Simranjyot Kaur - MADA NOW 2021 - Art, Design and Architecture

simranjyotkaur@yahoo.com↗

With a vast population and employment prospects, Dandenong South is a vital employment zone in Metropolitan Melbourne. However, it was constructed as a metropolis that heavily relies on automobiles due to its historical blue pattern of urban development. It is the source of many of today’s inclusive planning difficulties. Despite the existing policy environment srgonly encouraging future inclusion planning development, some challenges remain unaddressed, such as excessive Urban heat vulnerability, poor streetscape and disconnected pedestrians, high car dependency, and simplicity of land use.

These obstacles are limiting Dandenong South’s ability to develop into a viable future satellite city in Victoria, and Living Dandenong South. Industrial Lan Development Plan is aiming to solve these challenges mentioned and improve the inclusivity, affordability, sustainability, living amenity and cultural cohesion in the study area of Dandenong South. The main motive of this proposal is to boost the usage of active transportation in Dandenong South rather than being reliant on cars for daily transport. The proposal would help design a project, designed for the people, by the people with the help of active community involvement.

Inclusive Dandenong South: Industrial Land Development Plan (2021) - 1

Dandenong South is a vital employment area in Melbourne. It was designed as a city that is heavily reliant on automobiles. Some issues, such as rising urban heat vulnerability and poor streetscape, remain unsolved. The primary goal of this idea is to increase the use of active transportation. The plan would aid in creating a project designed for the people, by the people, with the assistance of active community participation.

Inclusive Dandenong South: Industrial Land Development Plan (2021) - 2

The proposal began with a map of existing bus stops and train stations. The train station is given an 800m buffer (Griffiths & Curtis, 2017; Pemberton, 2020), whereas bus stations are given a 400m buffer (Pemberton, 2020). The research area has strong public transit, as shown in the adjacent figure; yet, there is a difficulty with connectivity and accessibility to the surrounding infrastructure. As a result, we can encourage integrated modes of transportation with the train network, such as bicycle renting and micro-mobility, or boost bus service frequency.

Section #1 Before the Proposal

The section taken into account was along Hammond Road, which has no designated sidewalks. This walkway has been utilised regularly by pedestrians as a trail has been established in the nature strip where people move along the strip. as indicated in the figure above.

Section #1 After the Proposal

As illustrated in the diagram, this part would suggest building and paving pedestrian walkways on both sides of the section to allow pedestrians and cyclists to move about rapidly. Then, to improve the region’s microclimate, green cover would be enhanced to give natural shade to pedestrians and bikers.

Section #2 Before the Proposal

The route follows Hammond Road, which includes a bus stop. The bus stop is located in the midst of the nature strip, as shown in the diagram above, and is surrounded on one side by a fence. Furthermore, there are no sidewalks on either side of the portion.

Section #2 After the Proposal

The proposal would include the design and installation of walkways on both sides of the segment. Then, to protect transit users from poor weather conditions, a bus stop would be erected near the bus stop. Furthermore, bus stops with shelters are more frequently used than bus stops without shelters (Corcoran et al., 2018: Project for Public Spaces, 2008). As a result, the new proposal would be the one depicted in the picture.