and vehicle movement to specific locations.
Railway crossing points are used by both commuters and the general
public. Crossing points can be existing at-grade or new grade-separated
crossings. Grade separated crossings are either by an underpass (subway)
or an overpass (footbridge). The design of new transport routes and new
developments, where applicable, must provide for grade separation at railway
crossings except with the approval of the Minister for Public Transport.
Some railway corridors, due to their length and widely-spaced safe crossing
points, can be a barrier to movement in the wider area. Space adjacent to the
railway operating corridor, if safely separated, can provide opportunities for
linear open space, and pedestrian and bicycle paths. Railway stations and
crossing points along the corridor can be locations for more intense activity.
Some train operations can result in noise and vibration effects on nearby
properties, especially where a freight service operates or the track curves or
climbs, or where there is a signalised level crossing. Development within the
railway corridor environs should consider the potential amenity impacts of the
railway operating corridor, and constraints on public access.
This element provides design guidance for the immediate surroundings
of railway corridors. It does not include design considerations within the
operational rail corridor. The engineering, servicing or management issues of
the public transport modes are guided by other appropriate authorities. See
also Public Transport Guidelines for Land Use and Development (Department
of Transport 2008) and also the Guideline sources and references for a list of
technical guidance.
Related guidance

Objective 4.4.1To enhance connectivity and access in railway corridor environs
4.4.1a Provide conveniently located grade separated pedestrian

andbicycle crossings across railway corridors, motorways
andother natural barriers, to connect neighbourhoods and
keydestinations.
TIP In urban areas, the crossing location and frequency
should be informed by local circumstances and need.
TIP The design of transport routes at new developments

must provide for future grade separation at railway crossings
except with the approval of the Minister for Public Transport.

Objective 4.4.2To enhance the amenity and safety for adjacent uses in the
railway corridor environs
Railway corridors are not public spaces. However, as there is no requirement on the railway operator
to fence the railway track area, the railway operating corridor may sometimes appear as quasi-public
space, in particular where it is adjacent to a public road or actual public space. Development adjacent to
a rail corridor should include suitable fencing to prevent access to the corridor. Advice from the rail track
authority is to treat rail land as private property, unless advised otherwise by the authority.
4.4.2a Where a railway operating corridor serves only metropolitan

passenger services, provide a street between the railway
operating corridor and the surrounding area, to provide an
active frontage.
TIP A street is not an effective noise buffer, but metropolitan
services generally make less noise than diesel freight trains.
4.4.2b Where a railway operating corridor serves freight or regional

passenger services, design buildings or structures to provide a
noise buffer for adjacent buildings and the surrounding area.
TIP While buildings designed to provide a noise and vibration
barrier are appropriate in freight or regional passenger
corridors, sound walls, if well designed, may also be a solution.
4.4.2 c Where a private lot abuts a railway corridor, set buildings

back from the boundary with the railway property.
TIP Avoid building to the lot boundary on the railway land
interface. Railway property is not usable as a public way or
for providing access to daylight and ventilation in adjacent
buildings. Set buildings a sufficient distance back from the
boundary to provide access for maintenance and repairs to
buildings and services, and to allow for light and ventilation
access for the building.
4.4.2d Where a building wall faces a railway corridor, design the

building facade to dissipate noise.
TIP Faceting the building wall, or using a sound-absorbing
surface finish can reduce noise transmission into bordering
buildings.
4.4.2e Where a building wall or fence interfaces a railway corridor,

use wall and fence finishes that resist graffiti and vandalism.
TIP While vegetation on walls discourages graffiti,
maintaining the plantings is an additional management cost
and responsibility.

Objective 4.4.3To ensure buildings and uses adjacent to the railway corridor
support safe railway operations
4.4.3a Locate trees and planting along railway corridors to

maintain clear sightlines for train drivers, and to ensure
branches do not fall onto the rail infrastructure.
TIP Maintaining clear sightlines between an adjacent path
and the rail operating corridor also ensures that pedestrians
and cyclists can see approaching trains.
4.4.3b Use visually non-reflective surfaces on buildings and

structures facing the railway corridor to avoid glare and train
driver distraction.
4.4.3c Shield the railway operating corridor from light spill from
adjacent properties to avoid train driver distraction.
TIP Train driver distraction, caused by bright lights, colours
orshiny surfaces, can pose safety risks to train operations.
Objective 4.4.4To ensure effective place maintenance in railway

corridorenvirons
4.4.4a Where development or works are proposed on land abutting

a railway corridor, consult with railway agencies early in the
planning process.
TIP See Guideline sources and references, for rail environs
responsible authorities and agencies.
4.4.4b Establish a place management agreement that identifies

management and maintenance responsibilities and processes.
TIP Railway corridor environs are complex areas to manage.
A place management agreement and place maintenance
processes can provide for coordination andconsistency.

Element 5
Buildings
5
Element 5Buildings
This element covers
Larger, more complex buildings located in places with higher
concentrations of urban activity.

Apartments or flats in a single building of five or more storeys in height.

Large floor area buildings used for retail purposes.

Buildings either used solely for car parking or mixed with other uses.

Part 6 of 8 parts
Disclaimer
Accessibility

5.1
Buildings in activity centres accommodate a wide range of uses, such as
living, working, shopping and services. Buildings in these locations may be
larger than those in surrounding neighbourhoods, take up more of the site
and be built to the front and side boundaries. They may incorporate a mix
ofuses that mean people are present at different times of the day.
Depending on the location within the activity centre, a building may be an
intense development, it may provide a transition to more sensitive uses, or
it may blend in with the surrounding area. Buildings in activity centres often
accommodate a variety of uses and over time, these uses may change.
Abuildings design should consider future changes in use and internal layout.
Buildings, together with the streets and public spaces, form the city. Buildings
make a significant contribution to a citys sense of place, and its comfort
and liveability. The physical form and character of buildings shape the public
spaces of a city. The activities buildings accommodate will have an effect
on the surrounding area. Importantly, larger or complex buildings make a
significant contribution to their setting. Buildings in activity centres, whether
private or public, contribute to the vitality of the street and public spaces.
Related guidance

Objective 5.1.1To ensure the building scale and form supports the context and
preferred future character of the activity centre
In activity centres, buildings define the street spaces, focus views and provide a sense of enclosure
forpublic spaces.
5.1.1a Locate and shape the building to accommodate local

topography and natural and cultural features of the site.
5.1.1b Locate and shape the building to protect view corridors from
streets and public spaces toward landmarks.
TIP An important function of the public realm is to celebrate
elements of value to the community. View corridors from
streets and public spaces to significant landmarks, such as
a memorial or a natural feature, are highly valued by the
community.
5.1.1c Shape the building scale and form to support the existing
character or the preferred future character of the area.
TIP The building silhouette against the sky can make a
significant contribution to the character of the area.
5.1.1d Use the building height and setbacks to frame the street
space as a public space.
TIP Building form and placement can effectively widen
a narrow street or enclose a wide street. See Element 2.2:
Pedestrian priority streets.
5.1.1e Where the street proportions and character are strongly

defined, align the building frontage with existing front
setbacks.
TIP Street character may also be defined by heritage
buildings and landscape settings.
5.1.1f In retail and commercial mixed-use areas, place the building

frontage on the front lot line.

5.1.1g Shape the building form and detail to reinforce important

street corners.
TIP Not all corners are important. A strategic planning
process can identify important corners.
5.1.1h Set back upper levels of tall buildings or use a podium and
tower form to create a pedestrian scale at street level.
TIP A podium with a tower set back from the street allows
greater daylight access into the street and wider views
of the sky and reduces wind turbulence at street level. A
strategic planning process or built form analysis can identify
appropriate street wall heights.
Objective 5.1.2To ensure the activity centre provides a graduated transition

between different building scales and uses
5.1.2a Provide a transition in scale from larger buildings to adjacent

areas of smaller scale built form.
TIP A larger building can transition to a lower scale
neighbour by placing smaller scale buildings at the interface,
or by stepping down the building towards the interface edge.
5.1.2b Define the boundary or transition between public space and

private space without the need for high fences or barriers.
TIP A slight change in building level can provide a boundary
definition between public and private space.

Objective 5.1.3To ensure buildings in activity centres provide equitable access to

daylight and sunlight
5.1.3a Locate and arrange the building to allow daylight and

winter sun access to key public spaces and key pedestrian
streetspaces.
key public spaces.
5.1.3b Allow sufficient distance between buildings to allow access

to daylight for neighbouring windows.
TIP The higher the surrounding buildings the further they
may need to be separated.
5.1.3c Protect daylight and sunlight access to the private and

communal open space of adjacent dwellings.

Objective 5.1.4To minimise adverse wind effects caused by buildings

inactivitycentres
5.1.4a Orient large buildings to minimise wind effects at street level

and on adjoining properties and public spaces.
TIP Winds from a certain direction (such as the west) may
be dominant, so avoid tall wall surfaces which would catch
wind and cause down draughts.
5.1.4b Detail the building faade to minimise wind effects on streets

and public spaces.
TIP The shape and surface of a building can reduce wind
turbulence at street level. Technical analysis of the wind and
turbulence effects of tall buildings on adjacent public spaces
can inform building design.
5.1.4c As part of a buildings design, install continuous weather

protection for pedestrian priority streets and public spaces.
TIP Awnings provide protection from sun, wind and rain
at street level. The Building Code of Australia sets out
design standards for building projections beyond the street
alignment. Where a building projection is over an Arterial
Road Reserve, approval from VicRoads is required.

Objective 5.1.5To maximise safety through informal surveillance of streets and

public spaces from within buildings in activity centres
5.1.5a Arrange windows of buildings to overlook adjacent streets

and public spaces.
5.1.5b Provide building entries and transparent windows to the

street frontage.
TIP Transparency need not be complete. Privacy and views
need to be balanced and be appropriate to the building use.
5.1.5c Where security covering to windows is needed, install open-

grill type shutters.
TIP People prefer to walk along streets where there is
activity, visual interest and a perception of being visible from
nearby windows. People tend to avoid streets with long blank
walls or solid security shutters that contribute no interest or
activity at street level.
5.1.5d Use low-height or semi-transparent front fences to assist

informal surveillance of the street.
5.1.5e Where front fences are more than one metre in height,
provide a minimum of 50 per cent transparency.
TIP Front fences at street level that are low, open or partially
transparent also create an impression of openness on the
street. Where a fence is needed to minimise noise intrusion,
consider using a solid, transparent material.

5.1.5f Limit wall recesses along the street edges of buildings to less
than 300mm deep to avoid their use as concealment places.
TIP Wall recesses deeper than 300mm can provide potential
hiding places.
<0.3m
5.1.5g In mixed-use buildings, provide a compatible mix of activities

that attract people after business hours.
TIP Mixing uses in buildings, with retail and other
commercial uses at street level, and residences on upper
floors, provides activity during the day and evening.

Objective 5.1.6To ensure buildings in activity centres connect

tothemovementnetwork
5.1.6a Locate pedestrian entries to buildings on the

pedestriannetwork.
TIP Entries should be clearly visible from footpaths along
the street.
5.1.6b Emphasise pedestrian entries with prominent design

features, signage or landscape treatments.
5.1.6c Provide visitor bicycle parking near to pedestrian entries to

buildings.
5.1.6d Arrange vehicle entries to buildings to allow convenient, safe

and efficient vehicle access to the street network.
TIP reducing vehicle crossovers on footpaths, ensuring
vehicles can enter and exit in a forward direction and having
clear sight lines enhances both pedestrian and driver safety.
5.1.6e Arrange vehicle entries to minimise the number of vehicle

crossovers on pedestrian paths.
TIP See Element 5.4 Car parking structures.
5.1.6f Locate vehicle and service access to the rear or side of

thebuilding.
TIP Locating vehicle access away from the street frontage
supports safe active pedestrian streets. SeeElement 2.8 Car
parking lots and 5.4 Car parking structures.
5.1.6g Separate the pedestrian entries from the vehicle entries

tobuildings.

Objective 5.1.7To ensure the building facade detail supports the context
orpreferred future character of the activity centre.
Larger buildings are more visible from the street and from a distance. Their facades can contribute to the
character of the area and reinforce place identity.
5.1.7a Arrange building elements such as roofs, balconies, windows,

doorways and cladding materials to contribute to the
preferred future character of the area.
TIP An overall faade composition may use, for example,
proportion, contrast, repetition, or alignment of the building
elements to create an identity for the building.
5.1.7b Where a building has a solid external wall facing a street

or public place, detail the walls to provide an interesting
appearance.
TIP Detail on a buildings external walls may include,
forexample, decorative cladding and materials, artwork,
signage orgraphics.
5.1.7c Incorporate lighting of walls facing streets and public spaces

to contribute to lighting of streets.
TIP Wall lighting can also show off the building faade
atnight.
5.1.7d Shield from view or remotely locate mechanical plant, unless

it forms an integral part of design.
5.1.7e Locate and arrange utility service installations to minimise

their impact on the buildings active street frontage.
TIP People prefer to walk along streets where there is
activity, visual interest and a perception of being visible from
nearby windows. People tend to avoid streets with long blank
walls that contribute no interest or activity at street level.

Objective 5.1.8To achieve sustainable buildings in activity centres
5.1.8a Use durable, sustainable and attractive materials that will

minimise maintenance and contribute to the character of
the area.
TIP The use of specific materials should be based on local
precedent or functional requirements.
5.1.8b Adapt and re-use existing buildings, where practical.
5.1.8c Lay out the building structure and internal spaces to allow
future adaptation to other uses.
TIP High ground floor ceiling heights and provision for
multiple entry points support flexible re-use of a building.
Car parks should also have ceiling heights and flat floors to
facilitate future conversion to other uses.
5.1.8d Collect and use stormwater and recycled water for landscape
irrigation, toilet flushing and cleaning.
TIP Water reuse systems need to be planned into a building at
an early stage. See Guideline sources and references.
5.1.8e Provide for efficient storage, separation and removal of

waste and recycled materials from buildings.
TIP For links to advice on waste management and disposal
planning, see Guideline sources and references.

5.2
Higher density residential buildings house a number of individual apartment
dwellings in a single building, and are five or more storeys in height.
Theymaybe residential only or residential combined with other uses such
as retail, offices or car parking. They are often located in or close to activity
centres, and within walking distance of a wide range of services, employment
opportunities and public transport. Higher density residential buildings may
include common entrance and circulation spaces. Open space for residents
may be provided as private balconies, or as communal open space at ground
level or on upper level terraces.
Higher density residential buildings contribute to housing choice and meeting
the needs of a growing population. Where located in or near activity centres,
they provide residents with easy access to services and facilities. When
designed to integrate with their surroundings, they minimise impacts on
adjacent lower scale or density residential areas.
Apartment building design needs to take into account the number and
diversity of its residents. As people are present 24 hours a day, seven days
a week, this type of housing can improve residents perceptions of personal
safety and enhance the viability of nearby businesses.
Related guidance
Element 1.4 Higher density residential precinct structure
Element 2.8 Car parking lots
Element 3.4 Communal open spaces
Element 5.1 Buildings in activity centres
Element 5.4 Car parking structures

Objective 5.2.1To create a sense of address for dwellings within higher density
residential buildings
5.2.1a Create multiple building entries that serve smaller groups

ofdwellings within a building.
TIP By having a smaller number of dwellings sharing a
single street entry, each unit or group of units has a greater
sense of individual identity and street address. Multiple
entries to a residential building also provide more activity
and interest to the street.
5.2.1b Arrange building faades to identify individual dwellings.

TIP Faade materials and elements, such as balconies and
windows, can reduce the apparent overall building scale,
assist individual dwellings to be identified from the street,
thus enhancing a sense of ownership for residents.
5.2.1c Where ground floor dwellings face the street, provide

individual entrances to each dwelling.
Objective 5.2.2To enable informal surveillance of streets and public spaces from
higher density residential buildings
5.2.2a Elevate ground floor dwellings to provide views to adjacent

public spaces and streets.
TIP Elevating dwelling floor levels and balcony spaces
slightly above the street level provides both a sense of
privacy and better sightlines to streets and public spaces.
5.2.2b Locate windows of living areas to overlook streets and other

public spaces.

Objective 5.2.3To support safe and convenient access and circulation for
residents and visitors to higher density residential buildings
5.2.3a Locate the main pedestrian entry to be clearly visible and

accessible from the street.
TIP Building entrances help visitors orient themselves.
Entries and foyers should be comfortable, sheltered, safe,
convenient and visible at all times of day and night.
5.2.3b Provide shelter and waiting space on the street at

pedestrian entries to buildings.
TIP Higher density residential buildings often have secure
entries requiring visitors to buildings to wait on the street.
5.2.3c Provide clear sightlines from the building foyer to the street
so people can see both in and out when entering or leaving
a building.
5.2.3d Lay out building entry areas to achieve direct sightlines from
the outside of the entry door to all of the lobby space.
5.2.3e Provide mail boxes and parcel post facilities close to the
building entries in an active, well-lit and weather-protected
area, with potential for informal surveillance.
TIP For links to advice on post delivery facilities, see
Guideline sources and references.

Objective 5.2.4To minimise noise reverberation between faces of neighbouring

higher density residential buildings
5.2.4a Apply sound diffusing surfaces to walls within light courts,

orwalls facing onto streets or lanes less than 7.5m wide.
5.2.4b Locate mechanical plant rooms in sound insulated areas.
5.2.4c Shield adjacent dwellings from mechanical plant noise.
Objective 5.2.5To maintain common spaces, services and landscaped areas to

ensure residents safety in higher density residential buildings
5.2.5a Locate waste bin storage areas away from property

boundaries so the bins cannot be used to climb walls
andfences.
5.2.5b Maintain landscaping near higher density residential

building entries to remove potential concealment places.

5.3
Large format retail premises are mostly free-standing buildings or complexes
with a single large building footprint and associated infrastructure. They are
often single-level or low-rise buildings and they may include large at-grade
car parking lots or car parking structures.
They can be shopping centres, supermarkets, restricted retail premises
or department stores. Large format retail premises differ from other large
buildings with regard to visitor patterns, goods delivery requirements, and
goods display practices. They are often located in high visibility places, for
example at major road intersections or adjacent to highways that are highly
accessible by car.
Large format retail premises are a part of modern living and contribute
to the mix of uses in activity centres. When well integrated physically
and functionally into their surrounding area, they draw many customers,
enhance the viability of nearby businesses, increase street activity and
provide diversity and choice for customers. To achieve this integration they
require an adequate level of private vehicle, public transport and pedestrian
accessibility, safety and amenity.
Related guidance
Element 1.3 Large redevelopment site structure
Element 2.8 Car parking lots
Element 5.4 Car parking structures

Objective 5.3.1To support an active frontage interface of large format retail

premises with the street
The level of active frontage depends on the presence of a pedestrian entry point as well as a level of
clear window area. The appropriate level of active frontage will be influenced by the existing or preferred
future character of the street. See Glossary: Active frontage.
5.3.1a Locate main pedestrian entrances and entry paths in

prominent locations where they can be seen from the street.
5.3.1b Where a building is located on the front lotline, provide a

level of clear window that allows opportunities for informal
surveillance of the street from within the building.
TIP The street frontage of a retail building that has areas of
clear window provides opportunities for informal surveillance
of the public realm. As well, it allows the public to see the
activity within and to see displayed goods.
5.3.1c Where a large format retail premises requires a solid

external wall or a setback adjacent to the street frontage,
maintain a visual connection and a walkable distance from
the building entry to the street.
TIP If a wall is set back from the street, allow the future
opportunity for smaller scale retail or community activities
along the frontage.

Objective 5.3.2To support safe and direct pedestrian and cyclist access to large
format retail premises
5.3.2a Provide convenient and direct pedestrian and cyclist access

from a large format retail premises to public transport stops
and to the surrounding area.
5.3.2b Locate main pedestrian entrances on direct pedestrian

paths from the surrounding area.
5.3.2c Locate access points for loading bays and waste collection,
and site storage areas away from pedestrian priority streets,
paths and residential areas.
5.3.2d Where a large format retail premises is in an activity centre,

locate the main customer car parking facility away from the
main street frontage.
TIP Large car parking lots located between the street and
a large format retail premises can detract from the amenity
of the street and create a barrier to the surrounding area.
See Element 2.8 Car parking lots and also Element 5.4 Car
parking structures.

Objective 5.3.3To integrate the built form of large format retail premises
intoactivity areas and their surrounding neighbourhoods
5.3.3a Arrange the building form and the facade detail of large
format retail premises to respond to the local context and
enhance the public realm.
5.3.3b Where the large format retail premises is adjacent to a lower

scale neighbourhood, provide a transition in scale to the
surrounding streets and residential areas.
TIP Stepping the building down at the edges can mediate
differences in scale between a taller building and its
neighbours.
5.3.3c Use landscape treatments to reduce the visual impact of

blank walls and large areas of car parking.
TIP Avoid landscaping that blocks views into and out of a
building, or across the site, or that provides a concealment
opportunity.
Objective 5.3.4 To support the safety and amenity of the area around large
format retail premises
5.3.4a Maintain windows in the large format retail premises clear

of visual obstructions to the outside to enable informal
surveillance of the public realm.
5.3.4b Manage landscaping to maintain sightlines into and out

of a large format retail premises, and across the site.
TIP Overgrown landscaping can block sightlines and provide
concealment opportunities.

5.4
Car parking structures are buildings used solely for car parking or mixed with
other uses, and may provide parking for residents and commercial tenants,
shoppers and visitors. They can be constructed above or below ground. Car
parking structures cater for both vehicle and pedestrian movement, however
pedestrians may be required to share paths with vehicles to reach a lift or
stairwell, which can be a safety hazard.
Car parking structures provide secure places for shoppers, residents and
workers to store cars and are an efficient use of land compared to car parking
lots. Well-designed car parking structures provide both efficient access for
cars from the street and within the structure, and also provide clear, safe and
direct pedestrian circulation within car parking area, and at exits.
Related guidance
Element 5.2 Higher density residential buildings
Element 5.3 Large format retail premises

Objective 5.4.1To provide conveniently located car parking structures
5.4.1a Locate car parking structures in proximity to the activities

they support.
5.4.1b Where possible, share the car parking facility between

multiple neighbouring uses.
TIP Locating car parking structures a short walking distance
from a number of activities encourages walking and extends
the hours of use.
Objective 5.4.2To ensure car parking structures support an active and safe
interface with the street
5.4.2a Where practical, locate larger car parking structures below

ground or within buildings or wrap them in a residential or
commercial use.
TIP Locating car parking structures above or below ground
provides opportunities for other active uses such as shops or
dwellings at street level.
5.4.2b Incorporate active uses into the building frontage of car

parking structures.
5.4.2c On the principal street faades of the car parking structure,

detail the walls to provide an interesting appearance.
TIP Detail on a car parking structures external walls may
include, for example, decorative cladding, artwork, signage
or graphics.
5.4.2d Protect sensitive adjacent uses from vehicle noise, vibrations

and emissions.

Objective 5.4.3To maximise informal surveillance opportunities within car

parking structures
5.4.3a Locate pedestrian entrances to car parking structures in

convenient and visible locations at ground level on an active
street frontage.
TIP Ground level shops or attended cashier stations
provide opportunities for informal surveillance, while above-
ground entries (bridges or overpasses) or underground
(underpasses) can reduce the level of passing pedestrian
traffic.
5.4.3b Minimise the number of pedestrian entry and exit points to

multi-level car parks.
TIP Multiple entry and exit points result in dispersed
pedestrian traffic. Concentrating the pedestrian movement
at a single exit allows for greater informal surveillance and
facilitates way-finding.
5.4.3c Locate pedestrian ramps, stairs and lift entrances in areas

that are easily seen from internal pedestrian paths.
5.4.3d Locate stairwells and lifts at the perimeter of the car park
and clad walls with transparent materials.
TIP Transparent external walls can improve safety levels by
creating opportunities for informal surveillance of people in
the car park and in the stairwell.

Objective 5.4.4 To ensure safe and convenient pedestrian movement around and
within car parking structures
See Guideline sources and references for link to Standards Australia technical guidance on car parking
and access ways.
5.4.4a Locate vehicle entrances to car parking structures away

from pedestrian priority streets and public transport routes.
TIP Locating vehicle entrances and service access to car
parking structures to the rear or side of the building will
minimise crossovers on pedestrian priority streets, and avoid
vehicles queuing across public transport lanes.
5.4.4b Arrange vehicle exits so that vehicles leave car parking

structures in a forward direction and do not block pedestrian
paths when exiting.
5.4.4c Where car lifts are employed, provide sufficient space for car
queuing off the street and away from pedestrian paths.
TIP Vehicles queuing across pedestrian paths pose a hazard
and inconvenience to pedestrians.
5.4.4d Provide and locate bicycle parking close to vehicle entry

points, with easy access to the public area of the car parking
structure.
TIP Minimising the distance bicycles need to travel within
the car parking structure reduces cyclists exposure to
moving vehicles. (Refer to detailed guidance in Victoria
Planning Provisions Clause 52.34 Bicycle Facilities)
5.4.4e Locate visitor and disabled parking close to the vehicle entry
and with easy access to pedestrian paths and the public
area of the car parking structure.
5.4.4f Provide dedicated and marked pedestrian paths in busy

areas within car parking structures.
5.4.4g Use colours, lighting and numbers as part of a way-finding

system within the car parking structure.

Element 6
Objects in the public realm
6
This element covers
The placement and arrangement of street furniture, utilities and small
structures within the public realm.

Seats, drinking fountains, bins, automatic teller machines, and public art
and sculpture, payphone cabinets.

Trees, shrubs, ground covers.

Walls, fences and bollards.
6.5 Lighting
Lighting for the public realm.

Information, instructions and advertising.

Shelters, toilets and kiosks.

Part 7 of 8 parts
Disclaimer
Accessibility

6.1
6.1Principles for objects
in the public realm
Objects in the public realm include those items located in streets and
public spaces that are either for public use and convenience, or for utilities
infrastructure and services. Objects include street furniture, service cabinets,
trees and planting, barriers and fencing, lighting, signs and small public
buildings and structures. Some objects for people to use are seats, drinking
fountains, post boxes, payphone cabinets, kiosks and public toilets; some
objects enhance the amenity and safety of a space, such as trees, lighting,
barriers and signage. Other objects, such as service cabinets, power and
telecom poles are not directly used by the public although they are located
within thepublic realm.
Street furniture and utilities infrastructure are installed and managed by
many public bodies, agencies and service providers. Locating objects in the
public realm can affect the accessibility, functionality and safety of a place.
The location, design and management of objects in a public space, can
support street function, complement existing activities and contribute to a
sense of place. Poorly located objects can contribute to diminished safety,
and physical and visual clutter.
These guidelines introduce general principles for the placement, integration,
form and management of objects in the public realm. Further guidance on
the placement of specific utilities can be found in other technical publications
and codes, noted in Guidelines sources and references.
Related guidance
Element 5 Buildings

Objective 6.1.1To ensure that objects in the public realm support safety
andamenity
6.1.1a Place only the necessary objects in public spaces.

TIP While placing service cabinets and other objects in public
spaces can appear an easy option, the accumulation of many
objects can detract from the safety and amenity ofa place.
6.1.1b Where practical, combine or co-locate two or more street

furniture functions into a single object.
TIP To minimise clutter, a tree guard may also provide
support for a seat or bicycle parking post; a lighting pole
may also support telecommunications.
6.1.1c Place all objects outside main pedestrian or bicycle travel

paths and away from street corners.
TIP When placing objects, avoid creating concealment
opportunities, collision or tripping hazards or blocking
critical sightlines.
6.1.1d Place all objects outside view lines to significant landmarks

and cultural elements.
6.1.1e Where practical, conceal services infrastructure objects

within landscaping or adjacent building.
6.1.1f Allocate space for temporary objects such as on-street

shop display, cafe tables, vendor stalls, advertising boards,
temporary barriers and signs.

Objective 6.1.2To ensure objects in the public realm that are robust and easy
tomaintain
6.1.2a Develop a simple, standardised palette of materials and

designs for street furniture and objects.
TIP Where objects have a simple design and use a minimal
palette, people rather than the object provide the visual
richness.
6.1.2b Use resilient materials that are easily cleaned, maintained

and repaired or recycled.
TIP Quality materials are durable and maintain their
appearance over time.
6.1.2c Develop and use local design standards for furniture, objects
and materials.
TIP Design standards for furniture and materials facilitate
maintenance, repairs and replacement.
6.1.2d Conduct periodic reviews of street furniture for changes in

use patterns and performance
6.1.2e Develop and implement an area wide public art strategy.

TIP Public art is not an expedient to fill an available
corner or space; each artwork has its place and purpose.
Placement and selection should be guided by a precinct or
council-wide plan or strategy.


6.2
Street and park furniture includes seats, waste bins, drinking fountains, caf
furniture, bicycle parking hoops, post boxes, parking meters, payphone
cabinets, vending and ticket machines. This element also includes public art,
play and active recreation equipment.
Street and park furniture and public art support the function and vitality
of public places. Equally important is their contribution to the enjoyment of
being in public spaces.
The presence of seats and other amenities invites people to gather and linger
in a place. Public spaces are also safer and more attractive when people are
present. Seats and other amenities should be located where as many people
as possible will want and be able to use them.
Related guidance
Element 6.1 Principles for objects in the public realm

Objective 6.2.1To locate street and park furniture in accessible

andconvenientplaces
Seating is the most frequently used type of furniture, followed by waste bins and bicycle hoops.
6.2.1a Locate seats at public transport stops, in parks and plazas,

and along pedestrian routes.
6.2.1b Place seats where people gather and linger, and at locations
where people can enjoy views or watch activities.
TIP Where people are expected to sit for more than
15minutes, provide comfortable seating.
6.2.1c Place seats on main pedestrian routes at 100m intervals or

more frequently.
6.2.1d Locate waste bins adjacent to litter generators such as food

vendors, cafes or picnic areas.
TIP Waste bins may be co-located with other utilities
infrastructure, such as poles, to minimise clutter.
6.2.1e Locate drinking fountains adjacent to and visible from

frequently used pedestrian and bicycle routes.
6.2.1f Position play equipment where children would naturally play.

TIP Children will not feel safe using play equipment located
in isolated places.
6.2.1g Position post boxes near a safe road crossing.

TIP Boxes are used by people of all abilities and need to be
safely accessible from the neighbourhood they serve.
6.2.1h Position bicycle parking hoops to accommodate a bicycle on

either side.
TIP Bicycle hoops can also double as tree protectors.

Objective 6.2.2To ensure that seating is attractive and comfortable
6.2.2a Locate seats in a sheltered position with access to summer

shade and winter sun.
TIP By combining seating with a tree guard, you can
minimise clutter and provide shade.
6.2.2b Orient seats with backs against a wall or fence, facing

forwards, with an interesting outlook to activity or views.
6.2.2c Arrange seating with clear views of activities and entries.

TIP Places where people sit and relax need good sightlines
of the whole space and its entry points.
6.2.2d Locate seats with no back in busy open areas where people
can sit on either side.

Objective 6.2.3To ensure that the location of street and park furniture supports
safety andamenity
6.2.3a Place waste bins a minimum distance of 2m from public

seating or play areas.
TIP Odours from bins may deter people from using seats or
play equipment.
6.2.3b Place post boxes, payphone cabinets, parking meters,

vending and ticket machines to be accessible from, but not
obstructing, the pedestrian path.
6.2.3c Locate bicycle parking hoops near to an active street or use.

TIP Proximity to active uses provides informal surveillance
opportunities.
Objective 6.2.4To provide for engaging, accessible active recreation

andplayequipment
6.2.4a Select play equipment that stimulates imagination and

active play.
6.2.4b Provide a variety of active recreation and play equipment

suitable to a range of ages and abilities.
TIP Both young and older children need to engage in
stimulating imaginative play. Adults may also enjoy play and
recreation equipment.

6.3
Planting trees, shrubs and ground covers in urban areas contributes visual
interest and microclimate moderation. Trees can provide shade, shelter, and
cool air pockets; they can screen an unsightly view, act as landmarks, or
provide a sense of enclosure with leafy walls and ceilings.
Trees are frequently the most important element for setting the character
of an area. A tree-lined street can be beautiful even when the architecture is
mundane. Trees lining streets and paths in parks make the space comfortable
and desirable. Places with trees tend to attract more people. A landscape
changes with the seasons and gives people a sense of passing time and
dynamic vitality.
Related guidance

Objective 6.3.1 To select trees and planting that are fit-for-purpose

In selecting plants, have regard to the landscape heritage, size of plants at maturity, microclimate
andsoil conditions.
6.3.1a Select lawn types that are suitable for sitting on and for
recreation.
TIP If a public space is heavily trafficked then a hard-wearing
surface may be more suitable. Synthetic lawn surfaces may
be an option.
6.3.1b Use drought-resistant plant species when irrigation is not

available.
6.3.1c Use plant species appropriate to the available root space.
6.3.1d Select deciduous tree species where winter sun is desired.
6.3.1e Select dense, canopied tree species where summer shade is

desired.
6.3.1f Select evergreen species with dense foliage where wind

protection or screening is needed.

Objective 6.3.2To ensure trees and planting contribute to local identity

andcontext
6.3.2a Select trees and planting appropriate to the cultural context

and local identity.
6.3.2b Provide trees and planting that engage the senses.

TIP Plants that change appearance with the seasons
provide a dynamic experience and enhance a sense
of place. The sounds and scents of plantings are also
important considerations.
6.3.2c Select trees in keeping with the scale of the street or

publicspace.
6.3.2d Position trees and planting to define a street or path.

TIP Trees placed between a pedestrian path and a traffic
lane can provide both psychological and physical protection
from vehicles.
6.3.2e In wide streets or large open spaces, position trees to form

acanopy and enclose the space.

Objective 6.3.3To ensure trees and planting support the safety and amenity
ofpublic space
6.3.3a Select tree species with clear trunks, and no branches or

foliage below 2500mm in height.
TIP Foliage free zones between 600mm and 2500mm from
the ground allow clear sightlines and eliminate opportunities
2500mm
for concealment.
6.3.3b Select shrub and ground cover plantings to be no more than

600mm in height.
TIP In areas behind a non-climbable fence or screen,
plantings may be greater than 600mm, as the fence
provides protection.
600mm
6.3.3c Position trees and planting to allow clear sightlines along

streets and across the different mode paths.
6.3.3d Position trees away from overhead wires and public lighting
to limit overshadowing of public lighting and interference
with overhead wires.
TIP This will require coordination between utilities agencies
and local councils.
6.3.3e Where protective barriers are required around landscaping,

combine with other street furniture such as seating, bicycle
posts, or public artwork.
6.3.3f Provide tree grates that are flush with the surrounding
pavement surface.
TIP Making grates flush with the pavement surface avoids
trip hazards and allows the potential for water gathering.
Porous pavements may be an effective alternative.

Objective 6.3.4To ensure trees and planting are managed and maintained
6.3.4a Manage ongoing maintenance and replacement of trees

and planting according to a precinct-wide plan.
TIP When undertaking street or path works, replant missing
trees.
6.3.4b Manage street planting to maintain clear sightlines along

paths and streets.
TIP Landscaping along roads, streets, pedestrian and
bicycle paths should not block sightlines for drivers,
2500mm
pedestrians or cyclists.
600mm
6.3.4c Maintain vegetation clear of lighting to allow direct

illumination of paths.
6.3.4d Maintain trees clear of overhead wires.


6.4
Barriers such as bollards and fences can define boundaries and protect
people from traffic hazards and level changes. They also protect trees and
shrubs from people and vehicles. A barrier may be made as bollards, screens,
rails, fences, kerbs and walls. Barriers and fences can provide an opportunity
for public art or to communicate local stories. They may also provide
opportunities for seating.
Related guidance

Objective 6.4.1To ensure barriers and fences support amenity and safety
6.4.1a Locate bollards to allow free pedestrian movement, while

controlling vehicle access to an area.
TIP Use bollards where the purpose is to filter movement
modes. Bollards may be removable or permanent. Bollards
are preferable to continuous a fence or barrier, as they
allow choice of movement for pedestrians and cyclists,
whilelimiting vehicle access.
6.4.1b Position bollards to be highly visible to pedestrians, drivers

and cyclists and of a height to avoid injury.
TIP Bollards should not be used in place of hazard markers.
Use specific hazard marker signs.
6.4.1c Use highly visible barrier materials for both day and night
visibility.
TIP People with vision impairment must also be able to
detect barriers. Tactile ground surface indicators may also
be needed.
6.4.1d Set back cafe screens or barriers an optimal 800mm

(minimum 500mm) from the kerb, leaving a 3000mm clear
path (minimum 1500mm).
TIP Cafe screens can define a street cafe area, protect
customers from wind and provide psychological protection
from vehicle traffic, but they can also block pedestrian
movement on a footpath . Screens may be fixed in position 15003000mm 500800mm
or movable.
6.4.1e Provide barriers and fences with a non-injurious top rail

detail.
TIP Low level fences with pointed prongs are a hazard and
have resulted in accidental injuries.

Objective 6.4.2To ensure that barriers and fences contribute to the character
ofthe area
6.4.2a Use a style, scale and materials for barriers that contribute
to the existing or desired future character of an area.
TIP Front fences can be a strong visual element, especially
in higher density residential precincts, and contribute
significantly to the character of the street.
Objective 6.4.3To ensure front fences support informal surveillance to the street
and public spaces
6.4.3a On a property boundary abutting a street frontage or

public space, use fence types that are low height or partially
transparent.
TIP Low or transparent fences provide opportunities for
informal surveillance of streets and public spaces.
Objective 6.4.4To ensure temporary barriers and fences support the safe use
ofpublic spaces
6.4.4a Implement a process to manage placement of temporary

barriers and fences in public places by public and private
entities.
TIP Temporary barriers can pose a hazard to pedestrians
and cyclists at night.


6.5
6.5Lighting
Lighting performs a number of functions, from supporting way-finding,
orientation and safe movement at night to providing a decorative effect
for building facades, landmarks and paths. Lighting systems can be large-
scale and utilitarian or small scale and ornamental. They may use overhead
lamps, bollards, up-lights, bulkhead or veranda lighting, feature and facade
illumination. Shop display lighting can also contribute to overall public realm
lighting levels.
Lighting is critical to creating a public realm that is safe and inviting for users.
Well-located lighting can enable the use of public spaces for active recreation
during the evening, especially in winter. These guidelines focus on public
space lighting design for safety and amenity.
Related guidance

6.5Lighting
Objective 6.5.1To ensure lighting supports night-time social and

recreationalactivity, amenity and safety in the public realm
Path and street lighting should, as a minimum, meet Australian Standard 1158 Road Lighting.
6.5.1a Locate lighting for safe travel and way-finding along

pedestrian and bicycle paths, and to emphasise crossings,
landmarks and destinations.
6.5.1b Light only those public space areas and paths intended for
night use.
TIP Absence of lighting can identify areas to avoid.
6.5.1c Provide lighting on all pedestrian and bicycle path

approaches to and through activity centres.
TIP In activity centres, lighting levels can be higher than
surrounding areas.
6.5.1d Where pedestrian and bicycle paths pass through

public open space, light the paths to the same level as
surroundingstreets.
6.5.1e Where a path passes through an underpass, light the

approach and exit path to the same level as the underpass.
TIP Long underpasses and tunnels may require lighting
during the day.
6.5.1f Locate lighting at points of potential pedestrian-vehicle and

pedestrian-bicycle conflict.
6.5.1g Locate lighting in social spaces used at night for recreation,

cafes or events.
6.5.1h Provide lighting at public transport stops, pedestrian refuges

and median openings, bicycle parking hoops, way-finding
signs, and payphone cabinets.
6.5.1i Light the interiors of public transport shelters to the same

level as surrounding area and approach paths.
TIP Consistency between lighting at public transport stops
and surroundings will mean surroundings do not seem dark
by contrast.
6.5.1j Install lighting at building entrances and car parking

vehicleexits.

6.5Lighting
Objective 6.5.2To ensure lighting contributes to local character and cultural values
6.5.2a Use external lighting to enhance the appearance of a

building or landscape feature.
6.5.2b Integrate lighting with signs, landscaping and other public

space elements.
Objective 6.5.3 To ensure lighting aids night-time way-finding

The overall lighting level in public spaces may comprise light from a combination of sources including
street lights, signs, adjacent shops and buildings.
6.5.3a Provide consistent, continuous lighting levels along paths.

TIP Infrequent large, single-point lights can result in glare
and unilluminated patches, and are detrimental to people
with visual impairment.
6.5.3b Use lighting types that minimise distortion and glare, and
maximise colour recognition of objects and surfaces.
TIP White light lamps provide better colour rendition and
object recognition.
6.5.3c Place lighting poles and lamps away from tree canopies,
verandas and overhead wires.
TIP Where a street is narrow, light fittings may be fixed to
building walls or suspended from catenary wires to minimise
pedestrian path obstruction.
6.5.3d Direct the path and activity lighting downwards to illuminate

the immediate surrounds.
TIP Lights placed at eye level can prevent pedestrians and
cyclists from seeing beyond the light source.
6.5.3e Where lighting bollards are adjacent to pathways, direct the

light beam downwards.
TIP Unhooded light bollards can cause glare for pedestrians,
limiting visibility into the distance.
6.5.3f Provide lighting levels that enable recognition of an

approaching persons face from 1015 metres away.
TIP Strong light sources produce deep shadows and can
reduce local visibility and surveillance.

6.5Lighting
Objective 6.5.4To ensure sensitive uses adjacent to public spaces are protected
from light spill
6.5.4a Control unwanted light spill to sensitive uses from public

space lighting.
TIP Avoid lighting that shines upwards to limit general light
pollution.
6.5.4b Provide a gradual transition between bright-lit and dimmer-

lit areas.
TIP Over-lighting an area can create the impression that
surrounding places are under-lit.
Objective 6.5.5To ensure effective management and maintenance of public

space lighting
6.5.5a Establish a standard design for public space lighting

elements.
TIP Consistent use of standard details and parts supports
efficient management and maintenance.
6.5.5b Use low-energy, long-life, high-colour rendering index, glare-

controlled light fittings.
6.5.5c Maintain established trees foliage clear of path lighting.

6.6
Signs give information about way-finding, directions, place and street names,
cultural identity, buildings, uses and activities, or for advertising products.
They can also act as a landmark. Signs may vary in scale and appearance,
and may use maps, text, images or symbols to convey information.
These guidelines focus on designing and locating signs in the public realm,
particularly for pedestrians and cyclists.
Related guidance

Objective 6.6.1To ensure signs inform pedestrians and cyclists and aid
wayfinding
Road signs are often designed to inform drivers. However, pedestrians and cyclists may find information on
road signs misleading or unintelligible. It is important to provide signage useful to people on foot or bicycle.
6.6.1a Provide maps and signs in public spaces showing

connections and destinations, and the location of public
facilities and public transport routes.
TIP Maps and signs are particularly important in large
public open spaces where there may be few other visual
cues for locations.
6.6.1b Provide clear and regular sign posting on main

pedestrianroutes.
6.6.1c Concentrate pedestrian signs at node points on the

pedestrian routes.
6.6.1d Position signs clear of pedestrian and bicycle spaces

andpaths.
TIP Incremental installation of signs can encroach on and
obstruct paths, and clutter public spaces.
6.6.1e Position signs clear of vegetation.
6.6.1f Place pedestrian and cyclist signs at user eye level.

TIP Many streets signs are designed and located for driver
information, elevated above pedestrian eye height.
6.6.1g Locate property street numbers to be visible from the street,

day and night.

Objective 6.6.2To ensure signs contribute to the amenity and local character
ofan area
6.6.2a Scale advertising signs to be consistent with the surrounding

urban context.
TIP Large signs can impede sightlines and views. Refer to
detailed guidance in the Victoria Planning Provisions Clause
52.05 Advertising signs.
6.6.2b Consolidate multiple messages into a single sign.
6.6.2c Provide vandal-proof and graffiti-resistant signs.
Objective 6.6.3To ensure signs can be read and understood
6.6.3a Orient perspective maps to be consistent with the viewers

position; orient plan view maps with north at the top.
6.6.3b Provide walking times or distance information to major

destinations and facilities.
6.6.3c Provide operating hours information at entrances to

publicareas.
6.6.3d Illuminate signs in areas used at night.
6.6.3e Use strong colours, clear contrasts, non-reflective surfaces

and simple graphics on maps.
6.6.3f Where the audience may not read English, use alternative
communication methods to indicate pedestrian paths and
destinations.
TIP International symbols, paving markings or changes
in paving surfaces and materials are useful to indicate
different paths, destinations and intended use, particularly
for people who do not read English or have vision
impairment.

Objective 6.6.4To ensure sensitive uses adjacent to illuminated signage are

protected from light spill
6.6.4a Where a sign is illuminated, shield light spill to adjacent

sensitive uses.
TIP Illuminated signs can cause glare and dazzle viewers
atnight, and intrude into sensitive uses.
Objective 6.6.5To manage the placement, currency and design of signs

inpublicspaces
6.6.5a Undertake a periodic review of signs in public spaces.
6.6.5b Maintain up-to-date information on signs, and remove

redundant signs.
6.6.5c Implement processes to coordinate the design and

placement of signs.
TIP Signs erected by diverse agencies can lead to
inconsistent styles and clutter in public spaces.

6.7
6.7Small public buildings
and structures
Small public buildings and structures include kiosks and vendor stalls,
shelters, toilets, bicycle storage cages and utility buildings, such as electrical
substations, which are most often located in public spaces. While most small
public buildings and structures are permanent, some may be temporary or
relocatable to allow for the flexible use of publicspaces.
Related guidance

6.7Small public buildings
Objective 6.7.1To ensure small public buildings and structures are accessible
andsupport use of public spaces
6.7.1a Locate small public buildings and structures where there are
opportunities for informal surveillance from nearby activities.
6.7.1b Locate small buildings and structures to be visible from

adistance and adjacent to a busy pedestrian route.
TIP Passers by will provide a level of informal surveillance of
the building.
6.7.1c Position small public buildings and structures to allow clear

passage for pedestrian and bicycle paths.
Objective 6.7.2To ensure small public buildings and structures are safe
andattractive
6.7.2a Provide an open approach path to the small public building

or structure.
TIP People feel safer approaching the building where they
have clear open sightlines to surroundings.
6.7.2b Site the building or structure to provide adequate circulation

space around it.
6.7.2c Shape the exterior of a small public building or structure

toeliminate potential concealment places.
6.7.2d Provide shelter from wind, rain and sun for visitors to
thebuilding.
6.7.2e Provide lighting to all sides of the building.

Toolbox
Front cover image Diana Snape.
Part 8 of 8 parts
Disclaimer
Accessibility
Glossary
Accessibility
The ease of reaching destinations. In a highly accessible location, a person,
regardless of age, ability or income, can reach many activities or destinations
quickly, whereas people in places with low accessibility can reach fewer
places in the same amount of time. The accessibility of an area can be
a measure of travel speed and travel distance to the number of places
(destination opportunities) to be reached. The measure may also include
factors for travelcost, route safety and topography gradient.
Active frontage
Refers to street frontages where there is an active visual engagement between
those in the street and those on the ground and upper floors of buildings.
This quality is assisted where the front facade of buildings, including the
main entrance, faces and opens towards the street. Ground floors may
accommodate uses such as cafes, shops or restaurants. However, for a
frontage to be active, it does not necessarily need to be a retail use, nor have
continuous windows. A buildings upper floor windows and balconies may also
contribute to the level of active frontage. Active frontages can provide informal
surveillance opportunities and often improve the vitality and safety of an area.
The measures of active frontage may be graded from high to low activity.
Active use
Active uses are uses that generate many visits, in particular pedestrian visits,
over an extended period of the day. Active uses may be shops, cafes, and
other social uses. Higher density residential and office uses also can be active
uses for particular periods of the day.
Activity centre
Activity centres within cities and towns are a focus for enterprises, services,
shopping, employment and social interaction. They are where people meet,
relax, work and often live. Usually well-served by public transport, they range
in size and intensity of use from local neighbourhood strip shopping centres
to traditional town centres and major regional centres. An activity centre
generally has higher intensity uses at its central core with smaller street
blocks and a higher density of streets and lots. The structure of activity
centres should allow for higher intensity development, street frontage
exposure for display and pedestrian access tofacilities.
Adaptability (or adaptive re-use)

The capacity of a building or space to respond to changing social,
technological, economic and market conditions and accommodate new
orchanged uses.

Glossary
Amenity
The features of an area, street or building, that provide facilities and services
that contribute to physical or material comfort and benefit, and are valued
by users. An amenity can be either tangible, such as open space, seating, a
swimming pool or gym; or intangible, such as pleasant views, air quality, or
proximity to a local school or supermarket.
Arterial road
The principal routes for the movement of people and goods within a road
network. They connect major regions, centres of population, major transport
terminals and provide principal links across and around cities. Arterial roads
are divided into primary and secondary arterial roads. Declared arterial
roads are managed by VicRoads. Also see Major roads.
Barriers and fences

Barriers such as bollards and fences can define boundaries and protect
people from traffic hazards and level changes. They also protect trees and
shrubs from people and vehicles. A barrier may be made as bollards, screens,
rails, fences, kerbs and walls. Barriers and fences can provide an opportunity
for public art or to communicate local stories. They may also provide
opportunities for seating.
Blank wall
A wall which has few or no windows or doors, and has no decoration or visual
interest. See also active frontage.
Building line
The actual or apparent line created by a buildings front wall along a street.
A consistent building line in a street can visually unify diverse building types
and forms, and can assist new buildings to fit in with the surrounding context.
The building line, whether setback or situated on the street edge, isan
important aspect of urban character.
Buildings in activity centres

Buildings in activity centres accommodate a wide range of uses, such as
living, working, shopping and services. Buildings in these locations may be
larger than those in surrounding neighbourhoods, occupy more of the site
area and be built to the front and side boundaries. They may incorporate a
mix of uses that mean people are present at different times of the day.
Built form
The height, volume and overall shape of a building as well as its surface
appearance.
Car parking lot

Car parking lots are open areas of land used for parking cars. They can be
publicly or privately owned and are generally located in activity centres,
at train and bus stations, and other facilities accessed by car. Some higher
density residential developments may incorporate private car parking lots.

Glossary
Car parking, on-street (see On-street parking)

On-street parking is part of the movement network. On-street parking
destinations. On-street parking may be arranged as parallel, indented, or
angled bays, at kerbside or in centre-road islands. The street type and use
pattern determines the appropriate type of on-street parking used. It plays
an important role in inner urban areas with limited off-street parking.
Car parking structure

Car parking structures are buildings used solely for car parking or mixed
with other uses, and may provide parking for residents, commercial tenants,
shoppers and visitors. They can be constructed above or below ground.
Carparking structures cater for both vehicle and pedestrian movement,
however pedestrians may be required to share paths with vehicles to reach
alift or stairwell, which can be a safety hazard.
Carshare
A commercial system providing access to cars on demand for rent either by
the hour or by the day. Carshare vehicles have dedicated on-street parking
spaces, at locations throughout the service area, and often located for access
by public transport.
Circulation space (or circulation area)

Circulation spaces are part of the common area of a commercial, mixed use
or higher density residential building and are used by occupants, residents
and other building users. These spaces include foyers, corridors, car parking
areas, and garden and recreation areas.
Communal open space

An area within a private site providing for informal recreation activities for
common use by building occupants and, in some cases, visitors. It is distinct
from private open space. Some communal open spaces can be accessible
to the public (such as that associated with a library or hospital) while other
spaces can be accessible to customers only (such as the courtyard of a
restaurant or caf).
Concealment place
Spaces that are not easily visible and provide the opportunity to conceal
potential offenders, their victims, illegitimate uses, antisocial activity or crimes.
Connectivity
The number of connecting routes within a particular area, often measured by
counting the number of intersection equivalents per unit of area. An area may
be measured for its connectivity for different travel modes vehicle, cyclist
or pedestrian. An area with high connectivity has an open street network that
provides multiple routes to and from destinations.
Continuous accessible paths of travel (CAPT)

An uninterrupted path of travel to or within a building that provides access
to all facilities. This kind of path avoids any step, stairway, turnstile, revolving
door, escalator or other impediment that would prevent it being safely
negotiated by people with disabilities.

Glossary
Crossover (vehicle crossover)

Part of a pedestrian path where motor vehicles cross to access a property.
The pedestrian path section may be raised to path level to alert drivers to the
crossing, or the path may be dropped to form a ramp for pedestrians.
Cul-de-sac
A street with only one inlet/outlet connected to the wider street network.
Aclosed cul-de-sac provides no possible passage except through the single
road entry. An open cul-de-sac allows cyclists, pedestrians or other non-
automotive traffic to pass through connecting paths at the cul-de-sac head.
Design response
Explanation and demonstration of how a proposed building development
or public space design is informed by and responds to the site and
contextanalysis.
Design standard
A statement of function and performance criteria for the production
of anobject or place, often as agreed by a professional, technical or
representative body.
Desire-line (or pedestrian desire-line)

The desire-line path usually represents the preferred route and the shortest
or most easily navigated route between an origin and destination. Desire-
lines can often be seen as alternative shortcut tracks in places where
constructed pathways take a circuitous route. They are almost always the
most direct and the shortest route between twopoints.
Edge condition
A term used in urban design analysis to describe the transition or interface
characteristics of a public space with its adjacent land uses and structures.
An edge may be active, with a buildings doors and windows addressing
the space, or it may be inactive, with blank walls or a barrier edge, such as
a water body, high traffic volume road or infrastructure corridor. The edge
condition assessment is part of the urban context analysis.
Enclosure (or sense of enclosure)

Where the building frontage height, street width and street tree canopy
creates a feeling of a contained space within the street.
Entrapment place
Small confined areas, shielded on three sides by some sort of barrier that
may be used by criminal offenders to trap potential victims or to conceal
themselves. The area may be poorly lit, have limited sightlines and have no
possible escape route.
Escape route
An alternative and safe means of exit from an area. See also
Entrapmentplace.

Glossary
Facade (or building facade)

The principal wall of a building that is usually facing the street and visible from
the public realm. It is the face of the building and helps inform passers-by
about the building and the activities within.
Frontage (or front lot line)

The property boundary that abuts the street. If a property abuts two or more
streets, it is the boundary the building or proposed building faces.
Higher density residential building

Higher density residential buildings house a number of individual apartment
dwellings in a single building, and are five or more storeys in height. They may
be residential only or residential combined with other uses such as retail,
offices or car parking.
Higher density residential precinct

A higher density residential precinct generally has larger lot sizes that are
able to accommodate apartment and mixed-use developments. The precinct
may be in or adjacent to an activity centre or within a large development site.
The structure of a higher density residential precinct provides a high level of
amenity in public spaces, access to facilities and services, while protecting
privacy and personal safety.
Informal surveillance
Observation, from the street or from adjacent buildings, provided by ordinary
people as they go about their daily activities. This kind of observation can
deter criminal activity or anti-social behaviour and make places feel safer.
Sometimes termed casual surveillance and eyes-on-the-street.
Key public space

Key public spaces may be located in parks, plazas, or streets. They are
generally public places of significance, with high levels of amenity. They may
be identified through strategic assessment processes.
Land development
The construction, buildings or works made on a parcel of land to support the
use to which the land is put.
Land use
The purpose for which the land has been or is being or may be developed.
The activity on the land.
Lane
A travel path for a vehicle as part of a roadway. As in bicycle lane, traffic
lane, or bus lane.
Laneway
A vehicular way or pedestrian access way, often narrower that a street,
located to the rear or side of lots providing access to the service areas,
parking and outbuildings, and it may accommodate utility easements.

Glossary
Large format retail premises

Large format retail premises are mostly free-standing buildings or complexes
with a single large building footprint, and associated infrastructure. They are
often single-level or low-rise buildings and they may include large at-grade
car parking lots or car parking structures. They can be shopping centres,
supermarkets, restricted retail premises or department stores. Large format
retail premises differ from other large buildings with regard to visitor patterns,
goods delivery requirements, and goods display practices. Theyare often
located in high visibility places, for example at major road intersections or
adjacent tohighways that are highly accessible by car.
Large development site

Large parcels of land within cities and towns sometimes become available
for redevelopment and new uses. Often in prime locations, these sites can
be publicly owned (such as railway corridors, surplus government land or
dockyards) or they can be former commercial, industrial or institutional sites
that are no longer needed for their original purpose. They may be located in
activity centres or are accessible to transport connections, services and jobs.
Legibility
The ease with which a person is able to see, understand and find their way
around an area, building or development. A legible layout is one that people
find easy to navigate and move through.
Level-of-service (also called quality of service or service quality)

The capacity and effectiveness of a systems functionality, as experienced by
users, to provide the service for which it is intended. For a pedestrian street
or a park, the service can comprise various factors such as active, interesting
surroundings, path width, pavement surface, seating opportunities, obstacles,
safety from traffic, cleanliness.
Light spill
Unwanted light falling on areas outside those intended for illumination, and
that causes annoyance, discomfort, distraction, or a reduction in visibility. Often
defined as light illuminating areas outside the property line containing the
lighting system. But may also be applied to lighting in public spaces that affects
amenity in private spaces.
Lighting
Lighting performs a number of functions, from supporting way-finding,
orientation and safe movement at night to providing a decorative effect
for building facades, landmarks and paths. Lighting systems can be large-
scale and utilitarian, or small and ornamental. They may use overhead
lamps, bollards, up-lights, bulkhead or veranda lighting, feature and facade
illumination. Shop display lighting can also contribute to overall public realm
lighting levels. Lighting is critical to creating a public realm that is safe and
inviting for users.

Glossary
Local park
Local parks are green public spaces up to about one hectare in size and may
include trees, grass, gardens and playgrounds and are located within easy
reach of users. Some local parks also include water features, cafes or sports
facilities. The location of a park in the movement network often influences
itsuseability.
Main street
The principal retail and small business street in an area, a focus of many local
trips, and accommodating higher volumes of pedestrians.
Major road
Major roads accommodate high volumes of motor vehicle traffic including
public transport and freight, and have higher design speeds (60100 km/h).
Major roads can have two or more traffic lanes in each direction and may
provide for on-street car parking, bus lanes or tram tracks, bicycle lanes,
aswell as verge space for pedestrian paths, infrastructure and landscaping.
Alsosee Arterial roads.
Mixed-use development
A range of complementary uses within the same building, site or precinct.
Thedifferent uses may be arranged floor by floor, or side by side. The uses
may be residential, commercial, retail or institutional.
Movement network
The interconnected system of streets, roads and paths that accommodates
pedestrians and cyclists, on-road public transport, emergency and private
vehicles. The movement network connects places and activities, and allows
people and goods to reach their intended destinations and to access private
land. The movement network is managed by a number of agencies, each with
different responsibilities and interests.
Objects in the public realm (includes streetfurniture)

Objects in the public realm include those items located in streets and
public spaces that are either for public use and convenience, or for utilities
infrastructure and services. Objects include street furniture, service cabinets,
trees and planting, barriers and fencing, lighting, signs and small public
buildings and structures.
Off-road public transport

Public transport that runs on a network largely independent of streets and
arterial roads. It includes light rail, metropolitan and regional rail. It does
notinclude on-road public transport such as the metropolitan bus and
tramnetwork.
On-road public transport

See Public transport on roads.

Glossary
On-street parking
On-street parking is part of the movement network. On-street parking
destinations. On-street parking may be arranged as parallel, indented, or
angled bays, at kerbside or in centre-road islands. The street type and use
pattern determines the appropriate type of on-street parking used. It plays
an important role in inner urban areas with limited off-street parking.
Open space
See Public open space and Private open space.
Outlook
A place from which a view is possible; a vantage point.
Pathway
A pedestrian path, bicycle path or other area for use by people but not by
motor vehicles.
Pedestrian and bicycle crossings

Pedestrian and bicycle crossings provide points to safely and conveniently
cross roads and streets, orother barriers such as motorways, railway lines
or waterways. Many crossings are located on paths toactivity centres and
schools, or at stations, bus or tram stops. Crossings are either at-grade or
gradeseparated.
Pedestrian and bicycle paths

Pedestrian and bicycle paths specifically provide for people on foot, bicycle
orother mobility aid vehicles. Paths may be located on local streets and
major roads, in public spaces such as parks and reserves, or through semi-
public spaces such as car parking lots, forecourts and arcades. Paths may
besolely for pedestrian use, cyclist use, or shared paths for both pedestrians
and cyclists.
Pedestrian priority street

Pedestrian priority streets give high priority to walking, cycling and facilitating
social contact, while allowing for low-speed motor vehicle traffic (under 40km
per hour). These streets are usually found in areas of intense and diverse
activity such as activity centres, education facilities and public transport
interchanges. They accommodate diverse travel modes as well as provide
a public space function. Bicycle lanes may either be provided as a separate
lane, or a shared path with other modes. Streets may also restrict vehicle
types or access at times.
Pedestrian shed (or ped shed)

A graphic representation of the area surrounding a particular destination
that can be reached on foot within a specific walking time. Its extent is related
to walking distances to the destination, as opposed to a simple radius from a
centre point. It can be expressed as walking time (10 minutes at average walk
speed), or as a distance (800m). It is related to walkable catchment.

Glossary
Permeability
The extent to which the urban structure permits, or restricts, movement of
people or vehicles through an area, and the capacity of the area network to
carry people or vehicles.
Plaza
A type of public open space connected to the street network that can range
in size from a building forecourt to a large city square. A plaza may be a wide
mid-block pedestrian link, bordered by buildings or attached to a public
building such as a town hall, school, or entertainment and sports facility.
Podium
The lower levels of a tall building that are built up to or near the property
boundary edges. The upper levels (the tower component) are set back from
the lower podium building edges. The podium and tower is often arranged to
achieve a relationship between the new building and existing streetscapes
and urban context.
Primary use
Primary uses are those uses that have induced people to spend time in the
area, such as workplaces, businesses and residences, or institutions and
services like museums or libraries. Also see Secondary uses.
Private land
Land that is owned by a private person or group and kept for their exclusive
use. Some privately held land is available for the public to access and use, but
the land owner may control aspects of access and use see Public space.
Private open space

An open area or place that is privately owned and exclusively occupied.
Privateopen space is usually attached to a private dwelling. See also
communal open space.
Public open space

Under the Subdivision Act 1988 SECT 18, public open space is intended as a
place of public resort or recreation. A public open space may be provided as
a plaza, park and square. See also Public space, Public realm.
Public realm
The public realm comprises spaces and places that are open and freely
accessible to everyone, regardless of their economic or social conditions.
These spaces can include streets, laneways and roads, parks, public plazas,
waterways and foreshores.
Public space
An area in the public realm that is open to public access, provides a public use
or recreation function, and that is owned and maintained by councils or other
government agencies. However, some privately-held land is available for the
public to access and use, such as a building forecourt, a walk-through, or a
shopping mall. The private land owner may control aspects of access and use
see Private land.

Glossary
Public transport environs

Public transport environs includes the public spaces, streets, buildings and
activities located around railway stations, bus and tram interchanges, and
adjacent to railway corridors.
Public transport interchange

Places where people can access or transfer between public transport modes
and routes. For example, between train, tram or bus mode, or a multi-route
bus or train station. Interchanges vary in size and may be stand-alone,
adjacent to a railway station, or located at a transport node, such as a park-
and-ride facility.
Public transport node

A tram or bus stop, interchange or train station, and the area immediately
around it.
Public transport on roads (sometimes called on-road

publictransport)
There are two main types of public transport that use the road network: the
fixed tram network, which is usually located on major roads and streets; and
the bus network, which operates within standard traffic lanes or in bus priority
lanes. Bus and tram priority routes have priority over general traffic.
Railway corridor environs

Railway corridor environs includes the land and activities adjacent to the
railway operating corridor. Along the length of the corridor, adjacent land
may accommodate a variety of uses including streets and roads, public open
space, residential or commercial development. Railway corridor crossing
points channel and concentrate pedestrian, bicycle and vehicle movement to
specific locations. Crossing points can be at-grade or grade-separated.
Railway station precinct

A railway station precinct is the area in the immediate surrounds of a
railway station. Local movement networks converge on railway stations,
concentrating activity in the precinct. Railway stations also provide for
pedestrian crossing of the railway line. The railway station precinct can
function as a social space where people meet or watch the world go by.
Safer design
Specific public space design responses aimed at promoting personal safety
and reducing peoples fear of and vulnerability to crime. Design actions
focus on improving safety in places by increasing informal surveillance and
community usage of public spaces, reducing opportunities for crime and
antisocial behaviour, and creating connected and integrated streets and
public places.
Scale
The size of a building in relation to its surroundings, or the size of parts or
details of the building, particularly in relation to the scale of a person. Scale
refers to the apparent size, not the actualsize.

Glossary
Secondary use
Secondary uses are those that capitalise on opportunities to serve people
who are already in the area for other reasons, such as their work place,
residence, or visiting institutions, services or facilities. Secondary uses may be
service and convenience shops, or cafes. See also Primaryuses.
Setback
The distance of a building wall from any lot boundary. A building front setback
can add to the perceived width of the street, provide additional public or
private space, and allow space for landscaping. A building set on the front
property boundary has zero street setback.
Shared path
A path that is shared by both pedestrians and cyclists, but does not
accommodate motor vehicles. On a shared path, cyclists must give way
topedestrians.
Shared zone
A street where pedestrians, cyclists and vehicles share the roadway,
and pedestrians outnumber motor vehicles. A shared zone has no cross
motortraffic.
Sightline
Lines of clear, uninterrupted sight from a viewers location to other locations
and distances.
Sign (see also Way-finding)

Signs give information about way-finding, directions, place and street names,
cultural identity, buildings, uses and activities, or for advertising products.
They can also act as a landmark. Signs may vary in scale and appearance,
and may use maps, text, images or symbols to convey information
Site analysis
Detailed description and examination of the features of a site, to determine
how these features will effect and contribute to the design of a proposed
development. A site analysis directly informs the design response.
Site coverage
The proportion of a site covered by buildings.
Site description
An account of the essential characteristics of a site. It is a prerequisite for
undertaking site analysis.
Small public buildings and structures

Small public buildings and structures include kiosks and vendor stalls,
shelters, toilets, bicycle storage cages and utility buildings, such as electrical
substations, which are most often located in public spaces. While most small
public buildings and structures are permanent, some may be temporary or
relocatable to allow for the flexible use of public spaces

Glossary
Street cross-section
A street cross-section is a diagram showing street details, generally from
private property boundary to boundary, and includes building frontage,
streetedge, footpaths, verges, kerbs, services, below ground infrastructure
and road space.
Street edge
The interface between building frontage or private property boundary and
the street. The way a building, space or wall meets the street affects the
character of the street.
Street and park furniture

Street and park furniture includes seats, waste bins, drinking fountains, caf
furniture, bicycle parking hoops, post boxes, parking meters, payphone
cabinets, vending and ticket machines. This element also includes public art,
play and recreation equipment.
Street spaces and plazas

Street spaces are that part of the street used for social purposes such as
a wide footpath or a pedestrian-only mall. Plazas range from a building
forecourt to a large city square. A plaza is often bordered by buildings or
streets. Most street spaces and plazas are paved, and can include trees and
other planting, but they are distinguished from parks. The spaces may have
vehicles running adjacent to the pedestrian zone, be a shared zone, or may be
free of vehicles.
Streetscape
The visual character of a street space that results from the combination of
street width, curvature, paving, street furniture, plantings and the surrounding
built form and detail. The people and activities present in the street also
contribute to the streetscape.
Structure plan
A land use planning framework of policies, objectives and actions in an
identified area, guiding decisions about change for a period of years into
the future. The plan sets out an integrated vision for the desired future
development of a place and can use clauses, diagrams and schedules to
guide infrastructure, built form and land-use change in order to achieve
specific environmental, social and economic objectives. The process is called
structureplanning.
Subdivision
The act of subdivision means the division of a land parcel into two or more
parts which can be disposed of separately. It is also a term used for the
resulting pattern of blocks and lots, and streets.
Traffic calming
Physical devices installed in streets to slow or reduce vehicle traffic and
improve safety for pedestrians and cyclists. Traffic calming devices include
speed humps, chicanes and narrows, sized for the desired speed. These
measures can slow cars speed to between 15 and 40km per hour.

Glossary
Trees and planting

Planting trees, shrubs and ground covers in urban areas contributes to visual
interest and microclimate moderation. Trees can provide shade, shelter, and
cool air pockets; they can screen an unsightly view, act as landmarks, or
provide a sense of enclosure with leafy walls and ceilings. Trees are frequently
the most important element for setting the character of an area.
Urban context (or context)

Urban context refers to the broader setting of an identified area. The context
may include the physical surroundings of topography, movement patterns
and infrastructure, built form and uses, the governance structures, and the
cultural, social and economic environment. The urban context can include
the community vision for the area, and preferred future character, form
andfunction.
Urban context analysis

Similar to a site analysis, content analysis provides a detailed description and
examination of aspects of the wider area around a site, to determine how
these aspects will effect and contribute to the design of a proposed building
development or public space design. An urban context analysis informs the
building development or public space design response.
Urban design framework

A framework sets out, in words and graphics, the intentions, principles and
actions to guide and manage changes in the public realm in particular places.
Urban structure
The overall topography and land division pattern of an urban area including
street pattern, the shapes and sizes of blocks and lots. Urban structure also
includes the location and types of activity centres, public transport corridors,
public space, community facilities, and urban infrastructure. Whether at the
scale of a city, town, neighbourhood, precinct or large development site, it is the
interrelationship between all of the elements of urban structure, rather than
their individual characteristics, that together make a place.
Utilities infrastructure
In this document, the utilities and infrastructure installations that are located
on and take up space within street and public spaces. They may be traffic
control boxes, fire hydrants, poles, overhead wires, traffic control signs.
Utilities infrastructure may also be installed below ground and could affect
development at ground level.
Walkability
The extent to which the built environment supports walking for transport and
for recreation, where the walking environment is safe, connected, accessible
and pleasant.
Walkable catchment
The area within a specified walking distance of adestination and where
paths provide a specific level of service and amenity. Often a 400m walking
distance is defined as walkable, being about a five minute walk for most
people. More important destinations, such as train stations or major centres,
may serve a wider walkable catchment.

Glossary
Walkable neighbourhood
A neighbourhood where travel on foot, and also by bicycle, is made easy,
direct and safe as possible for all members of the community including
children, people with prams or shopping carts andthose using mobility aids.
Water efficient urban design

Integrating and managing the water cycle in an area through collection,
treatment and reuse technologies, to minimise environmental impacts and
improve aesthetic and recreational appeal. It often includes managing both
potable water use, and stormwater, groundwater and wastewater. Also known
as water sensitive urban design.
Way-finding (see also sign)

The act of finding ones way around an area, and the experience of
orientation and choosing a path within the built environment. Wayfinding can
be aided by logical space planning and a consistent use and organisation of
definite sensory cues, such as visual, audible or tactile elements along paths
and at destinations. Signs can aid way-finding.
White light
Illumination produced from lamps where colours appear as in normal daylight.

A list of information sources and references used or cited in the Urban Design
Guidelines for Victoria.
Note: These references and links are provided for further information.
If you find a link is broken please email: [email protected]
and include in the subject line: Urban Design Guideline web link broken
andcopy the broken link into the email text.
Department of Environment Land Water and Planning

Urban Design and Planning
Urban Design Guidelines for Victoria and other urban design information
www.planning.vic.gov.au
and follow thelinks to Urban Design Guidelines for Victoria
Victoria Planning Toolkit

and follow the links to find:
Victoria Planning Practice and Advisory Notes: main page
Victoria Planning Codes and Guidelines: mainpage
A Code of Practice for Telecommunications Facilities in Victoria, July 2004
Ruby Town Structure Plan a model, 2010
Ruby Town Structure Plan Background Report outline, 2010
Local government guidance

www.delwp.vic.gov.au/local-government
and follow the links to Infrastructure, land and asset management to find
A Guide to Governing Shared Community Facilities, 2010
A Guide to Delivering Community Precincts, 2010
Transport design guidance

www.economicdevelopment.vic.gov.au
and follow the links to Transport and infrastructure, to find:
Public Transport Guidelines for Land Use and Development, 2008
Passenger Rail Infrastructure Noise Policy, 2013
You are here: a guide to developing pedestrian wayfinding.
Providing bicycle facilities as part oftransport projects, 2010
Bicycle Parking: providing bicycle parking facilities, 2000
The Bicycle Parking Handbook, Bicycle Victoria,2004
Department of Health and Human Services

Design for Everyone: A Guide to Sport and Recreation Settings
http://sport.vic.gov.au/design-for-everyone-guide

Victorian Planning Authority

Precinct Structure Planning Guidelines
www.vpa.vic.gov.au
and follow the links to Precinct Structure Planning Guidelines
Heritage Victoria
Provides a range of information, technical guides and leaflets on all aspects
ofcaring for heritage places and objects
www.heritage.vic.gov.au
Public Transport Victoria

Victorian Rail Industry Operators Group (VRIOG)Standards
Client Design Requirements for Accessible Tram Stops, 2010
To request any documentation relating to this, please contact
[email protected]
VicTrack
VicTrack Rail Maintenance Guidelines, 2012
https://www.victrack.com.au/-/media/victrack/documents/resources/rail-
maintenance-guidelines.pdf
and follow the link
VicRoads
www.vicroads.vic.gov.au
and follow the links to Technical Documents Search for
VicRoads Design Standards, manuals, notes
VicRoads Supplements to Austroads Guides
Guidelines for public transport
VicRoads Traffic Engineering Manual: Volume 1
Cycle Notes and Extended Guidelines
SmartRoads Connecting Communities, July 2011
Transport planning handbook: A guide to integrated transport planning in
growth areas,2013
Austroads Guide to Roads Design

www.austroads.com.au and follow the links
Austroads Guide to Road Design publications may be purchased from
Austroads.
Smartroads Tool link can be found at www.austroads.com.au/road-
operations/network-operations

Community Crime PreventionVictoria

Guide to Developing CCTV for Public Safety inVictoria
www.crimeprevention.vic.gov.au
Australian Standards
For technical guidance on structures adjacent to rail corridors, car parking
and accessways, and mailbox design refer to Standards Australia
www.standards.org.au/Pages/default.aspx
AS 5100 Bridge Design
Parking
AS 2890 Parking Facilities
AS/NZS 2890.1 Parking Facilities. Part 1: Off-street Car Parking
AS 2890.2 Parking Facilities. Part 2: Off-street Commercial Vehicle Facilities
AS 2890.3 Parking Facilities. Part 3: Bicycle Parking Facilities
AS 2890.5 Parking facilitiesOn-street parking
AS/NZS 2890.6 Parking Facilities. Off-street parking for people
withdisabilities
Mailboxes
AS/NZS 4253:1994 Mailboxes
Australia Post
Street posting box policy
auspost.com.au/media/documents/street-posting-box-policy.pdf
Protecting your mail
auspost.com.au/media/documents/letterbox-security-specification.pdf
Telstra
Telstra payphones services
https://www.telstra.com.au/consumer-advice/customer-service/universal-
service-obligation
EPA Victoria
Guidelines for environmental management: Code of practice onsite
wastewater management,2016
Maintaining water sensitive urban design elements, 2008
Go to www.epa.vic.gov.au and search for title.

Commonwealth Government
Disability Standards for Accessible Public Transport 2002
www.comlaw.gov.au/Details/F2011C00213/Html/Text#_Toc291754850
The Disability Discrimination Act 1992 seeks to eliminate discrimination, as
far as possible, against people with disabilities. Public transport isa service
covered by the Disability Discrimination Act.
The purpose of these Standards is to enable public transport operators and
providers to remove discrimination from public transport services.
Australian Building Codes Board

National Construction Code
The NCC is an initiative of the Council of Australian Governments developed to
incorporate all on-site building and plumbing requirements into a single code.
The NCC is a performance based code containing all Performance
Requirements for the construction of buildings
www.abcb.gov.au and follow the links to NCC.

Index
TBS

Index

Index

Index

List of amendments
TBS

List of amendments

Tools
To be developed in future

Tools


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What were the earlier guidelines that were condensed into this single document?

What were the earlier guidelines that were condensed into this single document?

What is the purpose and scope of the Urban Design Guidelines for Victoria?

What is the purpose and scope of the Urban Design Guidelines for Victoria?

Urban design guidelines

The urban design guidelines history and context

Guidelines for Higher Density Residential Development, 2004

Activity Centre Design Guidelines, 2005

Safer Design Guidelines for Victoria, 2005

0.2 What do the guidelines aim to achieve?

0.3 Why we need urban design guidelines

0.4 What is urban design?

0.5 What is the scope and statutory role of the Urban

Urban Design Guidelines for Victoria Page 1 of 10

0.6 When to use the guidelines

Decisions affecting the public realm

Investing in the public realm

Applying the guidelines in context

Urban Design Guidelines for Victoria Page 2 of 10

0.7 How the guidelines are arranged

Guideline example Explanation

Element 1 Urban structure An element is a major component

1.1 Urban structure principles The elements name

The objective states outcomes to

TIP An interconnected street layout provides a choice

Urban Design Guidelines for Victoria Page 3 of 10

0.8 How to access the guidelines

Web based interactive format

Urban design toolbox

Urban Design Guidelines for Victoria Page 4 of 10

0.9 Preselect groups

Activity areas design

Urban Design Guidelines for Victoria Page 5 of 10

Higher density residential development

Large format retail premises

Urban Design Guidelines for Victoria Page 6 of 10

Urban development design

Urban Design Guidelines for Victoria Page 7 of 10

Physical activity design

Urban Design Guidelines for Victoria Page 8 of 10

Public spaces design

Urban Design Guidelines for Victoria Page 9 of 10

0.10 Legislation, policies and otherguidance

Related planning guidance

Other departments and agencies guidance

Urban Design Guidelines for Victoria Page 10 of 10

1.2 Activity centre structure

1.3 Large development site structure

1.4 Higher density residential precinct structure

1.5 Public realm structure

Urban Design Guidelines for Victoria Page 1 of 2

Urban Design Guidelines for Victoria Page 2 of 2

Urban Design Guidelines for Victoria Page 1 of 6

Objective 1.1.1To provide a permeable and functional urban structure

1.1.1a Create an interconnected street layout with regular

1.1.1b Create a permeable block layout with block dimensions

1.1.1c Extend streets, pedestrian and bicycle paths from existing

1.1.1d Align pedestrian connections along desire-lines with short,

Urban Design Guidelines for Victoria Page 2 of 6

0.3 Why we need urban design guidelines

0.5 What is the scope and statutory role of the Urban

0.10 Legislation, policies and otherguidance

Objective 1.1.1To provide a permeable and functional urban structure

Objective 1.1.3To ensure the urban structure supports accessibility from

Objective 1.2.2To ensure activity centre structure supports public

Objective 1.2.3To ensure the activity centre structure supports safety

Objective 1.3.3To large development sites maintain the amenity of adjacent

Objective 1.3.4To ensure the public realm of large development sites

Objective 1.4.1To ensure higher density residential precincts are accessible

Objective 1.4.2To ensure higher density residential precincts provide

Objective 1.4.3To ensure a well-maintained, high amenity residential precinct