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quote from article above...

"The plan includes the future possibility of a tram bridge over the Yarra at Collins Street in Docklands. But Mr Guy indicated it was unlikely any time soon because of its $300 million price tag."

why is there SO much focus on a bridge with all the issues/cost it would incur in that location and no real investiation into a tunnel?

the yarra is what??? 200-300m wide? pre fab tunnel sections like the ones suggested above + entrance/exits on each side of the bank (done early to avoid costly planning reshuffles) would be a fraction of the $300mil quoted for the cost of a bridge, as well as the resident and boating issues that will no doubt postpone the project for years.

likely the only real issue with a tunnel would be getting from Lorimer St to the actual river itself. and im no tunnel expert but im sure its possible to do with minimal disruption anyway.
 

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I don't think a tunnel is the ideal option. For uninterrupted public transport access it probably is the best option, but tunnel entrances and exits are always the nail in the coffin for activated streetscapes - something that Docklands suffers from even without them.
No matter how much you tart them up they chop up the street level environment and never seem to work.
A bridge is the way to go.
 

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Rabid Furry Skier
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I don't think a tunnel is the ideal option. For uninterrupted public transport access it probably is the best option, but tunnel entrances and exits are always the nail in the coffin for activated streetscapes - something that Docklands suffers from even without them.
No matter how much you tart them up they chop up the street level environment and never seem to work.
A bridge is the way to go.
While I am leaning to a bridge as well, we don't necessarily need to rule out a sub-terrain option. It is possible to design a seamless connection to a tram stop below the surface without that jarring contrast between the two environments. If you can get a reasonable level of natural light down to the platforms itself or preserve long line of sight (to name two examples), that would go a long way in making it more visually accessible.
 

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tunnel entrances and exits are always the nail in the coffin for activated streetscapes - something that Docklands suffers from even without them.
I believe a bridge would be the nail in the coffin for the streetscape. There really is not enough room for a bridge. The issue with a bridge as has been stated is that they would have to use a drawbridge so yachts can pass underneath. The tunnel entrance on the Collin street side would be easy. The only question is on the Lorimer St side as others have said, as to where the tunnel surfaces.
 

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Tell them to stay home, sleep in...have a coffee and go to centrelink...what's the problem ?
 

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Those photos have really just reiterated my point. One side of the street is completely cut off from the other side by a huge concrete ditch. And wheres the people, the life, the atmosphere in those pics?!?
 

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I hope they don't extend Collins St over the Yarra River but instead create "U" tram route along Plummer/Fennell Streets (although I would have preferred Williamstown Rd) from the Melbourne Grammar School Sporting complex to Ingles St (major tram interchange to connect with the 109 Tram using newer and longer trams) and along Pickles St to Beaconsfield Pde. This tram route would connect the proposed growth area of Fisherman's Bend and the existing growth area of Port Melbourne with a high speed tram service into the CBD with no need to clog up the CBD with more trams, and without creating another ugly bridge over the Yarra River.
 
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Discussion Starter · #34 ·

At least eight kilometres of new streets and roads will slice through numerous private land holdings under the Fishermans Bend ‘‘strategic framework’’ adopted as planning law last week. The bulk of the new road network will divide dozens of privately owned industrial allotments north and south of Plummer and Fennell streets, plans for the 250-hectare urban renewal zone just south of Melbourne’s CBD show. Most of the new streets will be 22 metres wide with dedicated bike lanes but the extension of Woolboard Road will span 30 metres and possibly include trams. Properties occupied by the Port Melbourne Industrial Estate, National Tiles and Australian Container Freight Services will be bisected by a new 22 metre wide road.

Other holdings with multiple small to medium sized businesses in several blocks between Gittus and Johnson streets also occupy land earmarked in the strategic plan for a new street. The new road network will be critical for developers wanting to convert former large-scale industrial and commercial-zoned land into dwellings for the suburb’s 80,000 new residents but may prove controversial for existing smaller owners wanting to continue running businesses in the precinct. Under the plans, much of Fishermans Bend will be controlled by the Melbourne Planning Authority (MPA) which has the power to amend local laws to ensure new roads are built, Deakin University professor and former chair of the government’s Plan Melbourne strategy Roz Hansen said. ‘‘If parties are not prepared to hand over the land for road reservations, they’re going to have to compulsory acquire,’’ she said.

But MPA chief Peter Seamer said compulsory acquisitions were not being considered. ‘‘I don’t believe at the moment there’s anything that requires compulsory acquisition,’’ he said. The development of the suburb would be a little different to how other parts of Melbourne had evolved over time, he said. ‘‘What we’re trying to do is create a new central city zone over time, to not just be one size fits all. This area will develop over the next 30 or 40 years with a lot more local context.’’ Funding for the extensive new streetscape will come from a developer contribution levy now set at $16,000 per dwelling, $18,000 for 100 square metres of office space and $15,000 per 100 square metres of retail space. Final details of the development levy will take a year to determine, the MPA said.

If set at current levels, the charge will not cover the full $1.3 billion estimated cost of rolling out new infrastructure across the suburb, Port Phillip mayor Amanda Stevens said. ‘‘If a cost-neutral proposition was pursued, this would equate to a developer contribution in the order of $30,000 per dwelling,’’ Ms Stevens said. It was unclear how the shortfall would be filled, she said. Other key elements of the strategy include proposed new tram and bus routes, a train station, public parks and new ‘‘discretionary’’ height limits for residential buildings between 4 and 30 storeys depending on their location. Mr Seamer said the MPA would take on planning responsibility for the area in October. The new 30-storey discretionary height limits in the Montague precinct will significantly overshadow land set aside in Ferrars Street for a vertical school. ‘‘Discretionary heights do not give certainty to market place, nor do they give certainty to the community or respective local councils,’’ Ms Hansen said. But Lemon Baxter director Paul O’Sullivan said the area had been in ‘‘limbo’’ for more than 12 months and the new strategy would give greater certainty to developers and land owners.
 

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At least eight kilometres of new streets and roads will slice through numerous private land holdings under the Fishermans Bend ‘‘strategic framework’’ adopted as planning law last week. The bulk of the new road network will divide dozens of privately owned industrial allotments north and south of Plummer and Fennell streets, plans for the 250-hectare urban renewal zone just south of Melbourne’s CBD show. Most of the new streets will be 22 metres wide with dedicated bike lanes but the extension of Woolboard Road will span 30 metres and possibly include trams. Properties occupied by the Port Melbourne Industrial Estate, National Tiles and Australian Container Freight Services will be bisected by a new 22 metre wide road.

Other holdings with multiple small to medium sized businesses in several blocks between Gittus and Johnson streets also occupy land earmarked in the strategic plan for a new street. The new road network will be critical for developers wanting to convert former large-scale industrial and commercial-zoned land into dwellings for the suburb’s 80,000 new residents but may prove controversial for existing smaller owners wanting to continue running businesses in the precinct. Under the plans, much of Fishermans Bend will be controlled by the Melbourne Planning Authority (MPA) which has the power to amend local laws to ensure new roads are built, Deakin University professor and former chair of the government’s Plan Melbourne strategy Roz Hansen said. ‘‘If parties are not prepared to hand over the land for road reservations, they’re going to have to compulsory acquire,’’ she said.

But MPA chief Peter Seamer said compulsory acquisitions were not being considered. ‘‘I don’t believe at the moment there’s anything that requires compulsory acquisition,’’ he said. The development of the suburb would be a little different to how other parts of Melbourne had evolved over time, he said. ‘‘What we’re trying to do is create a new central city zone over time, to not just be one size fits all. This area will develop over the next 30 or 40 years with a lot more local context.’’ Funding for the extensive new streetscape will come from a developer contribution levy now set at $16,000 per dwelling, $18,000 for 100 square metres of office space and $15,000 per 100 square metres of retail space. Final details of the development levy will take a year to determine, the MPA said.

If set at current levels, the charge will not cover the full $1.3 billion estimated cost of rolling out new infrastructure across the suburb, Port Phillip mayor Amanda Stevens said. ‘‘If a cost-neutral proposition was pursued, this would equate to a developer contribution in the order of $30,000 per dwelling,’’ Ms Stevens said. It was unclear how the shortfall would be filled, she said. Other key elements of the strategy include proposed new tram and bus routes, a train station, public parks and new ‘‘discretionary’’ height limits for residential buildings between 4 and 30 storeys depending on their location. Mr Seamer said the MPA would take on planning responsibility for the area in October. The new 30-storey discretionary height limits in the Montague precinct will significantly overshadow land set aside in Ferrars Street for a vertical school. ‘‘Discretionary heights do not give certainty to market place, nor do they give certainty to the community or respective local councils,’’ Ms Hansen said. But Lemon Baxter director Paul O’Sullivan said the area had been in ‘‘limbo’’ for more than 12 months and the new strategy would give greater certainty to developers and land owners.
Interesting, revealing, and depressingly predictable that the article, which is in response to information about the provision of enhanced road provisions for a new suburb is trumpeted and headlined, at least in part, as about the displacement of landowners. This is rather unbalanced and typical of the "let's turn this into a battle" story line peddled so often about development
 

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I keep seeing full page ads in the Age for a tall development called Forge ? I think...it seems to be close to the south end of the Bolte Bridge by render...
 

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Yarra's Edge ? yet in ads see the low rise apartments lining up along the Yarra in the foreground ?But then...a render is a render...
 
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