Carseldine Urban Village

[ozbob]

Media Release
Deputy Premier, Minister for Infrastructure, Local Government and Planning and Minister for Trade and Investment
The Honourable Jackie Trad

Carseldine to receive vibrant new urban village

A vibrant urban village is set to transform the site of the former Queensland University of Technology campus in Carseldine with a $35 million first stage to include a dramatic tree-lined boulevard entrance.

Deputy Premier and Minister for Infrastructure, Local Government and Planning Jackie Trad said the project was an example of the Palaszczuk Government's Advancing our Cities and Regions strategy.

"The Carseldine Urban Village site is a prime parcel of underutilised state land in the Fitzgibbon Priority Development Area," Ms Trad said.

"Through our Advancing our Cities and Regions strategy, announced this week, we are creating an exciting transport-oriented community with a world-class urban design outcome.

"This initiative will breathe new life into the Carseldine area while delivering jobs, including 70 during construction, to North Brisbane.

"This project is a great example of how investing in community infrastructure, like public spaces and housing, can drive economic growth.

"The community will remain connected to the natural environment with the Kedron Wavell Ballpark and approximately 18 hectares of protected vegetation to be retained and a further 3.5 hectares of open space to be created."

Minister for Transport and Member for Sandgate Stirling Hinchliffe said that the new urban village was an extension of the very successful Fitzgibbon Chase community.

"The site, which is convenient to Carseldine train station, will expand on the model we established at Fitzgibbon and include some 900 homes for approximately 3,500 residents plus commercial and retail space," Mr Hinchliffe said.

"The whole Fitzgibbon Priority Development Area demonstrates how smart thinking from governments can deliver affordable, sustainable housing and build a real sense of community."

The redevelopment of the site is expected to be completed in four stages over four years.

Community consultation for the proposed development will be undertaken later this year.

For further details visit http://www.edq.qld.gov.au/planning/priority-development-areas/fitzgibbon-brisbane/cuv.html.

Concept images and flyover: https://www.dropbox.com/sh/6rhfu5udx2yeozz/AADHc8WvdTNKnqmOb38zFeUQa?dl=0

ENDS

[#Metro]

Great, but TOD should not be a special purpose project that requires state government to do it.

With by-right automatic TOD zoning around all train stations, TOD development can be organic, general and mainstream.

The media release claims that it will be "affordable" but I wonder. If we look at Fitzgibbon chase website, there is nothing below $420 000.

The CBA repayment calculator, after taking into account a 20% deposit, 30 year payment term, standard variable loan, suggests that this is $462.50 per week in loan repayments.

A loan is generally considered affordable if it takes not more than 30% of income.

This implies a weekly wage of $1541.66 per week, or just over $80 000 per year.

Someone on the minimum wage would get $672.70 per week, or $34 980.4 per year.

Using the reverse calculations by running the 'How much can I borrow' app on the CBD website https://apps.commbank.com.au/digital/propertyhub/calculator/how-much-can-i-borrow

and assuming $1000 per month living expenses, a person full time on the minimum wage can borrow $201,300 + $40 620 deposit equals = $241 560 max.

NONE of these homes will therefore be available to persons on low income or single parents etc.

It becomes clearer to see how this inequality leads to the concentration of people with different incomes into different areas of the city. Someone who can get on to the property ladder can use their home as a tax avoidance vehicle, enjoy capital growth as the area improves, borrow against any equity in their home to leverage themselves financially, and also avoid land tax.

If a full-time minimum wage worker wants to buy, they must move to a very far location such as the outer parts of Ipswich or perhaps even further than that to buy anything and get on the property ladder. And use a car as well.

If they don't want to buy, they have to rent. Rents in the area are about $350 per week. The "affordable" rent for someone who is full-time minimum wage is $201.81 per week.

A landlord is subject to land tax (as they should be) but in a framework where residential property is not taxed, rather than rent out a property with low rent, it would make more sense to do two things:

(1) sell the property to someone is a landlord who has a very high income and can use the property as a negative gearing thing to avoid income tax (again, increasing inequality)

OR (2) convert the property to owner-occupied, and in doing so, avoid the land tax.

TODs around stations should be by-right, surround as many train and busway stations as possible, and expanded so that people on middle and low incomes aren't pushed by the unfair system we have set up to areas car reliant and very very far away.

[ozbob]

Former university campus in Brisbane's north to become 900-home development https://t.co/leMjnyVhZh

— Brisbane Times (@brisbanetimes) October 9, 2016

[Jonno]

The images are very car oriented with slip lanes and wide corner radiuses plus bike lanes in door zones.  We just can get this stuff right in SEQ!

[verbatim9]

The images are very car oriented with slip lanes and wide corner radiuses plus bike lanes in door zones.  We just can get this stuff right in SEQ!

I couldn't see it any other way in Qld or Australia. Australians are car addicted everything is designed around a car to get to and from. Cycling and Public transport is just a consolation prize.

[City Designer]

The renderings don't specify technical standards.

The standard used in Fitzgibbon Chase was a 2.5 metre parking lane with a 1.5 metre cycle lane.

This keeps cyclist out of the door zone of death.

[verbatim9]

Brisbane Development has a good fly though and analysis --->

https://brisbanedevelopment.com/new-urban-village-proposed-for-carseldine/

[HappyTrainGuy]

The renderings don't specify technical standards.

The standard used in Fitzgibbon Chase was a 2.5 metre parking lane with a 1.5 metre cycle lane.

This keeps cyclist out of the door zone of death.

False. Take a drive down norris road to see where the bcc saved a few bucks

For some reason it starts at 1.5m then narrows to about a meter.

[verbatim9]

The renderings don't specify technical standards.

The standard used in Fitzgibbon Chase was a 2.5 metre parking lane with a 1.5 metre cycle lane.

This keeps cyclist out of the door zone of death.

This is the perfect opportunity to design  segregated cycle paths when in the design and community consultation phase!

[City Designer]

You will find it was the Queensland Government, not Brisbane City Council, that developed Fitzgibbon Chase via private consultants.

The Norris Road extension is a dual carriageway with each side being a 3.5 metre travel lane and 1.5 metre cycle lane (5 metre carriageway).

I do note that it is line marked as Bicycle Awareness Zones rather than proper cycle lanes.

[HappyTrainGuy]

You will find it was the Queensland Government, not Brisbane City Council, that developed Fitzgibbon Chase via private consultants.

The Norris Road extension is a dual carriageway with each side being a 3.5 metre travel lane and 1.5 metre cycle lane (5 metre carriageway).

I do note that it is line marked as Bicycle Awareness Zones rather than proper cycle lanes.

The Newman Government handed development back to the Brisbane City Council in 2012. The QUT section is on land currently owned by the State Government hence the State Government announcement. Outside the railway corridor everything else is back in the BCC's hands. And if you travel along Norris Road you will notice how the bike lane from telegraph road is 1.5m before narrowing to about 1.2m about 40m later.

Media Statements
Premier
The Honourable Campbell Newman
Thursday, May 31, 2012
ULDA transfers powers back to local councils
The Newman Government today announced it had starting transferring planning powers back to 17 local governments from the Urban Land Development Authority (ULDA).

Premier Campbell Newman said the Urban Land Development Authority, or ULDA Board, will delegate its development assessment functions to councils.

"The LNP Government believes it is important to shift power back to local government and where appropriate, give this tier of government the autonomy to make decisions for their communities," Mr Newman said

"This is about empowering local governments to make local planning decisions.

"It is important councils have stronger input in planning decisions because they know their local communities best and they will make more effective decisions with these powers."

Mr Newman said the delegation process will be progressively rolled out to all 17 Urban Development Areas (UDAs) in Queensland. The Brisbane UDAs of Fitzgibbon, Northshore Hamilton, Bowen Hills and Woolloongabba will be the first to transfer.

"While in the longer term, the transfer of powers may become broader and require legislative amendment, this is a good and quick first step, and key to the state government's agenda to create a more efficient planning and development assessment system," Mr Newman said.

"The Department of State Development, Infrastructure and Planning will work closely with the ULDA and local governments to ensure this transition is achieved smoothly and as quickly as possible".

Section 136 of the ULDA Act allows the ULDA to delegate its functions to the Chief Executive Officer or an appropriately qualified officer of a local government.

The delegations will apply to new development applications to avoid disruption to existing development applicants and land owners.

"I would like to assure property owners within existing UDAs that they will not be adversely affected by this decision; it is business as usual", Mr Newman said.

"Using the delegation clause in the Act means newly elected mayors and councils can get on with the job of planning their local communities – which is what they were just elected to do.

"However, councils will need to perform to the same standards and timeframes that ULDA has to ensure the delegations continue."

The State Government continues to deliver on its promise to empower local governments to better plan for their communities, which is part of the Government's 100 day plan.

[City Designer]

That's out of date. Brisbane City Council had delegation for 6 months and then it was handed back to what is now the Department of Infrastructure, Local Government, and Planning.

[SurfRail]

Very few of the relevant councils still hold that delegated authority. 

GCCC for instance still holds delegated authority for the Southport PDA, but I don't think any of the Brisbane area PDAs are being administered by BCC (open to correction on this point).

[City Designer]

I believe Ipswich City Council still has delegation for Ripley Valley.

[newbris]

The renderings don't specify technical standards.

In the render it looks like the cycling lane is adjacent to the allowed parking area. There is no dead zone between the two. So right in the door zone of death. Similar to what I see in almost new developments in inner Brisbane.

The standard used in Fitzgibbon Chase was a 2.5 metre parking lane with a 1.5 metre cycle lane.

This keeps cyclist out of the door zone of death.

If possible, could you tell me the rough address of this area so I can look at it on street view please.

[newbris]

You will find it was the Queensland Government, not Brisbane City Council, that developed Fitzgibbon Chase via private consultants.

The Norris Road extension is a dual carriageway with each side being a 3.5 metre travel lane and 1.5 metre cycle lane (5 metre carriageway).

I do note that it is line marked as Bicycle Awareness Zones rather than proper cycle lanes.

Where is this BAZ zone ?

[HappyTrainGuy]

The renderings don't specify technical standards.

In the render it looks like the cycling lane is adjacent to the allowed parking area. There is no dead zone between the two. So right in the door zone of death. Similar to what I see in almost new developments in inner Brisbane.

The standard used in Fitzgibbon Chase was a 2.5 metre parking lane with a 1.5 metre cycle lane.

This keeps cyclist out of the door zone of death.

If possible, could you tell me the rough address of this area so I can look at it on street view please.

Short of going out there with a tape measure its not 1.5m

https://www.google.com.au/maps/@-27.3370901,153.0251223,3a,51.1y,164.02h,74.65t/data=!3m6!1e1!3m4!1snYOBrjjKcPun3kxx_anOJA!2e0!7i13312!8i6656

[BrizCommuter]

By the sounds of it, people travelling from Carseldine Urban Village into Brisbane won't get a seat in the peak.

[ozbob]

Might be some more train services by then ..   

[BrizCommuter]

Might be some more train services by then ..   

The am peak 6 min frequency won't be able to be improved until post-ETCS. With Carseldine 24 minutes from Central, then passengers are standing for longer than QR's 20 minute target (if this still exists).

[Arnz]

Don't be surprised if that gets revised to a 25 minute (or even 30 minute) target in a few years.

[BrizCommuter]

Don't be surprised if that gets revised to a 25 minute (or even 30 minute) target in a few years.

Inevitable!

[SurfRail]

There's plenty of room for more shoulder peak services even with the current set-up - make them available and the load will shift.  Just need the trains... 

[City Designer]

Upon reflection those bicycle lanes on the Roghan Road extension are bizarre. The bicycle symbols are in white paint (like a bike lane) but painted in the middle of the line (like a bicycle awareness zone).

I believe most of the parking lanes in Fitzgibbon Chase are 2.3 metres wide, combined with a 1.5 metre cycle lane having a total width of 3.8 metres. As far as I know to avoid the door zone of death is a minimum of 4 metres.

[newbris]

Upon reflection those bicycle lanes on the Roghan Road extension are bizarre. The bicycle symbols are in white paint (like a bike lane) but painted in the middle of the line (like a bicycle awareness zone).

I believe most of the parking lanes in Fitzgibbon Chase are 2.3 metres wide, combined with a 1.5 metre cycle lane having a total width of 3.8 metres. As far as I know to avoid the door zone of death is a minimum of 4 metres.

Yes, I saw those hybrid symbols and was thinking it showed a common lack of care when it comes to cycling infrastructure. No bicycle lane signs that I can see so not officially bicycle lanes at all.

Those widths don't look anywhere near enough: https://www.google.com.au/maps/@-27.3372197,153.0252261,3a,75y,333.23h,83.71t/data=!3m6!1e1!3m4!1sOaerGR4-I09KK5fvtJGlVQ!2e0!7i13312!8i6656

Wish they would save space by having the lane kerbside and then parking on the outside of the bicycle lane. Two simple strips of concrete separating them the width of a car door would suffice. No paint and very few signs required. Cheap and effective.

[City Designer]

I went out and measured some of the carriageways today.

Norris Road southbound approaching Kirijani Street
7.3m carriageway (7.0m pavement plus 300mm Type G water sensitive urban design kerb)
Parking lane 2.25m concrete slab
Cycle lane 1.15m
Moving lane 3.9m (3.6m plus 300mm Type G kerb)
TOTAL 7.3m

Carselgrove Avenue northbound approaching Carnarvon Crescent
7.3 metre carriageway (7.0m pavement plus 300mm Type G WSUD kerb)
Parking lane 2.2 metre concrete slab
Cycle lane 1.5 metres
Moving lane 3.6 metres (3.3 metres plus 300mm Type G WSUD kerb)
TOTAL 7.3m

The standard to aovid the door zone of death is a 4 metre combined parking and cycle lane.

The Brisbane City Plan 2014 has a 4.25 metre combined parking and cycle lane as an acceptable outcome.

[newbris]

...The standard to aovid the door zone of death is a 4 metre combined parking and cycle lane.

The Brisbane City Plan 2014 has a 4.25 metre combined parking and cycle lane as an acceptable outcome.

Thanks.

Does anyone know where bicycle lanes meeting the standard exist ?

It doesn't make sense to me that width is enough to dictate safety. A car that parks on the edge of the car parking lane is still adjacent to the bike lane no ?

[City Designer]

The Cedar Woods development at the back of the THE GAP has 4.25m parking and cycle lanes in the development application.

The majority of Brisbane's street network already exists.

Similar examples (I haven't ground truthed any of them):

Ropley Road WYNNUM WEST (between School Road and Wynnum Road)—4.0m shared parking and cycle lanes (3.5m travel lanes)
Caladium Street WAKERLEY—3.8m shared parking and cycle lane (3.2m travel lanes)
Donnington Street CARINDALE—3.8m parking and cycle lane (3.2m travel lanes)
Scrub Road CARINDALE (between Cribb Road and Greendale Way)—4.0m shared parking and cycle lane (3.5m travel lanes)
Priors Pocket Road MOGGILL (between Moggill Road and White Oak Place)—4.0m shared parking and cycle lane (3.5m travel lanes)
Silky Oak Avenue MOGGILL (Between Sanctuary Way and Witty Road)—4.5m shared parking and cycle lane (3.5m travel lanes)

It's worth noting that under the 1978 'Town Plan' and 1987 'Town Plan' there were three main street types. I don't remember the exact nomenclature used.

Type A (what we now call an access street)—8.0m carriageway, 3.75m verge (15.5m road reserve)
Type B (what we now call a collector street)—11.0m carriageway, 3.75m verges (19.5m road reserve)
Type C (what we now call a trunk collector street)—14.0m carriageway, 3.75m verges (22.5m road reserve)

There are some examples of the Type C street around Brisbane, these are generally wide enough to retrofit on road cycle lanes. The type C streets are typically found in 1980s era greenfield neighbourhoods.

Type C streets (not ground truthed):

Winstanley Street CARINDALE (between Firmiston Street and Scrub Road)
Donnington Street CARINDAEL (Between Taronne Street and Creek Road)
Weekes Road MOGGILL (between Livesay Road and Carabeen Place)
Algester Road ALGESTER (between Nottingham Road and Formby Street)
Ridgewood Road ALGESTER (between Algester Road and Kulcha Street)
Nottingham Road ALGESTER (between Algester Road and Menser Street)
Charlock Road BRACKEN RIDGE (Bracken Ridge Road to Kyeema Crescent)
Dorville Road CARSELDINE (between Beams Road and Balcara Crescent)
Balgalow Street ASPLEY (between Albany Creek Road and Myrtle Crescent)
Saturn Crescent BRIDGEMAN DOWNS (between Galaxy Street and Beckett Road)
Balmerino Drive CARINA
Pandorea Street WYNNUM WEST

The majority of Brisbane's established higher order streets and road are have a 12.5m carriageway with 3.75m verges (20.0m road reserve). This is based on the historic one chain roads (20.1m road reserve) and didn't require land dedication.