IV
VIBRATION
1. DESCRIPTION
1.1 Definition
'Vibration' is an every-day English word signifying
the rapid to-and-fro movement of the ground or a
structure. As a technical phenomenon however,
it is imperfectly understood. Such explanations
as are available, are exceedingly complex.
the rapid to-and-fro movement of the ground or a
structure. As a technical phenomenon however,
it is imperfectly understood. Such explanations
as are available, are exceedingly complex.
The Leitch Committee in its Report (72) suggests
that vibrations cannot be regarded as a major
consideration in the majority of inter-urban
roads. We agree. The roads under contemplation
by this Inquiry are all (technically) high quality
roads. The quality of the roads (as discussed
below) has a good deal to do with the generation
of vibrations.
that vibrations cannot be regarded as a major
consideration in the majority of inter-urban
roads. We agree. The roads under contemplation
by this Inquiry are all (technically) high quality
roads. The quality of the roads (as discussed
below) has a good deal to do with the generation
of vibrations.
That is not to say however, that the phenomenon
can be ignored. The extreme sensitivity of human
beings to vibrations (discussed below) demands
that the problem should be addressed where vibra-
tions are likely to be generated.
can be ignored. The extreme sensitivity of human
beings to vibrations (discussed below) demands
that the problem should be addressed where vibra-
tions are likely to be generated.
1.2 Unit of Measurement
It is not appropriate in this Report to give a
detailed description of the complex process of
measuring and recording vibrations. In broad terms,
the units of measurement range from "peak particle
velocity" to "acceleration". The unit "peak
particle velocity" is regarded as the most useful
measure to express the effects upon human beings
and upon property. The velocity is referred to by
the shorthand expression 'mm/s' .
detailed description of the complex process of
measuring and recording vibrations. In broad terms,
the units of measurement range from "peak particle
velocity" to "acceleration". The unit "peak
particle velocity" is regarded as the most useful
measure to express the effects upon human beings
and upon property. The velocity is referred to by
the shorthand expression 'mm/s' .
72. Report of
the Advisory Committee into Trunk
Road Assessment, page 27.
Road Assessment, page 27.
1.3 Classification of Vibrations
Traffic-induced vibration may be either ground-
borne or air-borne.
borne or air-borne.
Air-borne vibrations are sometimes called infra-
sound (73). A good deal is known about ground-borne
vibrations. Relatively little is known about air-
borne vibration or infra-sound. Yet the latter, in
the context of traffic, may be the more important.
Each will be dealt with separately below.
sound (73). A good deal is known about ground-borne
vibrations. Relatively little is known about air-
borne vibration or infra-sound. Yet the latter, in
the context of traffic, may be the more important.
Each will be dealt with separately below.
1.4 Extreme Sensitivity of Human Beings to Vibration
The literature dealing with vibrations is replete
with references to the "extreme sensitivity of human
beings to vibration" (74). Indeed it has been
suggested that it is this sensitivity which causes
people to over-estimate the degree of movement
which is actually taking place (75).
with references to the "extreme sensitivity of human
beings to vibration" (74). Indeed it has been
suggested that it is this sensitivity which causes
people to over-estimate the degree of movement
which is actually taking place (75).
Noise and vibrations are similar phenomena in many
respects. The irritation of a person exposed to
noise will be greater where the source of noise is
perceived as objectionable. In the chapter dealing
with noise the example is given of traffic noise
being objectionable to a person who willingly exposes
himself or herself to noise far louder at a rock-
concert. It is the same with vibrations. Vibrations
are experienced on many occasions in every-day life,
such as on the bus or train or when playing with
children on the lounge-room floor.
respects. The irritation of a person exposed to
noise will be greater where the source of noise is
perceived as objectionable. In the chapter dealing
with noise the example is given of traffic noise
being objectionable to a person who willingly exposes
himself or herself to noise far louder at a rock-
concert. It is the same with vibrations. Vibrations
are experienced on many occasions in every-day life,
such as on the bus or train or when playing with
children on the lounge-room floor.
The vibrations may even be greater from these sources
than ever experienced from traffic. Consultants to
the Balmain - Rozelle Action Group state (76):
than ever experienced from traffic. Consultants to
the Balmain - Rozelle Action Group state (76):
73. See
submission of Mr. B.J, Willingdale, Secretary,
Australian Federated Union of Locomotive Enginemen,
S.K/C 1363.
74. Effects of Heavy Vehicles in Residential Areas,
Harlow G.R.; "Effects of Traffic and Roads on the
Environment in Urban Areas” ibid., page 34.
Australian Federated Union of Locomotive Enginemen,
S.K/C 1363.
74. Effects of Heavy Vehicles in Residential Areas,
Harlow G.R.; "Effects of Traffic and Roads on the
Environment in Urban Areas” ibid., page 34.
75. Balmain
Residents’ Case Against Cargo Trucking from
Mort Bay, Appendix 8, Report of Consultants Louis A.
Challis and Associates Pty. Limited, page 1.
Mort Bay, Appendix 8, Report of Consultants Louis A.
Challis and Associates Pty. Limited, page 1.
76. ibid.,
page 2.
-187-
"Local movements within a building such
as those produced by the slamming of
doors, walking about heavily, or from
the operation of vacuum cleaners, are
almost invariably found to produce much
greater vibration than other sources."
But in these examples the vibrations are often
expected, or momentary, or at least regular. The
source of the vibration is not detested, and the
vibration is not accompanied by a fear that there
may be some insidious damage to the fabric of the
building. Traffic vibrations, on the other hand,
are often irregular (dependent as they are upon
traffic flow), originate from a source which is
viewed unfavourably, and repetitive. They may be
accompanied by a fear of structural damage to the
building.
expected, or momentary, or at least regular. The
source of the vibration is not detested, and the
vibration is not accompanied by a fear that there
may be some insidious damage to the fabric of the
building. Traffic vibrations, on the other hand,
are often irregular (dependent as they are upon
traffic flow), originate from a source which is
viewed unfavourably, and repetitive. They may be
accompanied by a fear of structural damage to the
building.
2. GROUND-BORNE VIBRATIONS
2.1 Cause of Ground-Borne Vibrations
Even a road surface which appears to be smooth
contains a great many irregularities. As motor
vehicles pass across the road surface, and as the
tyres strike these irregularities, short trains of
vibrations are set in motion. The combined action
of the tyres, the suspension of the vehicles, and
the ‘smooth' road surface, will ordinarily ensure
that the vibrations are slight and imperceptible.
Where irregularities are more than 25mm deep,
vibrations may be felt by people in the vicinity (77).
The intensity of the vibration is influenced by the
size and shape of the irregularity. It also increases
with vehicle speed and axle load though not in any
simple fashion.
vibrations may be felt by people in the vicinity (77).
The intensity of the vibration is influenced by the
size and shape of the irregularity. It also increases
with vehicle speed and axle load though not in any
simple fashion.
2.2 Attenuation With Distance
The transmission of vibrations through the ground is
complex, and the patterns of attenuation are largely
77. Report
of the Urban Motorways Project Team, page 63.
-188-
unpredictable. One experiment conducted in the
United Kingdom suggests there will be an attenua-
tion of 85% at fifty metres from the source.
Attenuation, however, will depend upon a number
of factors including the nature of the surface
through which the vibrations are being transmitted.
It is therefore not possible to generalise (78).
Once the ground vibration reaches a structure it
may be amplified by that structure. Again the
amplification of ground vibrations by structures
is largely an unchartered sea (79).
may be amplified by that structure. Again the
amplification of ground vibrations by structures
is largely an unchartered sea (79).
2.3 Perception of Vibrations
Research has been carried out to establish the
level at which people begin to perceive vibrations
from traffic. The levels of vibration are expressed
in the unit, peak particle velocity (mm/s). The
research suggested the following:
level at which people begin to perceive vibrations
from traffic. The levels of vibration are expressed
in the unit, peak particle velocity (mm/s). The
research suggested the following:
- 0.15 - 0.3 mm/s; threshold of
perception possibility of intrusion - 2.0 mm/s; vibrations perceptible
- 2.5 mm/s; level at which continuous
vibrations begin to annoy people
Vibrations are perceived long before there is any
damage to buildings, or even before there is the
rattling of windows and doors (80).
damage to buildings, or even before there is the
rattling of windows and doors (80).
The acceptable vibration level in a residential
building may be the same therefore as the threshold
of perception, especially during the night (81).
building may be the same therefore as the threshold
of perception, especially during the night (81).
As with noise, the acceptability of the level of
vibration will depend upon the context and the time
vibration will depend upon the context and the time
78. Report
of the Urban Motorways Project Team, page 63.
79. "Effects of Traffic and Roads on the Environment
in Urban Areas” O.E.C.D., ibid., page 33.
80. O.E.C.D., ibid., page 34.
81. Appendix 8, Louis A. Challis and Associates Pty.
Limited, ibid., page 2.
79. "Effects of Traffic and Roads on the Environment
in Urban Areas” O.E.C.D., ibid., page 33.
80. O.E.C.D., ibid., page 34.
81. Appendix 8, Louis A. Challis and Associates Pty.
Limited, ibid., page 2.
-189-
of day. What is acceptable in an industrial area
is not necessarily acceptable in a residential area.
What is acceptable during the day may differ
markedly from that which is acceptable at night.
More often than not the vibrations will be
accompanied by considerable noise. The irritation
engendered by the noise may heighten the perception
of vibration, so that both are seen as intolerable,
even though the latter may be very slight.
is not necessarily acceptable in a residential area.
What is acceptable during the day may differ
markedly from that which is acceptable at night.
More often than not the vibrations will be
accompanied by considerable noise. The irritation
engendered by the noise may heighten the perception
of vibration, so that both are seen as intolerable,
even though the latter may be very slight.
2.4 Effects on Property
The response of buildings to ground-borne vibrations
is complex. Buildings differ widely in their age
and structure and the effect of vibrations will
be different in each case. The dimensions of the
building, the type of construction, the materials
from which it is made, its age and previous stress
history, are all relevant variables which make it
difficult to generalise.
is complex. Buildings differ widely in their age
and structure and the effect of vibrations will
be different in each case. The dimensions of the
building, the type of construction, the materials
from which it is made, its age and previous stress
history, are all relevant variables which make it
difficult to generalise.
There is distinction between cosmetic or architec-
tural damage on the one hand (such as the superficial
cracking of plaster) (82), and structural damage on
the other. The relevant peak particle velocity
levels are:
tural damage on the one hand (such as the superficial
cracking of plaster) (82), and structural damage on
the other. The relevant peak particle velocity
levels are:
- 2.5 mm/s virtually no risk of
architectural damage to normal
buildings (normal buildings to
be contrasted with ruins or
ancient monuments) - 5 mm/s threshold at which there is
a risk of architectural damage in
normal dwelling houses with
plastered walls and ceilings. - 10-15 mm/s vibrations at a greater
level than normally expected from
traffic but would cause architec-
tural damage and possibly minor
structural damage (83).
82.
Commission of Enquiry into N.S.W. Road Freight
Industry, Volume VI Supplementary Paper 5(2).
83. Taken from a Table reproduced at page 65 of the
Report of the Urban Motorways Project Team which
in turn is derived from a publication “A Survey of
Traffic-Induced Vibrations” 1971, Road Research
Laboratory Report LR418.
Industry, Volume VI Supplementary Paper 5(2).
83. Taken from a Table reproduced at page 65 of the
Report of the Urban Motorways Project Team which
in turn is derived from a publication “A Survey of
Traffic-Induced Vibrations” 1971, Road Research
Laboratory Report LR418.
-190-
Little is known about the fatigue effects arising
from repeated and prolonged exposure to traffic-
induced vibrations; nor about the extent to which
vibration, when superimposed upon other stresses,
may trigger physical chain-reactions leading to
structural or other damage.
3. AIR-BORNE VIBRATION
3.1 Possible Causes
Reference has already been made to the paucity of
knowledge concerning air-borne vibration or infra-
sound.
knowledge concerning air-borne vibration or infra-
sound.
It appears that there are two distinct sources, one
more important than the other. First, the very
passage of the motor vehicle "through the air" (84)
produces air-born vibrations. The more significant
source, however, is thought to be the low-frequency
sound-waves which come from the vehicle engine, and
in particular diesel engines. Diesel engines have
a much higher proportion of low-sound frequencies
than those fuelled by petrol (85).
more important than the other. First, the very
passage of the motor vehicle "through the air" (84)
produces air-born vibrations. The more significant
source, however, is thought to be the low-frequency
sound-waves which come from the vehicle engine, and
in particular diesel engines. Diesel engines have
a much higher proportion of low-sound frequencies
than those fuelled by petrol (85).
3.2 Attenuation of Air-Borne Vibrations With Distance
Air-borne vibrations obey the usual laws of sound.
Because they involve low-frequencies with long-wave
lengths, they attenuate relatively little with
distance, insulation or screening.
Because they involve low-frequencies with long-wave
lengths, they attenuate relatively little with
distance, insulation or screening.
3.3 Effects Upon Property
Though the phenomenon is not perfectly understood,
it is thought unlikely that air-borne vibrations
are damaging to property, even in the cosmetic or
architectural sense. At worst windows and doors
may be made to rattle, and ornaments on shelves to
vibrate (86).
84.
"Effects of Traffic on Roads and the Environment
in Urban Areas”, O.E.C.D., page 33.
85. Report of the Urban Motorway Project Team, ibid.,
page 66.
86. Urban Motorways Project Team, page 66.
in Urban Areas”, O.E.C.D., page 33.
85. Report of the Urban Motorway Project Team, ibid.,
page 66.
86. Urban Motorways Project Team, page 66.
-191-
3.4 The Effect Upon Human Beings
Certain experimental work has been carried out in
the United Kingdom to judge the effect of air-borne
vibrations upon human beings. A comparison has
been made between ground-borne vibrations detected
at the base of a building, and the vibration of
window-panes. Care has been taken to exclude the
possibility of the window-panes vibrating because
of the amplifying effect a structure gives to
vibrations felt in its foundations. In one case
the average vibration detected in the window-pane
was fifty times greater than that measured at
foundation level. It could only, in other words,
have been caused by air-borne vibrations.
the United Kingdom to judge the effect of air-borne
vibrations upon human beings. A comparison has
been made between ground-borne vibrations detected
at the base of a building, and the vibration of
window-panes. Care has been taken to exclude the
possibility of the window-panes vibrating because
of the amplifying effect a structure gives to
vibrations felt in its foundations. In one case
the average vibration detected in the window-pane
was fifty times greater than that measured at
foundation level. It could only, in other words,
have been caused by air-borne vibrations.
After construction of an elevated section of roadway
in London, known as the Westway, measurements were
taken in a three-storey end terrace whose top
windows faced the road and were approximately ten
metres from the carriageway. The results of the
experiment are described in the following terms (87):
in London, known as the Westway, measurements were
taken in a three-storey end terrace whose top
windows faced the road and were approximately ten
metres from the carriageway. The results of the
experiment are described in the following terms (87):
"Simultaneous measurements
were made of
vibration levels at foundation, top
floor windows and adjacent walls; and
of low-frequency sound inside the room.
A heavy lorry known to generate infra-
sound was used as a source. At the
foot of the columns supporting the road,
structural vibration was barely measurable
and well below the limits of perception
and the same was true at the house
foundation, which strongly suggests the
absence of ground-path effects at this
site. Horizontal vibration of window-
panes could, however, be felt, and were
several orders of magnitude greater than
those of the foundation: To an extent
that ruled out the possibility of their
being caused by amplification of founda-
tion vibration…This appears to estab-
lish transmissions mainly through the
air during these measurements."
vibration levels at foundation, top
floor windows and adjacent walls; and
of low-frequency sound inside the room.
A heavy lorry known to generate infra-
sound was used as a source. At the
foot of the columns supporting the road,
structural vibration was barely measurable
and well below the limits of perception
and the same was true at the house
foundation, which strongly suggests the
absence of ground-path effects at this
site. Horizontal vibration of window-
panes could, however, be felt, and were
several orders of magnitude greater than
those of the foundation: To an extent
that ruled out the possibility of their
being caused by amplification of founda-
tion vibration…This appears to estab-
lish transmissions mainly through the
air during these measurements."
87. Report
of the Urban Motorways Project Team,
page 66.
page 66.
-192-
In this context it is interesting to examine the
experience of Balmain residents when container
trucks used fairly narrow roads as a means of
access to and egress from the Mort Bay dock
container terminal. Residents of Mort Street,
Rowntree Street, Ballast Point Road and Mullen
Street, Balmain complained of vibration. The
Balmain - Rozelle Action Group retained consult-
ants, Louis A. Challis and Associates Pty. Limited
to make measurements. The consultants concluded
as follows:
"The current complaints of
building
damage due to container truck move-
ments in the residential area of
Balmain could not be substantiated
by the results measured during our
inspection. It is also unlikely
that actual building vibration, as
measured, would result in significant
annoyance to residents in the area."
damage due to container truck move-
ments in the residential area of
Balmain could not be substantiated
by the results measured during our
inspection. It is also unlikely
that actual building vibration, as
measured, would result in significant
annoyance to residents in the area."
Essentially the measurements taken were of ground-
borne vibrations. By and large they were fairly
low though in some cases they reached 0.2 mm per
second whilst trucks were passing (88). The effect
of air-borne vibrations is not stated and may account
for the complaints of residents.
borne vibrations. By and large they were fairly
low though in some cases they reached 0.2 mm per
second whilst trucks were passing (88). The effect
of air-borne vibrations is not stated and may account
for the complaints of residents.
The conclusion drawn by the consultants demonstrates,
to some extent, the artificiality of superimposing
an objective standard as to what may or may not cause
"significant annoyance to residents". The passage
of container trucks through narrow streets, past
dwellings which were fibro-clad and insubstantial
in many cases, excited a reaction of fear and annoyance.
The fear was generated by the very size of the
vehicles in relation to the width of the streets, and
by the danger of serious accidents. Their passage
was accompanied by noise, by smoke from the exhaust,
and by vibrations. Compared to vibrations experienced
elsewhere in another setting, they may not have been
great. By a standard which might apply in that
to some extent, the artificiality of superimposing
an objective standard as to what may or may not cause
"significant annoyance to residents". The passage
of container trucks through narrow streets, past
dwellings which were fibro-clad and insubstantial
in many cases, excited a reaction of fear and annoyance.
The fear was generated by the very size of the
vehicles in relation to the width of the streets, and
by the danger of serious accidents. Their passage
was accompanied by noise, by smoke from the exhaust,
and by vibrations. Compared to vibrations experienced
elsewhere in another setting, they may not have been
great. By a standard which might apply in that
88. Report
of Louis A. Challis and Associates Pty.
Limited, Appendix 8, ibid., page 5.
Limited, Appendix 8, ibid., page 5.
-193-
other setting, therefore, they may not have caused
"significant annoyance". But they did not occur
in that other setting, and they were accompanied by
noise, pollution, fear and irritation, It is
understandable, therefore, in these circumstances
that vibrations, even of a low order, may be
objectionable.
"significant annoyance". But they did not occur
in that other setting, and they were accompanied by
noise, pollution, fear and irritation, It is
understandable, therefore, in these circumstances
that vibrations, even of a low order, may be
objectionable.
4. EVALUATION OF OPTIONS
4.1 Introduction
Essentially the evaluation of road options in
terms of vibration will turn upon:
terms of vibration will turn upon:
- the adjacent land use
- sensitivity of the land use to
vibration - the proximity of structures to
the road surface - the nature of the cladding (brick,
fibro etc) of such structures - the number of heavy vehicles
which will use the road
4.2 The Importance of Heavy Vehicles
Heavy vehicles have an important bearing upon
vibrations both because they generate higher ground-
borne vibrations, and because they are, by and
large, powered by diesel engines which give rise
to a much higher proportion of low sound frequencies,
and, therefore, a much higher proportion of air-borne
vibration.
4.3 Combating Vibration
Where ground-borne vibrations are likely to be a
problem, techniques exist to insulate new buildings
from vibration by mounting them on flexible blocks.
Such a process is obviously expensive and entirely
inappropriate in the context of the road options.
problem, techniques exist to insulate new buildings
from vibration by mounting them on flexible blocks.
Such a process is obviously expensive and entirely
inappropriate in the context of the road options.
The amelioration techniques, therefore, are confined
to:
to:
-194-
(i) ensuring that the road surface is
free from obvious irregularities
(ii) ensuring, by means of inspection
upon annual registration, that the
suspension of vehicles is good
enough to dampen vibration
(iii) ensuring by means of a road
hierarchy and otherwise that the
number of heavy vehicles is
restricted in areas which are
sensitive to vibration
(iv) encouraging other transport modes
where heavy vehicles have to pass
through areas which are sensitive
to vibration and where vibrations
are likely.
The last of these alternatives is of special
relevance in the context of containers. It will
be dealt with separately in that context (89).
89. Volume I Containers, October,
1980.
-195-
V ECOLOGICAL CRITERIA
1. DESCRIPTION OF ECOLOGY
1.1 Definition
Ecology is the study of the way in which organisms
relate to each other and to their environment. It
has become a fashionable word. If, by that fashion,
people are made more aware of the delicate balance
established in nature, and are made more aware of
the dependence of animals and birds and other forms
of life upon the continuance of that balance, then
the fashion is not to be sneered at; it is to be
encouraged.
relate to each other and to their environment. It
has become a fashionable word. If, by that fashion,
people are made more aware of the delicate balance
established in nature, and are made more aware of
the dependence of animals and birds and other forms
of life upon the continuance of that balance, then
the fashion is not to be sneered at; it is to be
encouraged.
Much more is at stake than a few animals and birds,
precious though they may be. To upset the balance,
by altering the natural landscape, has consequences
far more dramatic and irreversible .
precious though they may be. To upset the balance,
by altering the natural landscape, has consequences
far more dramatic and irreversible .
In most urban areas the damage has already been
done. Natural landscapes have been transformed
and nature’s balance destroyed. A road superimposed
upon that landscape is as offensive or inoffensive
as any other form of development. It may have
environmental consequences. It is unlikely to
have ecological consequences.
done. Natural landscapes have been transformed
and nature’s balance destroyed. A road superimposed
upon that landscape is as offensive or inoffensive
as any other form of development. It may have
environmental consequences. It is unlikely to
have ecological consequences.
The same cannot be said when the road makers
plan to push the road through open space, and
especially through an undeveloped valley. The
road will transform the landscape to a greater
or lesser degree. It is likely that ecological
consequences will attend that transformation.
plan to push the road through open space, and
especially through an undeveloped valley. The
road will transform the landscape to a greater
or lesser degree. It is likely that ecological
consequences will attend that transformation.
To appreciate what is at stake it is necessary to
explore nature’s balance. The balance is maintained
explore nature’s balance. The balance is maintained
-196-
by the 'hydrological cycle'. We will examine that
cycle in the course of this Chapter. We will also
examine the concept of land capability. The concept
strives to harmonise development with the natural
landscape and, in the process, minimise the
ecological damage which development would otherwise
inflict.
cycle in the course of this Chapter. We will also
examine the concept of land capability. The concept
strives to harmonise development with the natural
landscape and, in the process, minimise the
ecological damage which development would otherwise
inflict.
1.2 Catalogue of Ecological Issues
The Joint Study Report states the following
environmental objectives which are relevant in the
context of ecology:- (90)
environmental objectives which are relevant in the
context of ecology:- (90)
- develop transport systems in
harmony with the environment
and the landscape - take action to ameliorate any
unavoidable adverse impacts - protect existing natural areas
- restore damaged areas and maintain
access to natural resources
To assess whether the ecological objectives have been
realised, the following criteria are stated:- (91)
realised, the following criteria are stated:- (91)
- ecological consequences are measured by:-
- changes to the natural ecosystems,
where they still exist, during
construction
- or as a permanent loss of non-renewable
resources
- the area and the amount of vegetation
affected
- land capability as measured by:-
- the suitability of slopes, soils,
geology and hydrology for road
construction
- landscape disturbance associated
with earthworks, structures, retaining
walls and drainage works.
90. Joint
Study Report, page 7.
91. ibid., page 9.
91. ibid., page 9.
-197-
1.3 Criteria for Assessing Ecological Effects
It has been found convenient to compartmentalise
this Report into chapters. Of necessity, there
is a good deal of overlap. The following chapter
will deal with visual intrusion. Many of the
criteria by which visual intrusion is assessed
apply equally to the ecology. The difference between
the two, perhaps, is that visual intrusion is more
concerned with quantitative changes (does the road
dominate the landscape, swallow up the valley etc)
whereas a judgement on the ecological consequences
is more likely to be qualitative. The alignment of
the road may be visually intrusive wherever it is
placed; it may be far more harmful to the ecological
balance if it is placed in one position rather than
another.
this Report into chapters. Of necessity, there
is a good deal of overlap. The following chapter
will deal with visual intrusion. Many of the
criteria by which visual intrusion is assessed
apply equally to the ecology. The difference between
the two, perhaps, is that visual intrusion is more
concerned with quantitative changes (does the road
dominate the landscape, swallow up the valley etc)
whereas a judgement on the ecological consequences
is more likely to be qualitative. The alignment of
the road may be visually intrusive wherever it is
placed; it may be far more harmful to the ecological
balance if it is placed in one position rather than
another.
1.4 Consideration of Consequences at Two Stages
The ecological consequences must be viewed at two
points of time:-
points of time:-
- First, what changes are likely to
attend the construction phase of
the road? - Secondly, what changes will follow
the completion of the road, and the
completion of such re-vegetation or
landscaping as may be required?
It is necessary to consider the nature and quality
of the vegetation and other features (forming aspects
of the ecological system) which are destroyed. If
they are "non-renewable resources" their destruction
during the construction phase must be viewed
seriously" Construction may, on the other hand,
involve the removal of certain trees, which can be
replanted and which will grow again, so that the
landscape will be restored.
of the vegetation and other features (forming aspects
of the ecological system) which are destroyed. If
they are "non-renewable resources" their destruction
during the construction phase must be viewed
seriously" Construction may, on the other hand,
involve the removal of certain trees, which can be
replanted and which will grow again, so that the
landscape will be restored.
-198-
We will shortly refer to the unique character of
the Wolli Creek Valley (or portion of it). It
is substantially in its natural state between
Turrella and Bexley Road. Portion of the Valley would
be taken by the road and the earthworks which support
the road. What of the balance? Can it be preserved
even whilst the road is being constructed? The fears
held by some were expressed by Mr. Taylor, a resident
of Turrella:- (92)
the Wolli Creek Valley (or portion of it). It
is substantially in its natural state between
Turrella and Bexley Road. Portion of the Valley would
be taken by the road and the earthworks which support
the road. What of the balance? Can it be preserved
even whilst the road is being constructed? The fears
held by some were expressed by Mr. Taylor, a resident
of Turrella:- (92)
"TAYLOR: Now the base of this
embankment
(at Turrella) is going to be extremely
wide and will take up a large - I would
say, the majority of the width of the
Valley. Add to that the necessity to
redirect Wolli Creek - by the time the
earth-moving equipment is finished in
the area there will be not a skerrick of
the natural vegetation left. Nor will
there be any wildlife. Now in the original
document produced as a discussion document
(i.e., the Joint Study Report) it is pointed
out that in the valley there are even now
90 species of native birds resident in
that area. I don't think it would be
exaggerating to say that we would lose at
least 90% of those birds probably 100%
from that area. Now this is bushland
inhabited by the native birds; we can't
afford to lose any of it."
(at Turrella) is going to be extremely
wide and will take up a large - I would
say, the majority of the width of the
Valley. Add to that the necessity to
redirect Wolli Creek - by the time the
earth-moving equipment is finished in
the area there will be not a skerrick of
the natural vegetation left. Nor will
there be any wildlife. Now in the original
document produced as a discussion document
(i.e., the Joint Study Report) it is pointed
out that in the valley there are even now
90 species of native birds resident in
that area. I don't think it would be
exaggerating to say that we would lose at
least 90% of those birds probably 100%
from that area. Now this is bushland
inhabited by the native birds; we can't
afford to lose any of it."
1.5 The Hydrological Cycle
To appreciate the delicacy of the natural balance,
and the consequences of interfering with that balance,
it is necessary to briefly examine the hydrological
cycle.
and the consequences of interfering with that balance,
it is necessary to briefly examine the hydrological
cycle.
It is a concept which is familiar to most people in
a general way. It is perhaps best explained by an
illustration: -
a general way. It is perhaps best explained by an
illustration: -
92.
Transcript Mr. Colin Taylor, 26th September, 1979,
page 19.
page 19.
-199-
FIGURE 11.
Source: Cooks River Environment Survey and
Landscape Design 1976, page 23.
Rain falls upon land and inexorably flows towards
a river or creek and thence to the sea. There is
what is called a 'concentration time' which is the
time it takes water to travel from the most remote
part of the catchment area to its outlet, the river
mouth. The flatter the slopes, the longer the time
of concentration, as the water flows more slowly.
a river or creek and thence to the sea. There is
what is called a 'concentration time' which is the
time it takes water to travel from the most remote
part of the catchment area to its outlet, the river
mouth. The flatter the slopes, the longer the time
of concentration, as the water flows more slowly.
There are two important concepts which need to be
understood. They are both inter-related. There
is the concept of ‘storage' and that of 'flow paths’.
Water may be stored in one of a number of ways
(and for varying lengths of time) on its passage
from the place where it falls as rain to the mouth
of the river. It may, for instance, be momentarily
understood. They are both inter-related. There
is the concept of ‘storage' and that of 'flow paths’.
Water may be stored in one of a number of ways
(and for varying lengths of time) on its passage
from the place where it falls as rain to the mouth
of the river. It may, for instance, be momentarily
-200-
intercepted by vegetation, or it may be stored
in unsaturated soil (becoming part of the inter-
flow). It may, on the other hand, infiltrate the
soil and sink until it reaches the water table,
whereupon it slowly trickles through the drainage
system until it reaches the stream (the baseflow).
Each path has a characteristic travel time. The
time taken by surface run-off water is considerably
less than water circulating through the soil to
join the interflow or the baseflow.
time taken by surface run-off water is considerably
less than water circulating through the soil to
join the interflow or the baseflow.
The hydrological cycle (and specifically the
concentration time) is greatly influenced by land
formations, by geology, by soil and by vegetation
cover, quite apart from climate. If the land
formations are altered, this may have an effect
upon the soil (for instance erosion) and upon the
vegetation cover. It is the vegetation cover and
soils which have the greatest effect upon the
hydrological cycle. Any change in the cycle will
affect wildlife and birdlife which are dependent
upon a particular habitat for survival.
concentration time) is greatly influenced by land
formations, by geology, by soil and by vegetation
cover, quite apart from climate. If the land
formations are altered, this may have an effect
upon the soil (for instance erosion) and upon the
vegetation cover. It is the vegetation cover and
soils which have the greatest effect upon the
hydrological cycle. Any change in the cycle will
affect wildlife and birdlife which are dependent
upon a particular habitat for survival.
1.6 Human Intervention is not Necessarily Bad
It should not be assumed that human intervention
must always be to the detriment of the ecological
cycle. Ordinarily that will be so. In some cases,
however, the reverse maybe true. Certain Council’s
along the Cooks River Valley, for instance, have
commenced a programme designed to regenerate the
original vegetation.
must always be to the detriment of the ecological
cycle. Ordinarily that will be so. In some cases,
however, the reverse maybe true. Certain Council’s
along the Cooks River Valley, for instance, have
commenced a programme designed to regenerate the
original vegetation.
In many cases the interference with the ecological
balance is so substantial that a new balance is
established, quite different from the old. The Cooks
River Valley (in contrast to sections of the Wolli
Creek Valley) is such a case. The original
ecological system has been lost. It is conceivable
that the further intervention of man, in building
a road, may even help to restore certain features
of the former system as part of the landscaping
balance is so substantial that a new balance is
established, quite different from the old. The Cooks
River Valley (in contrast to sections of the Wolli
Creek Valley) is such a case. The original
ecological system has been lost. It is conceivable
that the further intervention of man, in building
a road, may even help to restore certain features
of the former system as part of the landscaping
-201-
associated with road works.
Opportunities are presented by this Inquiry, for
instance, to restore a more natural embankment
to the rivers and creeks. If this can be done
they would replace the aesthetically displeasing
sheet-piling and concrete lining. The extent to
which improvements can be achieved will be
examined in the evaluation of each option.
instance, to restore a more natural embankment
to the rivers and creeks. If this can be done
they would replace the aesthetically displeasing
sheet-piling and concrete lining. The extent to
which improvements can be achieved will be
examined in the evaluation of each option.
2. LAND CAPABILITY
2.1 The Concept of ‘Land Capability’
The concept of ‘land capability' was developed by
an American Landscape Architect and Planner, Ian
McHarg, in a seminal work "Design With Nature"
first published in 1969.
an American Landscape Architect and Planner, Ian
McHarg, in a seminal work "Design With Nature"
first published in 1969.
The assumption underlying this work is that a
particular land formation may be compatible with one
or more of a number of uses, and incompatible with
others. By examining systematically a number of
variables, planners and landscape architects can
determine the appropriate use to which the land
should be put. In this way they can harmonise
development with nature.
particular land formation may be compatible with one
or more of a number of uses, and incompatible with
others. By examining systematically a number of
variables, planners and landscape architects can
determine the appropriate use to which the land
should be put. In this way they can harmonise
development with nature.
With sloping land, for instance, the use to which
it can be put will obviously depend upon the degree
of slope. If it is flat, or practically flat, the
land would be compatible both with urban development
and the development of open space (sporting fields
and so on). The soil composition, the geology, the
hydrology, or the natural features may indicate
that one use is rather better than another. If,
besides being flat, it is, for instance, also
swampy with a high water table, it may be unsuitable
for residential development but ideal for a bird
sanctuary etc.
it can be put will obviously depend upon the degree
of slope. If it is flat, or practically flat, the
land would be compatible both with urban development
and the development of open space (sporting fields
and so on). The soil composition, the geology, the
hydrology, or the natural features may indicate
that one use is rather better than another. If,
besides being flat, it is, for instance, also
swampy with a high water table, it may be unsuitable
for residential development but ideal for a bird
sanctuary etc.
-202-
2.2 Application of Concept to Cooks River
The technique was applied in the Cooks River
Environment Survey and Landscape Design. Certain
tables appear in that study which may be valuable
in future analysis. They have, accordingly, been
reproduced here:
Environment Survey and Landscape Design. Certain
tables appear in that study which may be valuable
in future analysis. They have, accordingly, been
reproduced here:
Table 13: Slopes
Table 14: Soil
Table 15: Geology
Table 16: Hydrology
Table 17: Natural Features
Table 14: Soil
Table 15: Geology
Table 16: Hydrology
Table 17: Natural Features
The Inquiry takes the view that the technique is
rather more appropriate to other, forms of urban
development than road development. It does, however
have the virtue of dramatising the unsuitability
of certain forms of development in certain areas.
rather more appropriate to other, forms of urban
development than road development. It does, however
have the virtue of dramatising the unsuitability
of certain forms of development in certain areas.
3. ECOLOGY OF THE AREAS AFFECTED BY THE OPTIONS
3.1 The Cooks River Valley
Captain Cook landed at Kurnell in early May, 1770.
Speaking of the river which was later named after
him, the Cooks River, he recorded in his journal: (93)
Speaking of the river which was later named after
him, the Cooks River, he recorded in his journal: (93)
"I found a very fine stream of
fresh
water on the north shore in the first
sandy cove within the island before
which a ship might lay landlocked and
wood for fuel may be got everywhere...
The country is low and flat and as far
inland as we could see and I believe
the soil is generally sandy.”
water on the north shore in the first
sandy cove within the island before
which a ship might lay landlocked and
wood for fuel may be got everywhere...
The country is low and flat and as far
inland as we could see and I believe
the soil is generally sandy.”
With the exception of the low lying areas adjacent
to the estuary, it appears that most of the
catchment area of the Cooks River Valley was
originally covered by forest. As elsewhere in
to the estuary, it appears that most of the
catchment area of the Cooks River Valley was
originally covered by forest. As elsewhere in
93. Quoted
in the Cooks River Environment Survey and
Landscape Design, page 3 (referred to as ‘the
Cooks River Study’).
Landscape Design, page 3 (referred to as ‘the
Cooks River Study’).
-203-
in the new colony, the environment was looked
upon as the enemy to be rapidly conquered and
subdued. The area was cleared and in the process
the ecological pattern disturbed.
The process of development and subsequent
urbanisation brought about drastic changes in
the flow pattern of water in the catchment. The
changes which took place can be demonstrated in
a number of ways. Contemporaneous evidence is
available concerning changes in the Cooks River
itself. On the 10th May, 1925 a letter was written
to the Sydney Morning Herald by Varney Parkes.
In part the letter says (94):
urbanisation brought about drastic changes in
the flow pattern of water in the catchment. The
changes which took place can be demonstrated in
a number of ways. Contemporaneous evidence is
available concerning changes in the Cooks River
itself. On the 10th May, 1925 a letter was written
to the Sydney Morning Herald by Varney Parkes.
In part the letter says (94):
"During the past month I have
taken
average depths and widths of the
channel in sections of 100 yards,
and find that the depth of the water
averages but 3 foot 8 inches (in one
or two sections less than 2 feet) on
a five mile course of the river viz.,
from Tempe to Canterbury Bridge - as
against an average depth of 7 feet
which I found when I took similar
depths and widths in 1892 - the average
width of the channel having in that
space of time decreased by 30 feet on
account of the mud bed accumulating
all along the margin, and held there
by reed growth."
average depths and widths of the
channel in sections of 100 yards,
and find that the depth of the water
averages but 3 foot 8 inches (in one
or two sections less than 2 feet) on
a five mile course of the river viz.,
from Tempe to Canterbury Bridge - as
against an average depth of 7 feet
which I found when I took similar
depths and widths in 1892 - the average
width of the channel having in that
space of time decreased by 30 feet on
account of the mud bed accumulating
all along the margin, and held there
by reed growth."
Later the course of the river was changed further.
To prevent flooding, a channel was cut through one
section. To permit the expansion of Kingsford
Smith Airport, the river was diverted near its
mouth. Sheet piling and concrete lining were
introduced to overcome the problem of flooding.
In the meantime the ‘concentration time' altered
dramatically. The following passage appears in
the Cooks River Study (95):
To prevent flooding, a channel was cut through one
section. To permit the expansion of Kingsford
Smith Airport, the river was diverted near its
mouth. Sheet piling and concrete lining were
introduced to overcome the problem of flooding.
In the meantime the ‘concentration time' altered
dramatically. The following passage appears in
the Cooks River Study (95):
"The changes...have all
contributed to
the large reduction in the concentration
time of the catchment. This is probably
the most important change that has
the large reduction in the concentration
time of the catchment. This is probably
the most important change that has
94. Quoted
in the Cooks River Study, ibid., page 25.
95. The Cooks River Study, page 25.
95. The Cooks River Study, page 25.
-204-
taken place. The concentration time
of the Cooks River catchment was
originally of the order of 15 to 20
hours, while today it is more like
4 to 5 hours." (emphasis added)
of the Cooks River catchment was
originally of the order of 15 to 20
hours, while today it is more like
4 to 5 hours." (emphasis added)
The Cooks River Valley, including the corridor
under consideration in this Inquiry, is therefore
vastly different to the Cooks River Valley viewed
and admired by Captain Cook. In these circumstances
the Joint Study Report (96) is probably accurate
when it states:
under consideration in this Inquiry, is therefore
vastly different to the Cooks River Valley viewed
and admired by Captain Cook. In these circumstances
the Joint Study Report (96) is probably accurate
when it states:
"The major ecological impacts
have already
occurred in the Cooks River Valley catchment.
The additional ecological consequences
of this option (i.e. the Cooks River Option)
would be minimal and limited to short term
effects at the river and creek crossings
and near the river bank. Detailed landscape
design could overcome these problems.”
occurred in the Cooks River Valley catchment.
The additional ecological consequences
of this option (i.e. the Cooks River Option)
would be minimal and limited to short term
effects at the river and creek crossings
and near the river bank. Detailed landscape
design could overcome these problems.”
That is not to say, however, that the Cooks River
Valley is without potential. In fact, it has
vast potential as a recreational area. Indeed, the
study team responsible for the "Cooks River
Environment Survey and Landscape Design" (1976) (97)
outlined elaborate plans to restore part of its
former glory by assiduously replanting native trees
and shrubs.
Valley is without potential. In fact, it has
vast potential as a recreational area. Indeed, the
study team responsible for the "Cooks River
Environment Survey and Landscape Design" (1976) (97)
outlined elaborate plans to restore part of its
former glory by assiduously replanting native trees
and shrubs.
3.2 The Wolli Creek Valley
Wolli Creek is one of the major tributaries of the
Cooks River. It extends along the East Hills
Valley for approximately 9 kilometres.
Cooks River. It extends along the East Hills
Valley for approximately 9 kilometres.
The depredations of 'civilisation’ have effected
the creek differently in different areas. In some
sections it is more or less untouched by man.
Elsewhere the fingerprints of man are only too
the creek differently in different areas. In some
sections it is more or less untouched by man.
Elsewhere the fingerprints of man are only too
96. Joint
Study Report, Page 3.
97. The Cooks River Advisory Committee in its Report,
May, 1978, page 70 thought this impractical.
However, it did not dispute the potential of
the area.
97. The Cooks River Advisory Committee in its Report,
May, 1978, page 70 thought this impractical.
However, it did not dispute the potential of
the area.
-205-
evident: the banks are cleared and the creek
is forlornly 'contained' within a concrete-lined
storm-water channel. In speaking of the ecological
consequences of building a road through this
valley, it is important to define precisely the
area concerned.
For the purposes of providing a description it
is convenient to divide the creek into three
sections being the upper, middle and lower reaches.
is convenient to divide the creek into three
sections being the upper, middle and lower reaches.
The upper reaches extend beyond King Georges Road.
The creek at its source is substantially contained
with underground pipes. It emerges into a concrete
channel by the time it reaches King Georges Road.
It remains thus contained from King Georges Road
to Bexley Road. These are the upper reaches. The
reserve on either side varies in width and quality.
In some sections (not far from King Georges Road
itself) it is quite wide and has been transformed
into playing fields. In other sections (between
Kingsgrove Road and Bexley Road) it is largely
treeless and without great charm. Again it is
important to emphasise that its potential has never
been realised because the road corridor has stunted
its growth.
The creek at its source is substantially contained
with underground pipes. It emerges into a concrete
channel by the time it reaches King Georges Road.
It remains thus contained from King Georges Road
to Bexley Road. These are the upper reaches. The
reserve on either side varies in width and quality.
In some sections (not far from King Georges Road
itself) it is quite wide and has been transformed
into playing fields. In other sections (between
Kingsgrove Road and Bexley Road) it is largely
treeless and without great charm. Again it is
important to emphasise that its potential has never
been realised because the road corridor has stunted
its growth.
The middle reaches stretch from Bexley Road to
Turrella Station. They vary in quality but are
most attractive. There is, moreover, potential to
make this part of the valley even more attractive.
The stream is no longer contained within a concrete
channel. It has been dredged and the material
scooped from its bottom and simply dumped (without
a great deal of care) on one side. There is a
track alongside the stream. On the many inspections
made by this Inquiry many species of large birds
were seen. The area is not a carefully manicured
park. It is rugged, with thickets of bush and many
beautiful trees.
Turrella Station. They vary in quality but are
most attractive. There is, moreover, potential to
make this part of the valley even more attractive.
The stream is no longer contained within a concrete
channel. It has been dredged and the material
scooped from its bottom and simply dumped (without
a great deal of care) on one side. There is a
track alongside the stream. On the many inspections
made by this Inquiry many species of large birds
were seen. The area is not a carefully manicured
park. It is rugged, with thickets of bush and many
beautiful trees.
-206-
The stream passes underneath Hartill-Law Avenue
and although the area has been infested by many
creepers which are not native, the overwhelming
impression is certainly most attractive. Immediately
on the other side of Hartill-Law Avenue, Earlwood, is
Girrahween Park. A great deal of evidence has been
given about Girrahween Park. An effort has been made by
the Canterbury Municipal Council (which has the care
of the park) to eradicate all exotic (i.e., non-native)
vegetation.
It is possible to follow trails which lead from the
park along the remainder of the valley. The trails
themselves are well-used and dart in this direction and
that, past bold sandstone cliff formations and large
boulders. Periodically you catch a glimpse of the
creek as it broadens and begins to wind.
park along the remainder of the valley. The trails
themselves are well-used and dart in this direction and
that, past bold sandstone cliff formations and large
boulders. Periodically you catch a glimpse of the
creek as it broadens and begins to wind.
The area can be viewed from the other side of the
creek adjacent to the railway line, although the
vegetation has been substantially cleared from this area.
Eventually the Bardwell Creek joins the Wolli Creek.
It then skirts an alluvial terrace to follow a sandstone
bluff into an area of reeds and marshland. This area is
inhabited by a large number of birds, and apparently,
by a number of fish.
creek adjacent to the railway line, although the
vegetation has been substantially cleared from this area.
Eventually the Bardwell Creek joins the Wolli Creek.
It then skirts an alluvial terrace to follow a sandstone
bluff into an area of reeds and marshland. This area is
inhabited by a large number of birds, and apparently,
by a number of fish.
The lower reaches begin at a weir near the Henderson
Road bridge. The valley broadens at this point and
parkland has been created. There are trails across the
parkland leading to the Turrella Station. Before the
creek joins the main river there are substantial
sandstone cliff formations which will be affected by the
South Western Option.
Road bridge. The valley broadens at this point and
parkland has been created. There are trails across the
parkland leading to the Turrella Station. Before the
creek joins the main river there are substantial
sandstone cliff formations which will be affected by the
South Western Option.
The Department of Main Roads provided the Inquiry with
a large coloured aerial photograph of the study area.
The photograph unfortunately cannot be reproduced in
this Report. It tells at a glance a great deal about
a large coloured aerial photograph of the study area.
The photograph unfortunately cannot be reproduced in
this Report. It tells at a glance a great deal about
-207-
the ecological consequences of building either the
Cooks River or the South Western Options. The
Wolli Creek Valley, in that section between the Cooks
River and Bexley Road, is a distinct dark green, quite
different to the colour of the open space along the
Cooks River Valley. It is the difference between the
colour of the original vegetation (dark green) and the
light green of an area substantially denuded of trees,
with a vegetation cover different to that which was
to be found originally.
-208-
TABLE 13.
SLOPES (98)
TABLE 14.
SOILS (99)
99. The Cooks River Study, page 67.
-209-
TABLE 15.
GEOLOGY (100)
TABLE 16.
HYDROLOGY (1)
100. The
Cooks River Study, page 68.
1. The Cooks River Study, page 68.
1. The Cooks River Study, page 68.
-210-
TABLE 17.
NATURAL
FEATURES (2)
2. The
Cooks River Study, page 68.
-211-
VI VISUAL INTRUSION
1. INTRODUCTION
1.1 Objectives and Criteria
In the Joint Study Report (3) the following
environmental objectives are stated:-
- develop transport systems in harmony with
the environment and the landscape - take action to ameliorate any unavoidable
adverse impacts - protect existing natural areas and restore
damaged areas - maintain access to natural resources
- minimise intrusion into the visual environment
- enhance the visual environment
In assessing whether these objectives have been met,
the following criteria are suggested:-
the following criteria are suggested:-
- the length of new construction passing through
areas which are visually highly attractive - the number of houses with views extended or
obscured - the number of houses with views of river or
creek valleys marred, or improved, by new
construction - the spoiling or improvement of views seen by
road or rail travellers - changes to the aspect and attraction of open
space adjacent to the new route
The objectives and the criteria essentially
camouflage the question which must be asked and
answered: will the superimposition of a road enhance
or degrade the visual environment? That is the
threshold question.
camouflage the question which must be asked and
answered: will the superimposition of a road enhance
or degrade the visual environment? That is the
threshold question.
The answer to that question is not provided by knowing
the length of new construction passing through areas
which are visually highly attractive, or the number
of houses with views extended or obscured, or in
knowing any of the statistics which one is enjoined to
take into account. These statistics are only relevant
the length of new construction passing through areas
which are visually highly attractive, or the number
of houses with views extended or obscured, or in
knowing any of the statistics which one is enjoined to
take into account. These statistics are only relevant
3. Joint
Study Report, page 7.
-212-
once the essential question has been confronted.
Nor is it to the point to say that the answer to the
threshold question will depend upon the nature of the
landscape and the adjacent land use and the other
variables to which reference will be made shortly.
That simply means that the question must be posed more
than once. Having regard to the particular land use
at a particular point, does the superimposition of a
road enhance or detract from the visual environment
at that point? It will be necessary to repeat the
same question and to make the same evaluation at every
relevant turn.
Nor is it to the point to say that the answer to the
threshold question will depend upon the nature of the
landscape and the adjacent land use and the other
variables to which reference will be made shortly.
That simply means that the question must be posed more
than once. Having regard to the particular land use
at a particular point, does the superimposition of a
road enhance or detract from the visual environment
at that point? It will be necessary to repeat the
same question and to make the same evaluation at every
relevant turn.
It is trite to say that an assessment of visual
intrusion is essentially subjective. It very much
depends upon the view one takes about the place and
‘beauty’ of a road in the urban environment. It is a
matter in which (to borrow a cliche) beauty is very
much in the eye of the beholder. One need only
contrast the following passages to appreciate the
different views held by their respective authors.
Mr. Carlton C. Robinson is a Traffic Engineer from
Oregon. In the Traffic Quarterly in July, 1963 he
concluded his exposition on freeways with the following:-(4)
intrusion is essentially subjective. It very much
depends upon the view one takes about the place and
‘beauty’ of a road in the urban environment. It is a
matter in which (to borrow a cliche) beauty is very
much in the eye of the beholder. One need only
contrast the following passages to appreciate the
different views held by their respective authors.
Mr. Carlton C. Robinson is a Traffic Engineer from
Oregon. In the Traffic Quarterly in July, 1963 he
concluded his exposition on freeways with the following:-(4)
"(Freeways) can add beauty as
well as utility,
a sense of orientation and order as well as
improved mobility, a respite of green grass
and trees as well as the grace and strength
of formed concrete."
a sense of orientation and order as well as
improved mobility, a respite of green grass
and trees as well as the grace and strength
of formed concrete."
A fierce opponent of the English equivalent of freeways
(motorways) is a Mr. John Tyme. In his book "Motorways
versus Democracy" (5) he says:-
(motorways) is a Mr. John Tyme. In his book "Motorways
versus Democracy" (5) he says:-
"It is my belief, and one
shared by an increasing
number of people, that the motorway/trunk road
programme with all its ramifications poses a
consummate evil, and constitutes the greatest
threat to the interests of this nation in all
its history. None of our national enemies have
so mutilated our cities, undermined the long-term
economic movement of people and goods, destroyed
our industrial base, diminished our ability to
number of people, that the motorway/trunk road
programme with all its ramifications poses a
consummate evil, and constitutes the greatest
threat to the interests of this nation in all
its history. None of our national enemies have
so mutilated our cities, undermined the long-term
economic movement of people and goods, destroyed
our industrial base, diminished our ability to
4. “Freeways
in the Urban Setting" by Carlton C.
Robinson, Traffic Quarterly, July, 1963.
5. John Tyme, "Motorways versus Democracy", 1978, page 1.
Robinson, Traffic Quarterly, July, 1963.
5. John Tyme, "Motorways versus Democracy", 1978, page 1.
-213-
plan our community life, and
reduced
our capacity to feed ourselves. "
our capacity to feed ourselves. "
It is perhaps not surprising, therefore, that Mr.
Tyme finds neither grace nor strength in formed
concrete.
Tyme finds neither grace nor strength in formed
concrete.
1.2 The Visual Study of Botany Bay
In March, 1979 the state pollution control commission
published a report by certain consultants to the
commission (Jackson Teece Chesterman Willis Pty. Ltd.)
entitled "The Landscape of Botany Bay, A Visual Study".
The consultants developed a particular methodology
which they then systematically applied to various
features of the Botany area. In developing that
methodology, and assessing those features, they were
aided by public discussions. Commenting on those
discussions in an appendix to the report (6), they
make the following statement:-
published a report by certain consultants to the
commission (Jackson Teece Chesterman Willis Pty. Ltd.)
entitled "The Landscape of Botany Bay, A Visual Study".
The consultants developed a particular methodology
which they then systematically applied to various
features of the Botany area. In developing that
methodology, and assessing those features, they were
aided by public discussions. Commenting on those
discussions in an appendix to the report (6), they
make the following statement:-
"Perhaps the most significant
variety of views
concern the understanding and appreciation of
what is generally described as the "natural”
environment. In visual analyses the natural
environment often connotes something
desirable, and an ideal from which all else
might be seen to deviate. But it was clear
from the discussions that not only was there
no common view of what constitutes a natural
environment, but the preference for it could
not be assumed to be unanimous. For some
participants the natural environment did mean
an area of wild, untouched vegetation and
wild life, but to others, it meant an area
which was, "natural, but cleaned up a bit
like the national parks”. To others, it
meant a specially created and protected area
of open space and vegetation - a designed
environment with good planting."
concern the understanding and appreciation of
what is generally described as the "natural”
environment. In visual analyses the natural
environment often connotes something
desirable, and an ideal from which all else
might be seen to deviate. But it was clear
from the discussions that not only was there
no common view of what constitutes a natural
environment, but the preference for it could
not be assumed to be unanimous. For some
participants the natural environment did mean
an area of wild, untouched vegetation and
wild life, but to others, it meant an area
which was, "natural, but cleaned up a bit
like the national parks”. To others, it
meant a specially created and protected area
of open space and vegetation - a designed
environment with good planting."
From these discussions, and from their own researches,
they formed the view that Botany Bay was a visual
resource of high quality which was valued by the
community. (7)
they formed the view that Botany Bay was a visual
resource of high quality which was valued by the
community. (7)
6. Appendix
A: Community Discussions, page 13.
7. The Landscape of Botany Bay: A Visual Study,
page 54.
7. The Landscape of Botany Bay: A Visual Study,
page 54.
-214-
Accordingly they established a set of visual
objectives to provide a policy framework for the
protection and improvement of the Botany Bay
environment. The objectives are unashamedly
subjective and they include:-
objectives to provide a policy framework for the
protection and improvement of the Botany Bay
environment. The objectives are unashamedly
subjective and they include:-
- to preserve and protect natural features
- to protect, maintain and enhance the existing
visual characteristics of the edges of Botany
Bay - to protect the views of Botany Bay
- to reduce the visual impact of the port and
airport developments - to encourage the development of more attractive
residential and industrial environments - to improve the appearance and maintenance of
public areas
The underlying assumption behind each of these
objectives is that the natural environment is visually
more attractive and that the various manifestations
of 'civilisation’ (and more especially the port and
industry) degrade that environment.
objectives is that the natural environment is visually
more attractive and that the various manifestations
of 'civilisation’ (and more especially the port and
industry) degrade that environment.
1.3 Does the Presence of a Road Degrade an Environment?
The same methodology can be applied to the areas
affected by the road options. The approach suggests
a sequence of questions:-
affected by the road options. The approach suggests
a sequence of questions:-
- what resources are valued by the community
- would the superimposition of a road in a
particular area preserve or destroy those
resources - if the resource is preserved would it be
enhanced or degraded by the presence of a
road - if the resource is destroyed or degraded is
it non-renewable or renewable?
The many submissions made to this Inquiry remove all
doubt that the community places a high value upon the
Wolli Creek Valley and the Cooks River Valley. They
are the more valuable because of the relative poverty
of the surrounding areas in open space.
doubt that the community places a high value upon the
Wolli Creek Valley and the Cooks River Valley. They
are the more valuable because of the relative poverty
of the surrounding areas in open space.
-215-
Although the river and its surrounds have been
allowed to degenerate in some areas (particularly
the Cooks River Valley in its upper reaches) they
are recognised by the community as offering enormous
potential for passive or active recreation. In the
Wolli Creek Valley in the section between Undercliffe
and Bexley Road, the valley offers the last remnant
of natural vegetation in the entire river system.
From these submissions, from the eloquence of those
who appeared before the Inquiry, and from its own
inspections, the Inquiry concludes that each of the
river systems (the Cooks River Valley system and the
Wolli Creek) is a community resource of high quality
or enormous potential, and each is valued as such by
the community.
The objectives appropriate to an assessment of visual
intrusion are not very different from those thought
appropriate in the Botany Bay study. The introduction
of a road will destroy many features of the Wolli Creek
Valley. What remains of the valley will be degraded
by the presence of a road. The destruction, moreover,
will be of a ‘non-renewable resource' in the area
between Undercliffe and Bexley Road.
intrusion are not very different from those thought
appropriate in the Botany Bay study. The introduction
of a road will destroy many features of the Wolli Creek
Valley. What remains of the valley will be degraded
by the presence of a road. The destruction, moreover,
will be of a ‘non-renewable resource' in the area
between Undercliffe and Bexley Road.
In the Cooks River Valley the superimposition of a
road will degrade the valley visually in that it will
detract from the natural character of the valley.
road will degrade the valley visually in that it will
detract from the natural character of the valley.
Having made the basic subjective judgement, it is now
appropriate to examine in some greater depth the extent
of visual intrusion brought about by each option.
appropriate to examine in some greater depth the extent
of visual intrusion brought about by each option.
2. THE NATURE OF THE TRANSFORMATION OF THE AREA
2.1 Relevant Variables
The extent to which the addition of a road is likely
to add to or degrade the visual environment will depend
upon a great many variables including:-
to add to or degrade the visual environment will depend
upon a great many variables including:-
- the nature of the landscape through which
it passes and its attractiveness - the nature of the adjacent land use
- the nature of the road itself
-216-
- the extent to which the transition is
sudden and dramatic - the attitude of the surrounding population
to the road and especially whether the road is
viewed with disfavour.
Each of these matters will be separately examined
though obviously they operate in combination.
though obviously they operate in combination.
2.2 Nature of the Landscape
The visual effect of the road will depend, first, upon
the nature of the landscape and its attractiveness.
The particular landscape features may be so valuable
that it is impossible to contemplate their removal or
depredation. Alternatively, the landscape may be
utterly without distinction although valuable to the
people in the near vicinity. There is a spectrum.
It is a matter of judgement where the particular
landscape should be placed in that spectrum.
Secondly, whilst not denying that every scrap of
greenery has an important place in a highly urbanised
area such as Sydney, it is one thing for a road to
swallow up the last remains of a particular tract of
open space so that nothing, or substantially nothing, is
left behind, it is quite another if that which remains
is, itself, substantial in quality and extent.
greenery has an important place in a highly urbanised
area such as Sydney, it is one thing for a road to
swallow up the last remains of a particular tract of
open space so that nothing, or substantially nothing, is
left behind, it is quite another if that which remains
is, itself, substantial in quality and extent.
Thirdly, the quality of the landscape which is taken
must be closely examined, quite apart from its
attractiveness and extent. It is important to know
whether the landscape which is lost is renewable or
non-renewable. In the Wolli Creek Valley it is non-
renewable because once disturbed the exotic (i.e.,
non-natural) species of vegetation tend to infest and
dominate the area.
must be closely examined, quite apart from its
attractiveness and extent. It is important to know
whether the landscape which is lost is renewable or
non-renewable. In the Wolli Creek Valley it is non-
renewable because once disturbed the exotic (i.e.,
non-natural) species of vegetation tend to infest and
dominate the area.
Fourthly, to what extent will the landscape which is
not disturbed camouflage the disturbance brought about
by the road? It is one thing to place a road at the
foot of a wide valley where it is effectively
not disturbed camouflage the disturbance brought about
by the road? It is one thing to place a road at the
foot of a wide valley where it is effectively
-217-
disguised by the trees at the bottom of that
valley, it is another where the valley is narrow,
where the cuts are extensive, and where the road will
dominate the landscape.
Finally, it is important to know the contribution
which the landscape makes to the identity of the
area. To take an extravagant example, a road
burrowed through Ayres Rock would be more than
usually offensive to residents of the Northern
Territory. A development proposed for the town-
ship of Kiama which in some way compromised the famous
Blow-Hole would be offensive. Any development which
in any way degraded the Three Sisters would impinge
upon the identity of the Blue Mountains. Similarly,
residents of Undercliffe may view the sandstone cliffs
in that area with special affection. They may feel
the identity of the suburb is very much a product
of their presence (from which the suburb takes its
name). Any alteration to the natural landscape in
this area, even if sensitively camouflaged, is likely
to have a substantial impact.
which the landscape makes to the identity of the
area. To take an extravagant example, a road
burrowed through Ayres Rock would be more than
usually offensive to residents of the Northern
Territory. A development proposed for the town-
ship of Kiama which in some way compromised the famous
Blow-Hole would be offensive. Any development which
in any way degraded the Three Sisters would impinge
upon the identity of the Blue Mountains. Similarly,
residents of Undercliffe may view the sandstone cliffs
in that area with special affection. They may feel
the identity of the suburb is very much a product
of their presence (from which the suburb takes its
name). Any alteration to the natural landscape in
this area, even if sensitively camouflaged, is likely
to have a substantial impact.
2.3 The Nature of the Land Use
The visual impression made by a road will obviously
depend to a great extent upon the character of the
adjacent land use. A road which makes its way
through an industrial area is likely to blend with
the landscape far better, both in character and size,
then the same road passing through a residential area
or through open space.
depend to a great extent upon the character of the
adjacent land use. A road which makes its way
through an industrial area is likely to blend with
the landscape far better, both in character and size,
then the same road passing through a residential area
or through open space.
2.4 The Nature of the Road
The visual effect of a road will depend, upon the
profile of the road and the traffic upon it.
profile of the road and the traffic upon it.
In respect of the road's profile there are three
alternatives and each is different visually. They
are: -
alternatives and each is different visually. They
are: -
-218-
- roads depressed below ground level (in-cut)
- roads at ground level (at-grade)
- elevated roads.
Roads in-cut are expensive to construct. However,
there are advantages. The Urban Motorways Project
Team (8) state:-
there are advantages. The Urban Motorways Project
Team (8) state:-
"Roads in-cut are attractive
because they
are thought largely to ‘contain' their
own noise, dirt and pollution, and also
because, except at interchanges, they
make relatively little direct visual impact
upon the surrounding fabric. They can,
moreover, be bridged at ground level and
maintain cross-connections.."
are thought largely to ‘contain' their
own noise, dirt and pollution, and also
because, except at interchanges, they
make relatively little direct visual impact
upon the surrounding fabric. They can,
moreover, be bridged at ground level and
maintain cross-connections.."
A distinction should be drawn between a road which is
depressed below the level of the landscape and, therefore,
obscured from sight, and one which passes through an
undulating or steep landscape where it is necessary to
cut through the hills to maintain a more or less
constant level for the road surface. The latter is
contemplated in the case of the South Western Freeway.
Some of the ‘cuts' are very substantial (up to 25
metres deep i.e., approximately 81 feet) (9) and they
would be visible far and wide. The visual intrusion
by that profile, though in-cut, is likely to be the
greater.
depressed below the level of the landscape and, therefore,
obscured from sight, and one which passes through an
undulating or steep landscape where it is necessary to
cut through the hills to maintain a more or less
constant level for the road surface. The latter is
contemplated in the case of the South Western Freeway.
Some of the ‘cuts' are very substantial (up to 25
metres deep i.e., approximately 81 feet) (9) and they
would be visible far and wide. The visual intrusion
by that profile, though in-cut, is likely to be the
greater.
It would be difficult to depress the level of the road
surface below ground level in the study area because
of problems of flooding from the adjacent river or
creek.
surface below ground level in the study area because
of problems of flooding from the adjacent river or
creek.
Roads at-grade are the simplest and cheapest to
construct. They offer advantages to the motorist. He
remains in visual contact with his surroundings and is
thus able to keep his bearings. A highway constructed
construct. They offer advantages to the motorist. He
remains in visual contact with his surroundings and is
thus able to keep his bearings. A highway constructed
8. Urban
Motorways Project Team Report, page 80.
9. Joint Study Report, page 17.
9. Joint Study Report, page 17.
-219-
at-grade is much more than the carriageways upon
which the vehicles move, although the carriageways and
the vehicles will form an important part of the visual
impression. The shoulders, the median, the so-called
highway furniture (signs, overhead gantries and so on)
will all have a visual impact.
By far the most intrusive profile is the elevated
road. The extent of that intrusion will depend upon
the surrounding landscape and land use as well as the
method of construction. A road on structure may be more
striking, and more visually pleasing, than one perched
on top of a retaining wall or even on natural banks.
road. The extent of that intrusion will depend upon
the surrounding landscape and land use as well as the
method of construction. A road on structure may be more
striking, and more visually pleasing, than one perched
on top of a retaining wall or even on natural banks.
Apart from the profile of the road, the traffic itself
may be visually intrusive. Traffic is dynamic in the
literal sense that it moves. As it moves it becomes a
potential focus of perception especially as it cannot
move without making a noise. It moves across a horizon
which may be more or less extensive, depending upon the
landscape. The visual impression made by traffic does
not correspond simply with the impression made by the
road if one simply looks straight at it. Rather it
corresponds to the time and distance involved in the
passage of a vehicle from one side of one's visual field
to the other (10). The volume of traffic, and the
time and distance involved in passing across the
landscape, will be important elements in assessing visual
intrusion.
may be visually intrusive. Traffic is dynamic in the
literal sense that it moves. As it moves it becomes a
potential focus of perception especially as it cannot
move without making a noise. It moves across a horizon
which may be more or less extensive, depending upon the
landscape. The visual impression made by traffic does
not correspond simply with the impression made by the
road if one simply looks straight at it. Rather it
corresponds to the time and distance involved in the
passage of a vehicle from one side of one's visual field
to the other (10). The volume of traffic, and the
time and distance involved in passing across the
landscape, will be important elements in assessing visual
intrusion.
2.5 The Extent to which the Transition is Sudden and Dramatic
The impression a road will make upon the surrounding
area will depend, to some extent, upon what was there
before. There is a difference obviously between laying
a road through a park which is valued by the community
and simply widening a road. Widening a road may involve
a momentary depredation of the visual environment by the
area will depend, to some extent, upon what was there
before. There is a difference obviously between laying
a road through a park which is valued by the community
and simply widening a road. Widening a road may involve
a momentary depredation of the visual environment by the
10. Report
of Urban Motorways Project Team, page 47.
-220-
uprooting of trees. The visual impression will be
restored once landscaping has been completed.
restored once landscaping has been completed.
2.6 Attitude Towards the Roads
The visual impression created by the road cannot
be divorced from other features which may be seen as
undesirable. The most beautiful child, when yelling
and screaming, seems something less than beautiful.
A road which is an irritating source of noise, and
which severs a community from its neighbours, is
hardly likely to be looked upon as visually pleasing,
especially where its presence has destroyed valuable
parks or landscape.
be divorced from other features which may be seen as
undesirable. The most beautiful child, when yelling
and screaming, seems something less than beautiful.
A road which is an irritating source of noise, and
which severs a community from its neighbours, is
hardly likely to be looked upon as visually pleasing,
especially where its presence has destroyed valuable
parks or landscape.
The concept of 'equity' is also important. The
Department of Main Roads is not harassed when it,
chooses to build a highway in the country. It does not
meet the sort of opposition which has become common-
place in the city, precisely because the country
landscape is extensive, and everyone will benefit from
the highway construction. In the city, people in the
near vicinity of a road may not derive any benefits
from it. They may not use it often, or at all, either
because it is not oriented in the direction in which
they wish to travel, or because the connections are not
conveniently located having regard to their travel
needs. They may in these circumstances view the
highway with disfavour. They may feel that they have
been called upon to sacrifice their parks, and the
amenity of their area, for some intangible benefit
derived by commerce and commuters from afar. Visually,
they are hardly likely to find grace and beauty in
formed concrete.
Department of Main Roads is not harassed when it,
chooses to build a highway in the country. It does not
meet the sort of opposition which has become common-
place in the city, precisely because the country
landscape is extensive, and everyone will benefit from
the highway construction. In the city, people in the
near vicinity of a road may not derive any benefits
from it. They may not use it often, or at all, either
because it is not oriented in the direction in which
they wish to travel, or because the connections are not
conveniently located having regard to their travel
needs. They may in these circumstances view the
highway with disfavour. They may feel that they have
been called upon to sacrifice their parks, and the
amenity of their area, for some intangible benefit
derived by commerce and commuters from afar. Visually,
they are hardly likely to find grace and beauty in
formed concrete.
That feeling of disfavour may, to some extent, be
unjustified. There may be benefits flowing from the
construction of the road which do improve the amenity of
the area. Trucks may be removed from local streets, and
traffic drawn away from environmentally sensitive areas,
such as shopping centres and schools. The evaluation of
each option will examine these matters.
unjustified. There may be benefits flowing from the
construction of the road which do improve the amenity of
the area. Trucks may be removed from local streets, and
traffic drawn away from environmentally sensitive areas,
such as shopping centres and schools. The evaluation of
each option will examine these matters.
-221-
FIGURE 12.
VISUAL
CATCHMENTS OD ROAD OPTIONS
The least important visual affect (although still of
real significance) is the degradation of views brought
about by the presence of the road. Some people,
especially the elderly, enjoy watching traffic and surveys
have suggested that at least 10% of the people who may
be visually affected by the road, will not look upon it
with disfavour (11). A substantial number will find the
road visually offensive. Again there are gradations.
Someone who previously overlooked the valley and is now
forced to stare at the abutment of an elevated road
suffers a considerably greater loss than someone who can still
see the valley even though he can also see the road.
real significance) is the degradation of views brought
about by the presence of the road. Some people,
especially the elderly, enjoy watching traffic and surveys
have suggested that at least 10% of the people who may
be visually affected by the road, will not look upon it
with disfavour (11). A substantial number will find the
road visually offensive. Again there are gradations.
Someone who previously overlooked the valley and is now
forced to stare at the abutment of an elevated road
suffers a considerably greater loss than someone who can still
see the valley even though he can also see the road.
11. Roads
in the Urban Environment, O.E.C.D., page 138;
Social Surveys: Technical Paper No. 2 (Department
of Environment, U.K.), page 8.
Social Surveys: Technical Paper No. 2 (Department
of Environment, U.K.), page 8.
-222-
3. THE PERSONS WHO WITNESS THE TRANSFORMATION OF AN AREA
3.1 Introduction
We began this exposition by reciting the criteria
suggested by the Study Report for an assessment of
the visual intrusion of each option. We have
taken the view that the criteria for evaluation
should cover a far broader field. It should be
concerned with the effect upon the landscape and
adjacent land use.
suggested by the Study Report for an assessment of
the visual intrusion of each option. We have
taken the view that the criteria for evaluation
should cover a far broader field. It should be
concerned with the effect upon the landscape and
adjacent land use.
The criteria suggested in the Joint Study Report,
on the other hand, are mainly concerned with the
number of persons affected. That is also an
important matter. It will be addressed in this
section.
on the other hand, are mainly concerned with the
number of persons affected. That is also an
important matter. It will be addressed in this
section.
The persons affected fall into four groups:-
- residents whose views may be affected
- persons who use the area and who may
continue to use the open space after
the road is constructed - persons with a view of the Wolli Creek
and Cooks River Valley from the railway - road users
We will comment upon each category.
3.2 Residents
When a road is built residents in the near vicinity
may be affected in a number of distinct ways, some
more serious than others.
may be affected in a number of distinct ways, some
more serious than others.
First, the views of residents' may be obscured,
extended or degraded. It is possible to plot the
‘visual catchment’ of each option on a map. The line
is drawn according to whether the road would or would
not be visible from a particular house or a particular
land-form. This exercise has been formed as part of
the Joint Study. The map is reproduced below:-
extended or degraded. It is possible to plot the
‘visual catchment’ of each option on a map. The line
is drawn according to whether the road would or would
not be visible from a particular house or a particular
land-form. This exercise has been formed as part of
the Joint Study. The map is reproduced below:-
-223-
Elevated roads are usually more conspicuous. They
may, in addition, rob people of their privacy or
their sunlight. The deprivation of either is a
serious loss.
Headlight glare may intrude, especially where the
road curves and there are residences close to the
road. The intrusion is likely to be resented. It
will make the presence of a road the more objectionable.
road curves and there are residences close to the
road. The intrusion is likely to be resented. It
will make the presence of a road the more objectionable.
There is another factor. Strictly, it does not relate
to visual intrusion. The submissions to the Inquiry
repeatedly echo the fear (which may well be justified)
that property values will suffer if any of the road
options are built. No doubt the value of properties
overlooking the Wolli Creek Valley and the Cooks River
Valley are related to the fact that they enjoy good
views. If views are degraded by the superimposition of
a road, the fear of property loss will feed any
objection residents may feel visually to the road. One
will reinforce the other.
to visual intrusion. The submissions to the Inquiry
repeatedly echo the fear (which may well be justified)
that property values will suffer if any of the road
options are built. No doubt the value of properties
overlooking the Wolli Creek Valley and the Cooks River
Valley are related to the fact that they enjoy good
views. If views are degraded by the superimposition of
a road, the fear of property loss will feed any
objection residents may feel visually to the road. One
will reinforce the other.
3.3 Persons Who Use the Open Space
The point is repeatedly made throughout submissions
that it is one thing to use open space where there is
no road, and quite another to use the same piece of
ground with an adjacent road. One is quiet,
serene, remote; the other, noisy, invaded by fumes and
planted amidst the bustle of ‘civilisation'.
that it is one thing to use open space where there is
no road, and quite another to use the same piece of
ground with an adjacent road. One is quiet,
serene, remote; the other, noisy, invaded by fumes and
planted amidst the bustle of ‘civilisation'.
There can be no doubt that the submissions are
accurate. Even to 'restore open space’ by compensating
for that taken, is not in any way to replace the peace
and quiet which immediately vanishes with the intrusion
of a road. That is not to say, that open space should
not be replaced (a matter which will be dealt with
elsewhere in this Report). The qualitative difference,
however, must be recognised and confronted.
accurate. Even to 'restore open space’ by compensating
for that taken, is not in any way to replace the peace
and quiet which immediately vanishes with the intrusion
of a road. That is not to say, that open space should
not be replaced (a matter which will be dealt with
elsewhere in this Report). The qualitative difference,
however, must be recognised and confronted.
-224-
3.4 The Views of Railway Users
The East Hills line is on the perimeter of the
Wolli Creek Valley for much of its length.
Accordingly, train passengers (or so many of them as
are not reading the paper) have a very good view of
the valley, and of the Cooks River Valley once the
train reaches Turrella. It is suggested that these
views will also be degraded.
Wolli Creek Valley for much of its length.
Accordingly, train passengers (or so many of them as
are not reading the paper) have a very good view of
the valley, and of the Cooks River Valley once the
train reaches Turrella. It is suggested that these
views will also be degraded.
3.5 Road Users
Road users benefit, however, by opening up a
scenically attractive area through which they can
drive. Instead of fighting their way through a
taxing urban environment, they will be favoured with
a high quality road, surrounded by greenery and
natural land formations.
scenically attractive area through which they can
drive. Instead of fighting their way through a
taxing urban environment, they will be favoured with
a high quality road, surrounded by greenery and
natural land formations.
3.6 Visual Intrusion if Nothing is Done
It should not be forgotten that in terms of visual
intrusion there may be a price to be paid if no
roadworks are carried out. This analysis has
primarily dealt with the two possibilities, raised
by the various 'build' options, namely the widening
of existing roads or the building of a new facility
across land which is mainly used for open space at
the present time.
intrusion there may be a price to be paid if no
roadworks are carried out. This analysis has
primarily dealt with the two possibilities, raised
by the various 'build' options, namely the widening
of existing roads or the building of a new facility
across land which is mainly used for open space at
the present time.
In so far as these facilities are able to achieve
the transport objectives and draw traffic away from
residential areas and other sensitive land uses,
including shopping centres, the visual environment
in those areas will be improved to that extent.
In the nature of things, because traffic ebbs and
flows, the reductions brought about by the new
facility would have to be fairly dramatic before
people would notice them. Until that time it could
not be said there has been an improvement in the
visual environment.
the transport objectives and draw traffic away from
residential areas and other sensitive land uses,
including shopping centres, the visual environment
in those areas will be improved to that extent.
In the nature of things, because traffic ebbs and
flows, the reductions brought about by the new
facility would have to be fairly dramatic before
people would notice them. Until that time it could
not be said there has been an improvement in the
visual environment.
-225-
4. TECHNIQUES FOR ASSESSING VISUAL INTRUSION
4.1 Introduction
Assessing visual intrusion is essentially
subjective. Techniques have been developed in
the hope of introducing some objectivity. By and
large the techniques have not been successful.
Certainly the eye is the ultimate test and
nothing can replace or disguise the subjective
judgements which must be made.
subjective. Techniques have been developed in
the hope of introducing some objectivity. By and
large the techniques have not been successful.
Certainly the eye is the ultimate test and
nothing can replace or disguise the subjective
judgements which must be made.
Yet the techniques do provide valuable insights.
The attention of the 'eye' is directed towards
certain matters which it might otherwise over-
look. They have a valuable role to play in the
evaluation of options (though certainly some
techniques are more valuable than others).
The attention of the 'eye' is directed towards
certain matters which it might otherwise over-
look. They have a valuable role to play in the
evaluation of options (though certainly some
techniques are more valuable than others).
The Inquiry benefited from an excellent publication
prepared by the New South Wales Planning and
Environment Commission (Mr. Doug Crawford
Landscape Architect), being one of the Appendices
to the Joint Study Report. Part of the analysis
below is substantially derived from that
publication.
prepared by the New South Wales Planning and
Environment Commission (Mr. Doug Crawford
Landscape Architect), being one of the Appendices
to the Joint Study Report. Part of the analysis
below is substantially derived from that
publication.
The techniques which will be examined are:-
- landscape disturbance as demonstrated
by road costing - land capability
- a visual rating system
- the prominence of an area in relating
to surrounding areas
There are many other techniques including
steradians (12). This Inquiry found them
singularly unhelpful. They are complex, obscure,
unintelligible to a lay person, and very limited
besides.
steradians (12). This Inquiry found them
singularly unhelpful. They are complex, obscure,
unintelligible to a lay person, and very limited
besides.
12. Urban
Motorways Project Team, page 48 and
following.
following.
-226-
4.2 Landscape Disturbance as Demonstrated by Road Costing
This is, in some ways, a simplified index of land
capability. The assumption is the greater the road
construction costs (when calculated at a kilometre
rate) the greater the disturbance to the landscape.
In other words the less earthworks there are, the
less drainage there is; the less structures there
are, and the less retaining walls there are, the
less will be the cost of the road per kilometre, and
the less will be the disturbance to the landscape.
The visual disturbance is also likely to be less.
As an approximate guide, this rule of thumb is very
valuable.
4.3 Land Capability
The concept of ‘land capability' was developed by an
American Landscape Architect and Planner Ian McHarg
in a seminal work "Design with Nature" first
published in 1969. The underlying assumption is
that a particular land formation is compatible with
one or more of a number of uses and incompatible with
others. The concept is examined in the chapter of
this Report dealing with 'Ecological Criteria' (13).
4.4 A Visual Rating System
We then come to the first approach taken in the Cooks
River Visual Study (14). This Study adopted the
methodology of the Botany Bay Landscape Study to which
reference was made at the beginning of this chapter (15).
A number of assumptions are made as to what is
visually attractive and what is not. A belief is
expressed that the assumptions reflect popular
opinion. The assumptions adopted for the purposes
of the present study (which differ very slightly
from those adopted in the Botany Bay Visual Study)
were: -
13. page
195.
14. Kyeemagh/Chullora Route Study: Cooks River
Visual Study, Project Report 79/6.
15. The Landscape of Botany Bay – A Visual Study,
S.P.C.C., March, 1979.
14. Kyeemagh/Chullora Route Study: Cooks River
Visual Study, Project Report 79/6.
15. The Landscape of Botany Bay – A Visual Study,
S.P.C.C., March, 1979.
-227-
(i) steep topography is visually more
attractive than flat landscape;
(ii) a natural or parklike environment
is more visually attractive than an
urban environment. Heavy industry
is generally regarded as ugly;
(iii) the presence of water is
perceived
as enhancing the landscape. Further:
as enhancing the landscape. Further:
- the larger the body of water,
the more it enhances the land-
scape;- natural banks are visually more
attractive then steel piling or
concrete lining
(iv) the appreciation of a view is affected
by the activity taking place within it.
by the activity taking place within it.
The methodology involves a number of steps. First, the
area being considered is divided into a number of
landscape units which are described as areas or
precincts 'whose visual characteristics are homogeneous'.
A rating scheme reflecting the assumptions is then
applied to each landscape unit. The criteria for the
rating scheme is diagrammatically represented in Figure 13 .
area being considered is divided into a number of
landscape units which are described as areas or
precincts 'whose visual characteristics are homogeneous'.
A rating scheme reflecting the assumptions is then
applied to each landscape unit. The criteria for the
rating scheme is diagrammatically represented in Figure 13 .
The rating scheme obviously involves a great many
subjective assessments. They range far beyond the
assumptions which have been stated. That is not to say
that the criteria cannot be justified. The scheme does
have the merit of parading ones visual prejudices for al1
to see and criticise.
subjective assessments. They range far beyond the
assumptions which have been stated. That is not to say
that the criteria cannot be justified. The scheme does
have the merit of parading ones visual prejudices for al1
to see and criticise.
The criteria are accompanied by a brief explanation.
That explanation, where the terms may be obscure, is of
assistance, and is as follows:- (16)
That explanation, where the terms may be obscure, is of
assistance, and is as follows:- (16)
Criterion two: structures
It is said that the introduction of
a large structure
such as a new road would not be noticed in a land-
scape already composed of large structures such as
industrial buildings and may complement such a
landscape. Conversely, in a residential area or in
parkland, it will obviously have an adverse effect.
such as a new road would not be noticed in a land-
scape already composed of large structures such as
industrial buildings and may complement such a
landscape. Conversely, in a residential area or in
parkland, it will obviously have an adverse effect.
16. PEC Cooks
River Visual Study, page 31.
-228-
FIGURE 13.
COOKS RIVER
VALLEY VISUAL STUDY
CRITERIA
FOR LANDSCAPE QUALITY
Criterion three: tree cover
The clearing of large areas of trees will reduce
landscape quality. On the other hand landscape
quality may be enhanced by opportunities to
plant trees.
Criterion six: activity
A new road will introduce a new activity to an
area traffic with its attendant noise and fumes.
In an industrial or commercial area this may
hardly be noticed. In a parkland or residential
area it will serve to degrade.
A new road will introduce a new activity to an
area traffic with its attendant noise and fumes.
In an industrial or commercial area this may
hardly be noticed. In a parkland or residential
area it will serve to degrade.
Criterion nine: harmony
A new road may disrupt or enhance the harmony of
a particular landscape, depending upon its
characteristics. A major road may complement
a landscape containing large elements such as
an industrial complex or large bold landforms
in an open rural area. Small scale landscapes,
such as residential areas, conversely, may be
completely disrupted and a road passing through
such areas would tend to divide it into two
separate neighbourhoods.
A new road may disrupt or enhance the harmony of
a particular landscape, depending upon its
characteristics. A major road may complement
a landscape containing large elements such as
an industrial complex or large bold landforms
in an open rural area. Small scale landscapes,
such as residential areas, conversely, may be
completely disrupted and a road passing through
such areas would tend to divide it into two
separate neighbourhoods.
Criteria eight: contrast and ten:
diversity
Contrast and diversity will both tend to be
increased by the addition of a new road though
the extent will depend upon the existing degree
of contrast and diversity.
Contrast and diversity will both tend to be
increased by the addition of a new road though
the extent will depend upon the existing degree
of contrast and diversity.
The author concludes with the following statement:- (17)
"From the above discussion it
can be seen
that a major new road will generally
enhance and improve a landscape which
already contains large structures, quite a
gentle terrain, opportunities for increased
tree planting and is low in contrast and
diversity. It will have its greatest
adverse effect on landscapes of steep
terrain, containing small buildings or none
at all, with areas of heavy tree cover,
large water bodies with natural banks and
generally quiet activities.”
that a major new road will generally
enhance and improve a landscape which
already contains large structures, quite a
gentle terrain, opportunities for increased
tree planting and is low in contrast and
diversity. It will have its greatest
adverse effect on landscapes of steep
terrain, containing small buildings or none
at all, with areas of heavy tree cover,
large water bodies with natural banks and
generally quiet activities.”
There are two distinct questions which arise. First, what
is the visual quality of the existing landscape? The
rating system is certainly helpful in systematically
classifying that landscape. Secondly, is the introduction
of a road likely to degrade that landscape? The criteria
is the visual quality of the existing landscape? The
rating system is certainly helpful in systematically
classifying that landscape. Secondly, is the introduction
of a road likely to degrade that landscape? The criteria
17. PEC Cooks
River Visual Study, page 33.
-230-
give the impression that they are neutral on this
issue. The rating scheme has been devised with an
open mind. The issue may be resolved either way
depending upon the particular area. This is mis-
leading. In reality the dice are loaded. With
criteria one to seven, the introduction of a road
cannot enhance the landscape except by offering
opportunities for tree planting. At best, the
introduction of a road will merge with the background
in those areas which are already classified as ugly,
namely industrial areas and areas afflicted by
industry traffic or smoke.
issue. The rating scheme has been devised with an
open mind. The issue may be resolved either way
depending upon the particular area. This is mis-
leading. In reality the dice are loaded. With
criteria one to seven, the introduction of a road
cannot enhance the landscape except by offering
opportunities for tree planting. At best, the
introduction of a road will merge with the background
in those areas which are already classified as ugly,
namely industrial areas and areas afflicted by
industry traffic or smoke.
It is important to state one's view about whether,
in the context of an urban environment, the introduction
of a road will enhance or degrade the environment.
The degree to which it will do either will depend, no
doubt, upon the factors isolated by the Study.
in the context of an urban environment, the introduction
of a road will enhance or degrade the environment.
The degree to which it will do either will depend, no
doubt, upon the factors isolated by the Study.
In identifying those areas of high visual quality which
are likely to be substantially affected by the road, the
analysis is of great assistance. The map provided as
part of the analysis is included as Figure 14 in this
exposition. Also included is the following table
describing the landscape quality for each option:-
are likely to be substantially affected by the road, the
analysis is of great assistance. The map provided as
part of the analysis is included as Figure 14 in this
exposition. Also included is the following table
describing the landscape quality for each option:-
TABLE 18.
LANDSCAPE QUALITY
Length of new road work in
kilometres
|
|||||
Road option/
Landscape quality |
Low
|
Below average
|
Average
|
Above average
|
High
|
Base Case
|
-
|
-
|
-
|
-
|
-
|
Bexley Road
- (Harrow Road) |
0.4 |
0.4 |
0.6 |
0.3 |
- |
Bexley Road
- (Bestic St.) |
- |
0.2 |
1.1 |
- |
- |
South-Western
|
-
|
1.0
|
0.6
|
1.9
|
4.0
|
Cooks River
|
-
|
1.2
|
1.2
|
7.6
|
1.0
|
-231-
FIGURE 14.
-232-
4.5 The Prominence of an Area in Relation to Surrounding
Areas
Areas
The second technique, also borrowed from the Botany
Bay Visual Study, selected a series of "common,
visually accessib1e public viewing points (21 in all).”
The underlying assumption is stated (18). "The more
often an area is visible from public view points,
the greater its degree of prominence, and therefore,
the greater will be the visual impact of a new road
constructed through it. The less visible a road
becomes the less the visual impact.”
Bay Visual Study, selected a series of "common,
visually accessib1e public viewing points (21 in all).”
The underlying assumption is stated (18). "The more
often an area is visible from public view points,
the greater its degree of prominence, and therefore,
the greater will be the visual impact of a new road
constructed through it. The less visible a road
becomes the less the visual impact.”
Having selected the public viewing points, the
technique then maps whether particular land is visible
once, twice, three times, four times, five times and
more from those viewing points. The following Table
reproduces the results of that survey:-
technique then maps whether particular land is visible
once, twice, three times, four times, five times and
more from those viewing points. The following Table
reproduces the results of that survey:-
TABLE 19.
ZONE OF
PROMINENCE
Length of new road work in
kilometres
|
|||||
Road option/Zone of prominence
|
Visible once
|
Visible twice
|
Visible three times
|
Visible four times
|
Visible five or more times
|
Base Case
|
-
|
-
|
-
|
-
|
-
|
Bexley Road
- (Harrow Road) |
0.2 |
- |
- |
- |
- |
Bexley Road
- (Bestic St.) |
0.2 |
- |
- |
- |
- |
South-Western
|
0.6
|
0.9
|
1.85
|
1.35
|
2.5
|
Cooks River
|
1.2
|
-
|
3.5
|
2.0
|
2.6
|
18. Visual
Study, ibid., page 36.
-233-
Also reproduced is figure 15 which is a map visually
depicting the survey results.
This technique is interesting but again it
camouflages the basic issue. Certainly, we may all
agree that something which is seen far and wide, from
all angles, is likely to have a greater visual impact.
But it can have a favourable or unfavourable visual
impact. If one were to superimpose the Taj Mahal
in Waterworth Park (at the junction of the Wolli Creek
and the Cooks River) we dare say that it would make a
visual impact. A great many would look upon it
favourably. Some, no doubt, would look upon it with
disfavour. Its prominence would not answer the
essential question whether it was viewed with
approbation or disapprobation.
camouflages the basic issue. Certainly, we may all
agree that something which is seen far and wide, from
all angles, is likely to have a greater visual impact.
But it can have a favourable or unfavourable visual
impact. If one were to superimpose the Taj Mahal
in Waterworth Park (at the junction of the Wolli Creek
and the Cooks River) we dare say that it would make a
visual impact. A great many would look upon it
favourably. Some, no doubt, would look upon it with
disfavour. Its prominence would not answer the
essential question whether it was viewed with
approbation or disapprobation.
It seems to this Inquiry that if this technique is to
be useful, a stand must be taken on the aesthetic value
which the prominent structure would have.
be useful, a stand must be taken on the aesthetic value
which the prominent structure would have.
4.6 Visual Aids to Assist the Public
In inquiries in the United Kingdom concerning major
road proposals, a model of the affected area is
prepared more or less as a matter of course. This is
an expensive and time-consuming task. Once available,
however, it provides an invaluable visual aid.
road proposals, a model of the affected area is
prepared more or less as a matter of course. This is
an expensive and time-consuming task. Once available,
however, it provides an invaluable visual aid.
The Inquiry is concerned that the maps which were
circulated did not really depict (except to the trained
eye) the precise impact of a particular option. Those
associated with this Inquiry walked several times along
the proposed routes for each option. In the case of
the South Western Option, before the first inspection,
there was no appreciation of precisely how dramatic the
transformation of the Wolli Creek Valley would be
after the completion of the western carriageway. No
one could fully appreciate the opportunities which
circulated did not really depict (except to the trained
eye) the precise impact of a particular option. Those
associated with this Inquiry walked several times along
the proposed routes for each option. In the case of
the South Western Option, before the first inspection,
there was no appreciation of precisely how dramatic the
transformation of the Wolli Creek Valley would be
after the completion of the western carriageway. No
one could fully appreciate the opportunities which
-234-
FIGURE 15.
FIGURE 15.
-235-
existed to modify the alignment, and thereby
substantially ameliorate environmental and other
impacts. There can be no doubt that members of
the public were similarly oblivious both to the
impact of the South Western Freeway, as originally
proposed, and to the alterations which could be made.
-236-
VII
OPEN SPACE
1. THE ROLE OF OPEN SPACE
1.1 Introduction
Two of the major options being considered by this
Inquiry seriously intrude upon community open
space. They do so, moreover, in an area which is
greatly undernourished in open space. In the
evaluation of each option it will be important to
balance this loss against any transport advantages
said to arise.
Inquiry seriously intrude upon community open
space. They do so, moreover, in an area which is
greatly undernourished in open space. In the
evaluation of each option it will be important to
balance this loss against any transport advantages
said to arise.
To appreciate the nature of the loss we must
understand the role played by open space in
community life. It has a number of distinct
functions. At any one time, for any one individual,
it will fulfil a number of these functions.
understand the role played by open space in
community life. It has a number of distinct
functions. At any one time, for any one individual,
it will fulfil a number of these functions.
1.2 Recreational Role
The most obvious and, in the eyes of some, the
most important function of open space, is the
provision of an area for recreational pursuits.
most important function of open space, is the
provision of an area for recreational pursuits.
Ordinarily open space is classified as either
"active open space" or "passive open space". The
classification is unimportant except in the context
of certain standards which have been set for each.
To understand the differing roles of open space we
must know what is meant by each term. Active open
space (19) is a term used to signify facilities
provided for outdoor sports. It includes ovals
and playing fields. It also includes children’s
playgrounds.
"active open space" or "passive open space". The
classification is unimportant except in the context
of certain standards which have been set for each.
To understand the differing roles of open space we
must know what is meant by each term. Active open
space (19) is a term used to signify facilities
provided for outdoor sports. It includes ovals
and playing fields. It also includes children’s
playgrounds.
Passive open space is the balance: any publicly
owned land which is useful for recreation, but
which cannot be characterised as active open space.
It is, in truth, a misnomer. It may be used for a
owned land which is useful for recreation, but
which cannot be characterised as active open space.
It is, in truth, a misnomer. It may be used for a
19. Sydney
Region Open Space Survey, November, 1975,
page 13.
page 13.
-237-
great many recreational pursuits which themselves
are very strenuous. Perhaps the most common in
recent years is jogging. Bushland reserves, wild-
life sanctuaries, and municipal gardens, are all
classified as passive open space.
are very strenuous. Perhaps the most common in
recent years is jogging. Bushland reserves, wild-
life sanctuaries, and municipal gardens, are all
classified as passive open space.
The provision of open space for recreation is
obviously important. It is said that Australians
are keenly interested in sport. There is an obvious
demand for sporting facilities of one sort or another.
Recreation is a valuable means of relaxation and
social intercourse. Similarly, passive recreation
permits an individual to pursue various interests,
either alone or in company. Canterbury Municipal
Council in its submission stated (20):
obviously important. It is said that Australians
are keenly interested in sport. There is an obvious
demand for sporting facilities of one sort or another.
Recreation is a valuable means of relaxation and
social intercourse. Similarly, passive recreation
permits an individual to pursue various interests,
either alone or in company. Canterbury Municipal
Council in its submission stated (20):
"The value of passive
recreation pursuits
to individual mental and physical well-
being, family and friendship groups
should not be underestimated, just
because it is not organised. It is this
passive open space that will suffer the
greatest inroads in terms of quantity,
existing and potential quality, if the
Wolli Creek or Cooks River roads proceed."
to individual mental and physical well-
being, family and friendship groups
should not be underestimated, just
because it is not organised. It is this
passive open space that will suffer the
greatest inroads in terms of quantity,
existing and potential quality, if the
Wolli Creek or Cooks River roads proceed."
1.3 Educational Role
Open space provides an opportunity for solitude,
for self-exploration, for interaction with others,
and for interaction with nature, according to one's
taste or mood. In an area which is unspoiled, it
may offer the natural habitat of both animals and
birds, and a corresponding joy to those who witness
that habitat.
for self-exploration, for interaction with others,
and for interaction with nature, according to one's
taste or mood. In an area which is unspoiled, it
may offer the natural habitat of both animals and
birds, and a corresponding joy to those who witness
that habitat.
For children there are obvious advantages. The
stimulus to a child's senses and imagination,
through exposure to something other than drab
concrete and bitumen, can foster an interest in,
and concern for, the environment which will serve
the community well as those children pass into
adulthood.
stimulus to a child's senses and imagination,
through exposure to something other than drab
concrete and bitumen, can foster an interest in,
and concern for, the environment which will serve
the community well as those children pass into
adulthood.
20.
Submission of Canterbury Municipal- Council
S.K/C 341, page 33.
S.K/C 341, page 33.
-238-
Mr. Risdale, a resident of Earlwood, spoke
movingly (21) of one child whose imagination had
been fired by the Wolli Creek Valley (the late
Peter Rankin) and who had been prompted to pursue
a career in the natural sciences before his
untimely death in 1979.
movingly (21) of one child whose imagination had
been fired by the Wolli Creek Valley (the late
Peter Rankin) and who had been prompted to pursue
a career in the natural sciences before his
untimely death in 1979.
It was apparent from submissions that the Cooks
River Valley, and especially the Wolli Creek Valley,
are both used by schools (22). Mrs. Elaine
O’Connell, a resident of Riverview Road, Earlwood
gave evidence before the Inquiry on behalf of the
Riverview Road, Earlwood, Community Action
Committee. She said (23):
River Valley, and especially the Wolli Creek Valley,
are both used by schools (22). Mrs. Elaine
O’Connell, a resident of Riverview Road, Earlwood
gave evidence before the Inquiry on behalf of the
Riverview Road, Earlwood, Community Action
Committee. She said (23):
"In the Wolli Creek Valley
there is a
beautiful, natural Girrahween park.
Over the last few years an effort has
been made by the Canterbury Council
to improve this natural bush area.
They have planted more native bushes
and provided play equipment areas and
safe barbecue spots. The Lady of the
Lourdes School, which my two children
attend, take the children to this area
regularly. The children experience
nature, which is a very important part
of their education. During the last
school holidays my children joined the
McCullum Hill Play Group. One of the
group activities they organised was a
bush walk in Girrahween Park. This is
a most precious and rare local recrea-
tional area. It should be free of
resumption and allowed to be encouraged
back to its original, natural,
unpolluted state."
beautiful, natural Girrahween park.
Over the last few years an effort has
been made by the Canterbury Council
to improve this natural bush area.
They have planted more native bushes
and provided play equipment areas and
safe barbecue spots. The Lady of the
Lourdes School, which my two children
attend, take the children to this area
regularly. The children experience
nature, which is a very important part
of their education. During the last
school holidays my children joined the
McCullum Hill Play Group. One of the
group activities they organised was a
bush walk in Girrahween Park. This is
a most precious and rare local recrea-
tional area. It should be free of
resumption and allowed to be encouraged
back to its original, natural,
unpolluted state."
Mrs. Barbara O’Rourke gave evidence (24). Mrs.
O’Rourke is both a resident of Earlwood and a
teacher/librarian at the Undercliffe Public school.
She states:
21. Transcript
of Earlwood Branch, A.L.P., 15th
October, 1979, page 51.
22. Transcript of Mr. Thomas Muir, 2nd October,
1979, page 14.
23. Transcript, 25th September, 1979, page 5.
24. Earlwood Branch, A.L.P., 15th October, 1979,
page 9 and 11.
October, 1979, page 51.
22. Transcript of Mr. Thomas Muir, 2nd October,
1979, page 14.
23. Transcript, 25th September, 1979, page 5.
24. Earlwood Branch, A.L.P., 15th October, 1979,
page 9 and 11.
-239-
"The pupils of this school use
the
Cooks River and the Wolli Creek for
study and recreation. We recently
applied for and received a grant
from the Schools Commission to do
an in-depth study of the Cooks River
Valley involving the whole school.
At the end of each term all pupils
walk down to Steel Park for a sausage
sizzle. This park and many others
along the river bank would change
in character and attractiveness. As
there is lack of space in our school
playground, Friday games are played
in a reserve at the bottom of Wavelle
Parade near the proposed South-West
route. Organised sport is played at
Beaman Park."
Cooks River and the Wolli Creek for
study and recreation. We recently
applied for and received a grant
from the Schools Commission to do
an in-depth study of the Cooks River
Valley involving the whole school.
At the end of each term all pupils
walk down to Steel Park for a sausage
sizzle. This park and many others
along the river bank would change
in character and attractiveness. As
there is lack of space in our school
playground, Friday games are played
in a reserve at the bottom of Wavelle
Parade near the proposed South-West
route. Organised sport is played at
Beaman Park."
1.4 Safety of Children
The Commonwealth Bureau of Roads in August, 1975
completed a study entitled "Small Open Spaces in
Urban Areas". The focus was primarily upon urban
areas less than one hectare. Those using the
recreational areas were both observed and inter-
viewed. The sample was fairly small (1,096 in the
case of Sydney) (25) and care must be exercised in
making generalisations based upon the results.
However the figures are interesting. Approximately
twenty five percent of the people observed were
using small open spaces in some way associated with
a local road (whether a nature-strip, a median-strip,
the road space itself, a parking area or the shopping
area). The figures were:
completed a study entitled "Small Open Spaces in
Urban Areas". The focus was primarily upon urban
areas less than one hectare. Those using the
recreational areas were both observed and inter-
viewed. The sample was fairly small (1,096 in the
case of Sydney) (25) and care must be exercised in
making generalisations based upon the results.
However the figures are interesting. Approximately
twenty five percent of the people observed were
using small open spaces in some way associated with
a local road (whether a nature-strip, a median-strip,
the road space itself, a parking area or the shopping
area). The figures were:
- vacant lots 6.8%
- parks 36.9%
- reserves (i.e, small undeveloped
areas along creeks etc.) 15% - playgrounds 15.9%
- construction sites 0.6%
- other 0.1%
- road associated spaces (nature
strips, medians etc.) 24.7%
25. "Small
Open Spaces in Urban Areas", page 6.
-240-
The authors conclude (26):
"The results above indicate
considerable
use of roads and road-associated spaces
for children's play. This obviously
raises issues about safety. Sufficient
evidence exists to indicate that this
behaviour does represent a major hazard."
use of roads and road-associated spaces
for children's play. This obviously
raises issues about safety. Sufficient
evidence exists to indicate that this
behaviour does represent a major hazard."
Statistics are then given. Accidents are the most
common cause of death amongst children.
common cause of death amongst children.
TABLE 20.
DEATH BY
ACCIDENT OF CHILDREN
(as a % of all deaths in age group)
(as a % of all deaths in age group)
0-4 Years
|
5-9 Years
|
10-14 Years
|
|
Motor
vehicle/pedestrian accidents
|
4.5
|
16.0
|
7.2
|
Other motor
vehicle accidents
|
6.7
|
13.3
|
21.2
|
All
accidents
|
33.1
|
47.4
|
47.5
|
Source: Australian Bureau of Statistics: Cause
of Death, 1971.
of Death, 1971.
The picture is, in fact, much worse than these
statistics would suggest, bad as they are. Fatal
accidents are a very small proportion of the total
number of accidents. It would appear, for instance,
that fatalities as a result of bicycle accidents
make up only 5% of the accidents in which bicycles
are involved.
statistics would suggest, bad as they are. Fatal
accidents are a very small proportion of the total
number of accidents. It would appear, for instance,
that fatalities as a result of bicycle accidents
make up only 5% of the accidents in which bicycles
are involved.
It is obviously important that children have
available adequate open space which is reasonably
accessible. If they do not, recreation will not
cease. It will simply transfer to the road, and the
number of accidents will rise.
available adequate open space which is reasonably
accessible. If they do not, recreation will not
cease. It will simply transfer to the road, and the
number of accidents will rise.
26. ibid.,
page l6.
-241-
1.5 Open Space Gives Identity to a Local Area
The submissions created the strong impression that
the suburbs which flank the Cooks River Valley, and
the Wolli Creek Valley, very much identify with
those areas. A moment’s reflection makes it
obvious that this should be so. In the nature of
things, there is a certain monotony about suburbia
wherever it occurs. Perhaps the monotony is the
greater in Sydney (at least on the southern side
of the harbour) because a substantial proportion of
the development took place at approximately the same
time. The green spaces, and more especially those
which are largely in their natural state, become the
refuge of the imagination. Children spend their
childhood exploring them. They accumulate memories
concerning their peculiar features. Inexorably
they become part of those children, and their identity.
the suburbs which flank the Cooks River Valley, and
the Wolli Creek Valley, very much identify with
those areas. A moment’s reflection makes it
obvious that this should be so. In the nature of
things, there is a certain monotony about suburbia
wherever it occurs. Perhaps the monotony is the
greater in Sydney (at least on the southern side
of the harbour) because a substantial proportion of
the development took place at approximately the same
time. The green spaces, and more especially those
which are largely in their natural state, become the
refuge of the imagination. Children spend their
childhood exploring them. They accumulate memories
concerning their peculiar features. Inexorably
they become part of those children, and their identity.
An Alderman with the Canterbury Council, Mr. James
Pearce, gave the following evidence (27):
Pearce, gave the following evidence (27):
"I went to Our Lady of Lourdes
on the
hill there and you know I spend probably
the best part of my early years at school
play time down in Girrahween Park itself.
We used to call it the gully and to me it
has a great sentimental attachment and
it's amazing to me that I can go there on
a Sunday afternoon and I can walk in from
the barbecue area about 30 or 40 or 50
yards and it looks like it was when I was
6 or 7 years of age. It’s survived fairly
well untouched, probably in some ways
because it hasn't been fully appreciated
by the residents and they haven't used it
as much, but it is wonderful and it has
to me a great - I can sort of relive my
younger days down there."
hill there and you know I spend probably
the best part of my early years at school
play time down in Girrahween Park itself.
We used to call it the gully and to me it
has a great sentimental attachment and
it's amazing to me that I can go there on
a Sunday afternoon and I can walk in from
the barbecue area about 30 or 40 or 50
yards and it looks like it was when I was
6 or 7 years of age. It’s survived fairly
well untouched, probably in some ways
because it hasn't been fully appreciated
by the residents and they haven't used it
as much, but it is wonderful and it has
to me a great - I can sort of relive my
younger days down there."
Later the following was said:
"Now I may just be lucky that I
have areas
that have memories that have stayed the
way they are because certainly in our
developing society, you know, that's a
bit freakish. But they do all have those
memories to them and I couldn't let a
Commission take place and a road be built
if I didn't at least say that that’s how
I feel about it."
that have memories that have stayed the
way they are because certainly in our
developing society, you know, that's a
bit freakish. But they do all have those
memories to them and I couldn't let a
Commission take place and a road be built
if I didn't at least say that that’s how
I feel about it."
27. Transcript
2/11/79, Canterbury Council, pages 27-28.
-242-
It is this identification with an area which
planners seek to foster by the creation of green
spaces. In the planning scheme for the County of
Cumberland the following is said (28):
"Planning of open space aims
not only
to meet requirements for recreation but
also to help establish the identity of
our districts. These are the two func-
tions of the district open space system.
It exploits suitable physical features
in existing or proposed urban areas and
generally follows "lines of weakness" -
natural depressions, gullies, watercourses
and areas of depressed housing."
to meet requirements for recreation but
also to help establish the identity of
our districts. These are the two func-
tions of the district open space system.
It exploits suitable physical features
in existing or proposed urban areas and
generally follows "lines of weakness" -
natural depressions, gullies, watercourses
and areas of depressed housing."
1.6 The Scenic Value of Open Space
Surroundings affect our moods. It is the very
craving for trees, and relief from the monotony of
red roofs, that drives many people to the outskirts
of the metropolitan area. Open spaces, therefore,
provide relief from urbanization. Ms. Kay Ewin of
the Bardwell Park Community Resources Centre put
the matter this way (speaking of Girrahween Park) (29):
craving for trees, and relief from the monotony of
red roofs, that drives many people to the outskirts
of the metropolitan area. Open spaces, therefore,
provide relief from urbanization. Ms. Kay Ewin of
the Bardwell Park Community Resources Centre put
the matter this way (speaking of Girrahween Park) (29):
"Apart from the actual number
of people
who set foot in that area, it is visible
from many of the houses and from many of
the roads around..that visual relief is
very important, it is not just a matter
of how many people actually walk in there,
but the visual and environmental relief
it provides from the urban areas around."
who set foot in that area, it is visible
from many of the houses and from many of
the roads around..that visual relief is
very important, it is not just a matter
of how many people actually walk in there,
but the visual and environmental relief
it provides from the urban areas around."
The North Shore is very much more fortunate than
the southern side of the harbour. Physically, it
was simply not possible to develop substantial
portions of the North Shore because of the land and
rock formations. Developers were confined to areas
which were either flat or undulating. Considerable
areas of open space were spared.
the southern side of the harbour. Physically, it
was simply not possible to develop substantial
portions of the North Shore because of the land and
rock formations. Developers were confined to areas
which were either flat or undulating. Considerable
areas of open space were spared.
28. Planning
Scheme for the County of Cumberland
N.S.W., 1948, page 140.
29. Community Resources Centre, Bardwell Park,
Transcript 25th September, 1979, page 51.
N.S.W., 1948, page 140.
29. Community Resources Centre, Bardwell Park,
Transcript 25th September, 1979, page 51.
-243-
The process of development on the southern side of
the harbour is accurately summarized by the Cooks
River Environment Survey and Landscape Design (30)
when they say:
"Urbanization came swiftly to
the shallow
valley of Cooks River. The effect has
been devastating. The only open areas
that remain are those which, by virtue
of topography and soil conditions, could
not be easily developed. That open space
exists at all is due, not to man’s forward
planning, but to his inability to completely
conquer the river. The open space in the
valley results from inability to develop
and reclamation.. Wolli and Bardwell
Creeks are the only remaining 'natural'
areas, and this was due to the land form
and the swampy nature of the ground which
prevented earlier development."
valley of Cooks River. The effect has
been devastating. The only open areas
that remain are those which, by virtue
of topography and soil conditions, could
not be easily developed. That open space
exists at all is due, not to man’s forward
planning, but to his inability to completely
conquer the river. The open space in the
valley results from inability to develop
and reclamation.. Wolli and Bardwell
Creeks are the only remaining 'natural'
areas, and this was due to the land form
and the swampy nature of the ground which
prevented earlier development."
1.7 Intrinsic Interest and Beauty
Quite apart from this, many areas of open space have
an intrinsic interest and beauty. A separate chapter
of this Report deals with ecological criteria. The
Wolli Creek Valley is described in some detail. There
can be no doubt that it is a significant environmental
asset. Much of its potential has yet to be realised,
and the same can be said of the Cooks River Valley
system.
an intrinsic interest and beauty. A separate chapter
of this Report deals with ecological criteria. The
Wolli Creek Valley is described in some detail. There
can be no doubt that it is a significant environmental
asset. Much of its potential has yet to be realised,
and the same can be said of the Cooks River Valley
system.
2. CHANGING ATTITUDES TO OPEN SPACE
2.1 Before the Cumberland Scheme 1948
The report of the Planning Scheme for the County of
Cumberland was presented in 1948. It is a fascina-
ting document. It was this document, and the
legislation which embodies its principles, which
established the road corridors with which the
present Inquiry is concerned.
Cumberland was presented in 1948. It is a fascina-
ting document. It was this document, and the
legislation which embodies its principles, which
established the road corridors with which the
present Inquiry is concerned.
Were the authors of the County of Cumberland Planning
Scheme philistines who were simply unaware of the
community's need for open space? A careful reading
Scheme philistines who were simply unaware of the
community's need for open space? A careful reading
30. Cooks River
Environment Survey and Landscape
Design, page 119.
Design, page 119.
-244-
of the document makes it clear that this was far
from the case. The report is mindful of the value
of open space. It is painfully aware of the
mistakes made in the past. The following passage
is long but it serves to underline the concern for
open space and the way in which attitudes have
changed (31):
from the case. The report is mindful of the value
of open space. It is painfully aware of the
mistakes made in the past. The following passage
is long but it serves to underline the concern for
open space and the way in which attitudes have
changed (31):
"Deficiency of open space, one
of the most
outstanding defects of present development
in the County, is due largely to changing
conception of outdoor recreation and the
part it plays in daily life. There is a
general tendency to be critical of the
failure of previous generations to provide
adequate facilities for present-day recreation.
It should be realised that what is a deficient
area today was probably considered adequate
during the County's early development. Then,
the people enjoyed comparatively little
leisure, for six days of the week were spent
in earning a living. Limited transport
facilities confined them to their homes or
adjacent locality; they certainly did not
allow for a rush to the beaches on summer
mornings or permit the international and
interstate competition which is greatly
publicised sport; more over, the need for
physical exercise was not greatly recognised.
outstanding defects of present development
in the County, is due largely to changing
conception of outdoor recreation and the
part it plays in daily life. There is a
general tendency to be critical of the
failure of previous generations to provide
adequate facilities for present-day recreation.
It should be realised that what is a deficient
area today was probably considered adequate
during the County's early development. Then,
the people enjoyed comparatively little
leisure, for six days of the week were spent
in earning a living. Limited transport
facilities confined them to their homes or
adjacent locality; they certainly did not
allow for a rush to the beaches on summer
mornings or permit the international and
interstate competition which is greatly
publicised sport; more over, the need for
physical exercise was not greatly recognised.
Today, working hours have been
considerably
shortened, and for most people the weekend
offers two clear days of leisure. Interest
in sport, if only as relaxation rather than
activity, is almost universal. Outdoor
recreation is accepted as an essential to
the maintenance of good health and to relieve
the strain of modern living and work. Motor
cars, good roads, fast trains and buses, have
converted the journey to pleasure resorts
from what was once a weekend or annual
holiday to an everyday instance...The
introduction of the forty-hour week is
considered to be a great social gain. The
benefit will be almost completely nullified
if steps are not taken to provide adequate
means (which must be largely in the form of
open space) for enjoyment of the increased
leisure provided by the shorter working week."
shortened, and for most people the weekend
offers two clear days of leisure. Interest
in sport, if only as relaxation rather than
activity, is almost universal. Outdoor
recreation is accepted as an essential to
the maintenance of good health and to relieve
the strain of modern living and work. Motor
cars, good roads, fast trains and buses, have
converted the journey to pleasure resorts
from what was once a weekend or annual
holiday to an everyday instance...The
introduction of the forty-hour week is
considered to be a great social gain. The
benefit will be almost completely nullified
if steps are not taken to provide adequate
means (which must be largely in the form of
open space) for enjoyment of the increased
leisure provided by the shorter working week."
(emphasis
added)
31. ibid.,
page 134.
-245-
Mr. Thomas Muir, a resident of Beverly Hills, gave
evidence before the Inquiry. He outlined the many
features of the Wolli Creek which make it unthinkable,
in his eyes, that it should be sacrificed. He said (32):
"Now maybe thirty years ago
when the area
was set aside they could have bulldozed
through there and nobody would have said
anything.
was set aside they could have bulldozed
through there and nobody would have said
anything.
The times have changed dramatically and
certainly it is a priceless part of the
local environment that is still remaining
there and my contention is that it should
remain there."
Certainly, a militancy has infected the community on
matters concerning the environment. That is not to
say that encroachments upon the environment, even
thirty years ago, would not have been resented. The
following was said in the County of Cumberland Report (33):
matters concerning the environment. That is not to
say that encroachments upon the environment, even
thirty years ago, would not have been resented. The
following was said in the County of Cumberland Report (33):
"There has been increasing
public indig-
nation against this filching (referring
to the alienation of portion of Centennial
park formerly the “Sydney Common”) of
open space, and now even reasonable
alienations of the smaller sections made
in the public interest are bitterly
contested.”
nation against this filching (referring
to the alienation of portion of Centennial
park formerly the “Sydney Common”) of
open space, and now even reasonable
alienations of the smaller sections made
in the public interest are bitterly
contested.”
That was a time when the public thought that planners
knew best. That time has passed. There was a time
when the public may have bitterly resented the aliena-
tion of open space, but said nothing about it. That
time has also passed. Education, and with it, an
appreciation of the frailty of human beings and ‘master
plans', together with a heightened awareness of the
environment, have brought about a healthy questioning
of decisions said to be in the 'public interest’.
knew best. That time has passed. There was a time
when the public may have bitterly resented the aliena-
tion of open space, but said nothing about it. That
time has also passed. Education, and with it, an
appreciation of the frailty of human beings and ‘master
plans', together with a heightened awareness of the
environment, have brought about a healthy questioning
of decisions said to be in the 'public interest’.
2.2 The County of Cumberland Plan 1948
We have demonstrated already that those responsible
for the County of Cumberland plan were certainly
for the County of Cumberland plan were certainly
32.
Transcript 2nd October, 1979, page 17.
33. Panning Scheme for the County of Cumberland
Report, page 135.
33. Panning Scheme for the County of Cumberland
Report, page 135.
-246-
conscious that open space was desirable. Indeed,
in their conclusion, they boldly state their aim
in language more elegant than one would dare use
these days (34):
"The aim, however, is clear.
It is to
capture that affinity with Nature which
gave contentment and stability to
communities before the industrial revolu-
tion; to restore, on a scale befitting a
great metropolis, the happiest features
of the common and the village green."
capture that affinity with Nature which
gave contentment and stability to
communities before the industrial revolu-
tion; to restore, on a scale befitting a
great metropolis, the happiest features
of the common and the village green."
How is it then, that they sanctioned the utilisation
of valuable wedges of green space in an area almost
denuded of trees? Why did they not superimpose their
corridors elsewhere? The answer can be found by
examining precisely what they proposed. First, they
borrowed the concept of a greenbelt which had emerged
from the work of Sir Patrick Abercrombie and other
British planners during the latter part of Word War
II (35). The green-belt was defined (36) as a strip
of open country, of uneven width, surrounding the
urban districts and lying generally on the outer-
fringe of the existing built-up and partly built-up
areas. In part the green-belt was aimed at bringing
fresh air and unspoilt countryside within reach of
as many urban-dwellers as possible (37).
of valuable wedges of green space in an area almost
denuded of trees? Why did they not superimpose their
corridors elsewhere? The answer can be found by
examining precisely what they proposed. First, they
borrowed the concept of a greenbelt which had emerged
from the work of Sir Patrick Abercrombie and other
British planners during the latter part of Word War
II (35). The green-belt was defined (36) as a strip
of open country, of uneven width, surrounding the
urban districts and lying generally on the outer-
fringe of the existing built-up and partly built-up
areas. In part the green-belt was aimed at bringing
fresh air and unspoilt countryside within reach of
as many urban-dwellers as possible (37).
Secondly, they advocated the acquisition of a number
of areas and their conversion to green space.
Specifically, in the context of the options under
consideration by this Inquiry, there were to be a
series of parks following the Johnstons Creek through
Marrickville.
of areas and their conversion to green space.
Specifically, in the context of the options under
consideration by this Inquiry, there were to be a
series of parks following the Johnstons Creek through
Marrickville.
Thirdly, they reconciled the transport demands of the
Sydney they envisaged with its open space demands, by
a new concept in highway planning which had been used
successfully in New York, and which was called "The
Parkway".
Sydney they envisaged with its open space demands, by
a new concept in highway planning which had been used
successfully in New York, and which was called "The
Parkway".
34. ibid.,
page 149.
35. "Planning and People" - An Introduction to Urban
Planning in Australia, page 42.
36. County of Cumberland Report, page 147.
37. "The Great Experiment", Denis Winston, page 45.
35. "Planning and People" - An Introduction to Urban
Planning in Australia, page 42.
36. County of Cumberland Report, page 147.
37. "The Great Experiment", Denis Winston, page 45.
-247-
Nowadays such a road would be referred to as a
freeway. It was a new concept in 1948 in Australia
and involved a belt of open space on either side of
a road, which would be landscaped and available to
the public for recreational uses.
freeway. It was a new concept in 1948 in Australia
and involved a belt of open space on either side of
a road, which would be landscaped and available to
the public for recreational uses.
2.3 Planning After 1948
The green-belt concept was abandoned in the late
1950s. The Sydney Region Outline Plan published
in March 1968 by the State Planning Authority of
New South Wales, summarized the fate of the other
open space proposals (38):
1950s. The Sydney Region Outline Plan published
in March 1968 by the State Planning Authority of
New South Wales, summarized the fate of the other
open space proposals (38):
"Since 1948, rising land
values, lack
of funds and the widespread pressures
of urban expansion, have resulted in
a steady reduction in the original
County Scheme open space proposals."
of funds and the widespread pressures
of urban expansion, have resulted in
a steady reduction in the original
County Scheme open space proposals."
The Outline Plan made a number of proposals to add to
the national parks, and to assess by means of survey,
the open space needs of the metropolitan area. It
adhered to the concept of "parkways”. The following
comment is taken from the Report (39):
the national parks, and to assess by means of survey,
the open space needs of the metropolitan area. It
adhered to the concept of "parkways”. The following
comment is taken from the Report (39):
"Other important open spaces
are to be
provided by the open corridors between
and through the new urban areas..Since
the visual character of large cities is
gauged to a considerable extent as is
seen in movement along the regional
highway networks, these should as far
as possible be designed as parkways,
with special planning considerations
given to the views of the town-scape
seen from the highway."
provided by the open corridors between
and through the new urban areas..Since
the visual character of large cities is
gauged to a considerable extent as is
seen in movement along the regional
highway networks, these should as far
as possible be designed as parkways,
with special planning considerations
given to the views of the town-scape
seen from the highway."
The Outline Plan retained both the South-Western
route and the Cooks River Route which were to be
developed in this way.
route and the Cooks River Route which were to be
developed in this way.
Elsewhere in this Report we have commented upon the
phenomenon which came to be known in the early 1970s
as the "freeway revolt”. We will not repeat those
comments here. It manifested a particular view,
which may or may not have been the majority view, by
phenomenon which came to be known in the early 1970s
as the "freeway revolt”. We will not repeat those
comments here. It manifested a particular view,
which may or may not have been the majority view, by
38. Sydney
Region Outline Plan, page 52.
39. Sydney Region Outline Plan, page 53.
39. Sydney Region Outline Plan, page 53.
-248-
questioning whether freeways were appropriate in
an urban setting.
an urban setting.
2.4 Factors Identified as Affecting Changed Attitudes to
Open Space
Open Space
The extracts from various reports provide some of the
reasons for changes in the community’s perception of
its open space needs.
First, the increase in population imposed a strain upon
the open space resources which were, in 1948, already
thought to be inadequate. The increase in population
after 1948 was partly accommodated on the outer fringes
of the city. There was nonetheless an additional strain
upon what might be termed "district open space” or
"regional open space". In classical planning terms, a
distinction is drawn between open space which is purely
local in character - small parks, plots of land, swings
and so on - and open space which serves a regional
function because people come from far and wide to
enjoy what it has to offer. Centennial Park and the
many Sydney beaches are examples. An increase in
population, wherever it is accommodated, will impose a
strain upon regional open space unless it too expands
at a corresponding rate.
the open space resources which were, in 1948, already
thought to be inadequate. The increase in population
after 1948 was partly accommodated on the outer fringes
of the city. There was nonetheless an additional strain
upon what might be termed "district open space” or
"regional open space". In classical planning terms, a
distinction is drawn between open space which is purely
local in character - small parks, plots of land, swings
and so on - and open space which serves a regional
function because people come from far and wide to
enjoy what it has to offer. Centennial Park and the
many Sydney beaches are examples. An increase in
population, wherever it is accommodated, will impose a
strain upon regional open space unless it too expands
at a corresponding rate.
Further, much of the population expansion was accommo-
dated in the inner-city suburbs by means of redevelop-
ment and high-rise development.
dated in the inner-city suburbs by means of redevelop-
ment and high-rise development.
The rate of open space per head of population fell.
Affluence affected attitudes to leisure. Leisure
demanded recreational facilities. People could afford
to indulge in hobbies and sports, in power boats, in
surfing, in hang-gliding, and the many other activities
which human ingenuity has been able to devise.
demanded recreational facilities. People could afford
to indulge in hobbies and sports, in power boats, in
surfing, in hang-gliding, and the many other activities
which human ingenuity has been able to devise.
The County of Cumberland Scheme trumpeted the forty-
hour week as a social triumph. White collar workers
hour week as a social triumph. White collar workers
-249-
today, by and large, work a thirty-five hour week.
To the chagrin of some, certain trade unions have
recently begun a campaign for a thirty-five hour
week. Increased leisure time demands increased
leisure space.
To the chagrin of some, certain trade unions have
recently begun a campaign for a thirty-five hour
week. Increased leisure time demands increased
leisure space.
Education has made its contribution. In broadening
the tastes and interests of the community, needs
are created which must then be satisfied. Their
satisfaction in many cases demand space.
the tastes and interests of the community, needs
are created which must then be satisfied. Their
satisfaction in many cases demand space.
Immigration has changed the face of Sydney. Immigrants
have brought their own culture and customs. Europeans
often seem to spend more time in restaurants, in
cafes, on village greens and in parks than was the
case in Sydney in the 1950s. They have continued
those customs in this country. They have, moreover,
infected the local population with the same gregarious
joy, and Australia is the better for it.
have brought their own culture and customs. Europeans
often seem to spend more time in restaurants, in
cafes, on village greens and in parks than was the
case in Sydney in the 1950s. They have continued
those customs in this country. They have, moreover,
infected the local population with the same gregarious
joy, and Australia is the better for it.
Mobility is obviously an important factor. It has
changed people's attitudes to leisure, and open
space. People were previously confined to an area
accessible by walking or by public transport. Now
they are able to range far more widely.
changed people's attitudes to leisure, and open
space. People were previously confined to an area
accessible by walking or by public transport. Now
they are able to range far more widely.
And there may be other changes in the wind. It is
suggested that the energy crisis will have an effect
upon leisure and upon open space. Ms. Kay Ewin from
the Community Resources Centre, Bardwell park (40)
said in evidence:
suggested that the energy crisis will have an effect
upon leisure and upon open space. Ms. Kay Ewin from
the Community Resources Centre, Bardwell park (40)
said in evidence:
"EWIN: And the
community is aware and sure
that there is a major change of social
activity in social life inherent in the
fuel crisis; that our lives in ten years’
time will be substantially different in
many respects, than they are now. In
terms of cost to families for various
activities, alteration of mobility, it
must affect people's social, sporting
recreation activities, when they can no
longer afford to make long and extensive
trips. I mean, you won’t travel two hundred
that there is a major change of social
activity in social life inherent in the
fuel crisis; that our lives in ten years’
time will be substantially different in
many respects, than they are now. In
terms of cost to families for various
activities, alteration of mobility, it
must affect people's social, sporting
recreation activities, when they can no
longer afford to make long and extensive
trips. I mean, you won’t travel two hundred
40.
Transcript 25th September, 1979, page 39.
-250-
miles for a canoe trip. In the
future
it will (be) outside the range of a
family outing."
it will (be) outside the range of a
family outing."
There is greater awareness of the nexus between
exercise, fresh air, and good health. Ten years
ago a person jogging on a suburban street would
have been thought positively eccentric. Today it
is commonplace. It would be positively eccentric
to remark upon it. The conversion of the populous
to leisure activities, such as jogging, itself has
a significant effect upon attitudes to leisure and
open space. Each jogger, as it were, becomes an
evangelist for the environment, for open space and
for the benefits of leisure.
exercise, fresh air, and good health. Ten years
ago a person jogging on a suburban street would
have been thought positively eccentric. Today it
is commonplace. It would be positively eccentric
to remark upon it. The conversion of the populous
to leisure activities, such as jogging, itself has
a significant effect upon attitudes to leisure and
open space. Each jogger, as it were, becomes an
evangelist for the environment, for open space and
for the benefits of leisure.
3. THE ADEQUACY OF OPEN SPACE
3.1 Relevant Variables
The demands likely to be imposed on an area of
open space will depend primarily on population but
also upon the following:
open space will depend primarily on population but
also upon the following:
First, the age structure of an area is important.
The demand for passive open space is not limited
to a particular age group. Active open space, on
the other hand, is likely to be limited to that
proportion of the population between the ages of
say five years and twenty-nine years.
The demand for passive open space is not limited
to a particular age group. Active open space, on
the other hand, is likely to be limited to that
proportion of the population between the ages of
say five years and twenty-nine years.
Secondly, residential density is important. The
crowded inner-city areas obviously have a far
higher density than the more spacious homes to be
found at Strathfield.
crowded inner-city areas obviously have a far
higher density than the more spacious homes to be
found at Strathfield.
Thirdly, the proportion of the population in flats
or home-units is likely to have a bearing. Mrs.
Finnane, a member of the Cooks River Valley
Association and a resident of Earlwood, stated in
evidence (41):
or home-units is likely to have a bearing. Mrs.
Finnane, a member of the Cooks River Valley
Association and a resident of Earlwood, stated in
evidence (41):
41. 8th
October, 1979, Cooks River Valley
Association, page 23.
Association, page 23.
-251-
"The parks along its (the
Cooks River's)
banks are marvellous and irreplaceable
places for recreation and relaxation.
Ewen Park is extensively and increasingly
used both during the week and at the
weekends by local residents. It is
significant that the use of this area
has recently increased, seemingly in
proportion to the number of units
constructed in the area. The play and
barbecue sections of the park can be
readily appreciated as offering to local
families the space to entertain and relax
that is impossible in any unit block.
banks are marvellous and irreplaceable
places for recreation and relaxation.
Ewen Park is extensively and increasingly
used both during the week and at the
weekends by local residents. It is
significant that the use of this area
has recently increased, seemingly in
proportion to the number of units
constructed in the area. The play and
barbecue sections of the park can be
readily appreciated as offering to local
families the space to entertain and relax
that is impossible in any unit block.
Ewen Park and other such areas
along
the northern bank of the river would
be totally ruined as places of quiet
and beauty if a four-laned highway or
access road of any kind should be
constructed on the southern banks.”
the northern bank of the river would
be totally ruined as places of quiet
and beauty if a four-laned highway or
access road of any kind should be
constructed on the southern banks.”
Fourthly, the percentage of the population owning
their home is important. There is a tendency for
people who own their home to spend a good deal of
their leisure time maintaining and improving it.
their home is important. There is a tendency for
people who own their home to spend a good deal of
their leisure time maintaining and improving it.
Fifthly, car ownership is a significant variable.
The availability of a car obviously creates many
more opportunities for leisure and recreational
activities further afield. Those without a car
are more likely to use local parks.
The availability of a car obviously creates many
more opportunities for leisure and recreational
activities further afield. Those without a car
are more likely to use local parks.
These are all factors which are likely to accentuate
or diminish the demand for recreational facilities,
whether active or passive.
or diminish the demand for recreational facilities,
whether active or passive.
In many cases local government boundaries are not
the best guide to the availability of open space
resources. They are, after all, a more or less
arbitrary division for administrative purposes.
When assessing a particular community in relation
to the open space available, the open space available
in surrounding local government areas may also be
important.
the best guide to the availability of open space
resources. They are, after all, a more or less
arbitrary division for administrative purposes.
When assessing a particular community in relation
to the open space available, the open space available
in surrounding local government areas may also be
important.
-252-
3.2 Standards
The Cumberland Planning Scheme (42) felt that
the 'desirable standard' for district open space
needs was as follows:
the 'desirable standard' for district open space
needs was as follows:
- 6 acres per 1,000 population
consisting of:- 2¼ acres of sports fields;
3 acres for rest parks;
three-quarter acre for
children’s playgrounds- a further 4 acres per 1,000
population for golf courses
(public and private), bringing
the aggregate standard to 10
acres per 1,000 population.
At that time the British standard varied between
6 acres and 9 ½ acres per 1,000 population. Ten
acres is the equivalent of 4.047 hectares.
6 acres and 9 ½ acres per 1,000 population. Ten
acres is the equivalent of 4.047 hectares.
The Planning and Environment Commission conducted
a survey or open space in 1975. In the course of
that survey it stated that the desirable standard
was 2.85 hectares (7 acres) per 1,000 population
of which 1.21 hectares should be active open space
and 1.6 hectares passive open space.
a survey or open space in 1975. In the course of
that survey it stated that the desirable standard
was 2.85 hectares (7 acres) per 1,000 population
of which 1.21 hectares should be active open space
and 1.6 hectares passive open space.
In many cases this standard was applied by local
councils in exercising their discretion under
Section 333 of the Local Government Act. That
section gave Council power, when giving development
approval, to acquire a portion of land to be sub-
divided as a public reserve (or an equivalent
sum in money).
councils in exercising their discretion under
Section 333 of the Local Government Act. That
section gave Council power, when giving development
approval, to acquire a portion of land to be sub-
divided as a public reserve (or an equivalent
sum in money).
In 1972 the total provision for open space ranged
from 0.68 hectares per 1,000 population in South
Sydney to 8.74 hectares per 1,000 population in
Campbelltown.
from 0.68 hectares per 1,000 population in South
Sydney to 8.74 hectares per 1,000 population in
Campbelltown.
42. The Planning
Scheme for the County of
Cumberland Report, page 136.
Cumberland Report, page 136.
-253-
The differences are far more dramatic than these
figures would suggest. The planning convention
adopted is to omit important regional open spaces
from the calculation. National parks which
surround Sydney, and which are readily accessible
to residents in the outer suburbs, do not form
part of the open space calculation. This convention
underlines the relative poverty of the older suburbs,
surrounding the Central Business District of Sydney.
3.3 The Relative Poverty of Local Government Areas
Affected by the Options
Affected by the Options
The Commonwealth Bureau of Roads in conjunction
with the Total Environment Centre surveyed in July,
1975 the open space available throughout Sydney (43).
In a supplement to that report prepared in February,
1976 the demand factors for open space were calculated
for each local government area. In respect of each
such area the following statistics were taken out:
with the Total Environment Centre surveyed in July,
1975 the open space available throughout Sydney (43).
In a supplement to that report prepared in February,
1976 the demand factors for open space were calculated
for each local government area. In respect of each
such area the following statistics were taken out:
(i) a proportion of the population
who did not own their own home
(ii) a proportion of the population
who lived in flats
(iii) a proportion of the population
who lived in dwellings without
cars
(iv) the natural area per 1,000 head
of population
(v) the total open space per 1,000
population
(vi) the passive open space per 1,000
population
(vii) active open space per 1,000
population
who did not own their own home
(ii) a proportion of the population
who lived in flats
(iii) a proportion of the population
who lived in dwellings without
cars
(iv) the natural area per 1,000 head
of population
(v) the total open space per 1,000
population
(vi) the passive open space per 1,000
population
(vii) active open space per 1,000
population
The natural areas per 1,000 population referred to
areas of "natural significance" such as bushland,
natural foreshore and cliffs.
areas of "natural significance" such as bushland,
natural foreshore and cliffs.
43. Survey
of Large Open Spaces in Sydney,
Commonwealth Bureau of Roads.
Commonwealth Bureau of Roads.
-254-
The exposition does serve to underline the paucity
of open space in the suburbs on either side of the
Cooks River Valley. Those suburbs on the eastern
side of the South-Western option are somewhat better
off, though they are far from rich in open space.
It is worthwhile to extract the figures. There
were forty local government areas including the
City of Sydney.
were forty local government areas including the
City of Sydney.
First, so far as rented accommodation was concerned
the relevant suburbs ranked as follows:
the relevant suburbs ranked as follows:
- 39th out of 40: South Sydney
- 35th out of 40: Marrickville
- 33rd out of 40: Ashfield
- 27th out of 40: Burwood
- 26th out of 40: Botany
- 25th out of 40: Canterbury
The suburbs to the east of the South-Western option
ranked as follows:
ranked as follows:
- 12th out of 40: Rockdale
- 5th out of 40: Kogarah
- 7th out of 40: Hurstville
Turning next to the percentage of flat dwellers
the figures were:
the figures were:
- 34th out of 40: Botany
- 33rd out of 40: Ashfield
- 30th out of 40: Canterbury
- 29th out of 40: Marrickville
- 28th out of 40: South Sydney
- 27th out of 40: Burwood
- 25th out of 40: Strathfield
The suburbs flanking the eastern side of the South-
Western option were ranked as follows:
- 22nd out of 40: Rockdale
- 16th out of 40: Kogarah
- 15th out of 40: Hurstville
The percentage of dwellings without cars were:
-255-
- 39th out of 402 South Sydney
- 38th out of 40: Marrickville
- 34th out of 40: Ashfield
- 33rd out of 40: Burwood
- 28th out of 40: Botany
- 24th out of 40: Canterbury
- 23rd out of 40: Rockdale
- 22nd out of 40: Strathfield
The most significant figure of all was the open
space per 1,000 head of population. The ranking
here was:
- 39th out of 40: South Sydney
- 38th out of 40: Ashfield
- 37th out of 40: Burwood
- 36th out of 40: Marrickville
- 30th out of 40: Canterbury
- 29th out of 40: Botany
Taking the same suburbs in respect of the South-
Western option the figures were:
Western option the figures were:
- l8th out of 40: Rockdale
- 19th out of 40: Kogarah
- 27th out of 40: Hurstville
Finally, taking as the yardstick passive open
space per 1,000 population, the same faces reappear:
space per 1,000 population, the same faces reappear:
- 39th out of 40: South Sydney
- 38th out of 40: Marrickville
- 37th out of 40: Burwood
- 35th out of 40: Ashfield
- 32nd out of 40: Botany
- 30th out of 40: Canterbury
There are a few local government areas worse off,
in terms of open space, than those suburbs affected
by the options under consideration by this Inquiry
and especially by the Cooks River option. In almost
every case the suburbs which will be affected rank
in the bottom 252 in terms of open space per 1,000.
Their poverty is accentuated by the relatively high
number of flat-dwellers, car-less homes, of persons
occupying rented accommodation and persons living
under conditions of high residential density.
in terms of open space, than those suburbs affected
by the options under consideration by this Inquiry
and especially by the Cooks River option. In almost
every case the suburbs which will be affected rank
in the bottom 252 in terms of open space per 1,000.
Their poverty is accentuated by the relatively high
number of flat-dwellers, car-less homes, of persons
occupying rented accommodation and persons living
under conditions of high residential density.
-256-
It is accentuated further by the fact that the
local government areas are clustered around each
other. The impoverished of one area cannot seek
out plentiful open space in an adjacent area.
The poverty is shared. A number of residents (44)
spoke of the way in which children from Newtown
and St. Peters came to Wolli Creek either
independently or with their schools for "nature
study". Ms. Finlason (45) made the following
statement:
"FINLASON: I am associated
personally with
the Group called Kids Activities, Newtown
which runs a variety of services. I also
work as a co-ordinator with Community
Activities Centres Newtown which is a
network of community activity centre
throughout New South Wales, and we are
very conscious of the needs of children
and the need to have bushland somewhere
in the immediate vicinity and we see both
Cooks River and the Wolli Creek as very
valuable areas. Without the Cooks River
area, Marrickville has virtually no open
space.
the Group called Kids Activities, Newtown
which runs a variety of services. I also
work as a co-ordinator with Community
Activities Centres Newtown which is a
network of community activity centre
throughout New South Wales, and we are
very conscious of the needs of children
and the need to have bushland somewhere
in the immediate vicinity and we see both
Cooks River and the Wolli Creek as very
valuable areas. Without the Cooks River
area, Marrickville has virtually no open
space.
Q: The children of
Marrickville, in
fact, cross the Cooks River to use it?
fact, cross the Cooks River to use it?
A: Yes they do."
At the same hearing Ms. Simpson (46) made the
following statement:
following statement:
"To have such a natural
resource (referring
to the Wolli Creek Valley) surviving so
close to the city and among heavily
developed suburbs, is indeed a miracle;
surely one must be kept for future genera-
tions of children. It is the very least
we should be doing to support the
International Year of the Child.
to the Wolli Creek Valley) surviving so
close to the city and among heavily
developed suburbs, is indeed a miracle;
surely one must be kept for future genera-
tions of children. It is the very least
we should be doing to support the
International Year of the Child.
I have worked with many groups of children
in Surry Hills, Mascot, Waterloo and
Hillsdale on holiday activity programmes.
Many of these children from congested
inner-city areas or stark home unit
development have reputations of potential
44. Mr.
Risdale 15th October, 1979, page 21; Ms
Kay Ewin, 25th September, 1979, page 39.
45. Transcript 18th October, 1979, page 5.
46. Page 2, 18th October, 1979.
Kay Ewin, 25th September, 1979, page 39.
45. Transcript 18th October, 1979, page 5.
46. Page 2, 18th October, 1979.
-257-
delinquents. To shout, to leap and
run
and hurl balls about may seem anti-social
activities in a close-packed suburb. We
arrange excursions for the children to
such areas as Wolli Creek, so they can
climb trees, dig holes, scramble up rocks,
laugh and chase and be free children. No
one was ever naughty or bored, it was
their city environment planned by people
who had either forgotten childhood or
didn’t care; this seemed the cause.”
and hurl balls about may seem anti-social
activities in a close-packed suburb. We
arrange excursions for the children to
such areas as Wolli Creek, so they can
climb trees, dig holes, scramble up rocks,
laugh and chase and be free children. No
one was ever naughty or bored, it was
their city environment planned by people
who had either forgotten childhood or
didn’t care; this seemed the cause.”
Obviously these resources are valuable. They
cannot be lightly put aside having regard to the
existing strain upon open space within these local
government areas. In the evaluation of each option,
we shall endeavour to resolve whether a sufficiently
weighty case has been made out in terms of the
transport, economic and planning objectives to
compensate the community for the loss it will
suffer if any one of the road options proceeds.
cannot be lightly put aside having regard to the
existing strain upon open space within these local
government areas. In the evaluation of each option,
we shall endeavour to resolve whether a sufficiently
weighty case has been made out in terms of the
transport, economic and planning objectives to
compensate the community for the loss it will
suffer if any one of the road options proceeds.
4. OPEN SPACE AND THE PROPOSED ROAD
4.1 Introduction
In the chapter dealing with visual intrusion, a
number of variables were stated. These variables
also apply when considering the effect of a proposed
road upon open space. The following exposition will,
therefore, be brief. It will confine itself to
particular matters which ought to be considered when
evaluating the effect of a road on open space.
number of variables were stated. These variables
also apply when considering the effect of a proposed
road upon open space. The following exposition will,
therefore, be brief. It will confine itself to
particular matters which ought to be considered when
evaluating the effect of a road on open space.
4.2 The Width of the Open Space Area Through Which
the Road Passes
the Road Passes
If the band of open space is broad, so that a road
will not disturb a substantial portion of it, the
effect is obviously very different to the super-
imposition of a road upon a narrow valley in which
substantially all the valley is swallowed up, or at
least materially degraded by the presence of the
road.
will not disturb a substantial portion of it, the
effect is obviously very different to the super-
imposition of a road upon a narrow valley in which
substantially all the valley is swallowed up, or at
least materially degraded by the presence of the
road.
-258-
The Department of Main Roads suggested the
possibility of a bridging connection at Picnic
Point. The connection would be from Henry Lawson
Drive to a road connecting with Heathcote Road.
The suggestion was referred to in their submission (47)
as the "Picnic Point Connection". The matter
was not investigated in depth. However, if it were
to proceed it would involve cutting across the
Picnic Point reserve. At the present time Henry
Lawson Drive winds its way around the perimeter
of the reserve close to the water. There may be
distinct advantages in removing the road to the
other side. The reserve is broad. The remainder
of the Reserve and the foreshores would then be
insulated from traffic.
possibility of a bridging connection at Picnic
Point. The connection would be from Henry Lawson
Drive to a road connecting with Heathcote Road.
The suggestion was referred to in their submission (47)
as the "Picnic Point Connection". The matter
was not investigated in depth. However, if it were
to proceed it would involve cutting across the
Picnic Point reserve. At the present time Henry
Lawson Drive winds its way around the perimeter
of the reserve close to the water. There may be
distinct advantages in removing the road to the
other side. The reserve is broad. The remainder
of the Reserve and the foreshores would then be
insulated from traffic.
The Wolli Creek Valley and the Cooks River Valley,
on the other hand, are relatively narrow valleys.
The effect of a road is likely to be different
from a road constructed at Picnic Point.
on the other hand, are relatively narrow valleys.
The effect of a road is likely to be different
from a road constructed at Picnic Point.
4.3 The Character of the Open Space Taken
The open space affected by each option is different
in each case. In the Cooks River Valley the original
vegetation has long since been cleared. In certain
areas the landscape has been severely degraded and
is, relatively, impoverished and in need of care.
Its neglect, no doubt, is partly the result of the
uncertainty surrounding the road.
in each case. In the Cooks River Valley the original
vegetation has long since been cleared. In certain
areas the landscape has been severely degraded and
is, relatively, impoverished and in need of care.
Its neglect, no doubt, is partly the result of the
uncertainty surrounding the road.
The Wolli Creek, on the other hand, does contain
remnants of the original vegetation (see the chapter
of this Report dealing with the ecological criteria).
It may be that the transport, planning, and economic
criteria are so compelling that this area should be
sacrificed in the interests of the wider community.
Obviously in assessing the effect of the road,
however, one must be aware of the character of the
area, and precisely what it is that will be sacrificed.
remnants of the original vegetation (see the chapter
of this Report dealing with the ecological criteria).
It may be that the transport, planning, and economic
criteria are so compelling that this area should be
sacrificed in the interests of the wider community.
Obviously in assessing the effect of the road,
however, one must be aware of the character of the
area, and precisely what it is that will be sacrificed.
47.
Department of Main Roads submission S.K/C 340.
-259-
4.4 Will the Road Degrade the Open Space Which Remains?
The question to some extent restates the first
matter dealt with in this section. If the open
space is broad then the road may not seriously
effect that which remains. If it is narrow
obviously there will be an effect. Mr. Steve
Kountouris, a member of the Cooks River Valley
Association (and a resident of Riverview Road,
Earlwood) gave the following evidence (48):
"Many people from the southern
side of
Riverview Road enjoy taking a walk about
the river. Young children fishing, and
riding their bikes along the track,
others cooking a barbecue meal and (they)
enjoy the peaceful scenery of the valley.
If this road is constructed, would all
these people be able to enjoy all that is
mentioned above? The only way to reach
the recreation area and the river is to
cross the busy freeway, risking their
lives to reach there. What enjoyment
would one have by listening to the noise
of diesel trucks, the passing cars,
breathing the poison fumes only a few
metres away. The city of Sydney is
built in such a way that it is difficult
and expensive to build major roads for
freeways without hurting the rich natural
gifts this city has. More importantly,
hurting the people that enjoy them."
Riverview Road enjoy taking a walk about
the river. Young children fishing, and
riding their bikes along the track,
others cooking a barbecue meal and (they)
enjoy the peaceful scenery of the valley.
If this road is constructed, would all
these people be able to enjoy all that is
mentioned above? The only way to reach
the recreation area and the river is to
cross the busy freeway, risking their
lives to reach there. What enjoyment
would one have by listening to the noise
of diesel trucks, the passing cars,
breathing the poison fumes only a few
metres away. The city of Sydney is
built in such a way that it is difficult
and expensive to build major roads for
freeways without hurting the rich natural
gifts this city has. More importantly,
hurting the people that enjoy them."
There are other variables besides the width of the
reservation. The design of the road and, especially
whether it is depressed rather than elevated or at
ground level (at-grade) will also have an important
bearing.
reservation. The design of the road and, especially
whether it is depressed rather than elevated or at
ground level (at-grade) will also have an important
bearing.
4.5 The Use of Open Space for Road
Open space is, more often than not, held in public
ownership. The acquisition costs have been provided
to this Inquiry. They are minuscule compared to the
same plot of land if purchased on the open market.
It is obviously tempting for a public authority (and
ownership. The acquisition costs have been provided
to this Inquiry. They are minuscule compared to the
same plot of land if purchased on the open market.
It is obviously tempting for a public authority (and
48. Transcript
8th October, 1979, page 22.
-260-
this is by no means confined to road authorities)
to use open space. The costs are kept down.
Traffic does not need to be diverted. Work can
proceed without the need to re-locate (at great
expense) utilities. If the open space forms part
of a road corridor that is one thing; if it is
simply chosen as an inexpensive and convenient
path, that is entirely another. In the latter
case the comments by the Committee of Inquiry into
the National Estate (page 44) (49) are relevant:
to use open space. The costs are kept down.
Traffic does not need to be diverted. Work can
proceed without the need to re-locate (at great
expense) utilities. If the open space forms part
of a road corridor that is one thing; if it is
simply chosen as an inexpensive and convenient
path, that is entirely another. In the latter
case the comments by the Committee of Inquiry into
the National Estate (page 44) (49) are relevant:
"Urban park, and particularly
those
comprising natural or near natural
areas, are always liable to attract
the attention of the highway and
other authorities. This tendency
must always be resisted, and aliena-
tion should generally require the
sanction of Parliament.
comprising natural or near natural
areas, are always liable to attract
the attention of the highway and
other authorities. This tendency
must always be resisted, and aliena-
tion should generally require the
sanction of Parliament.
The general principle that parkland
should be alienable and their dedica-
tion irrevocable without the consent
of parliament is as applicable to
urban park as to other park."
This Inquiry endorses those sentiments. The
question does not arise in the context of this
Inquiry because each of the options are within a
road reservation which has existed since the
Cumberland Planning Scheme in 1951.
question does not arise in the context of this
Inquiry because each of the options are within a
road reservation which has existed since the
Cumberland Planning Scheme in 1951.
4.6 The Concept of Compensatory Open Space
A number of submissions have suggested that if one
of the major options should be built, steps should
be taken to purchase equivalent open space in the
near vicinity so that the community is no worse off,
in terms of open space (50).
of the major options should be built, steps should
be taken to purchase equivalent open space in the
near vicinity so that the community is no worse off,
in terms of open space (50).
The concept is not a new one. The following
passage appears in the 1948 Report of the
Cumberland Planning Scheme (51):
passage appears in the 1948 Report of the
Cumberland Planning Scheme (51):
49. Quoted
and Survey of Large Open Space in
Sydney, page 10.
50. See submission of Cooks River Advisory
Committee, S.K/C 967.
51. Report of County of Cumberland Planning Scheme 1948.
Page 135.
Sydney, page 10.
50. See submission of Cooks River Advisory
Committee, S.K/C 967.
51. Report of County of Cumberland Planning Scheme 1948.
Page 135.
-261-
"To insist that all park space
should
be preserved in its original space
and state may often set a serious
barrier against a modern works project
intended to serve the public. Rather
should it be insisted that public open
space diverted to some other public
purpose, in the interest of the
community, be replaced by dedication
of at least an equivalent area in the
same locality."
be preserved in its original space
and state may often set a serious
barrier against a modern works project
intended to serve the public. Rather
should it be insisted that public open
space diverted to some other public
purpose, in the interest of the
community, be replaced by dedication
of at least an equivalent area in the
same locality."
In the Sydney Area Transportation Study the
replacement of open space absorbed by the network
of road proposals was obviously contemplated, at
least for the inner-city area. The cost of
replacing the inner-city open space taken was
calculated for that scheme at $ 31.81 million (52).
In the NAASRA publication in 1976, the following
is said (53):
is said (53):
"A further matter which does
not readily
fit into normal procedures is the treat-
ment of public parks... Policies for
replacement... need to be developed.”
fit into normal procedures is the treat-
ment of public parks... Policies for
replacement... need to be developed.”
In the Botany Bay Port and Environment Inquiry
(The Simblist Inquiry) in November, 1976, Commissioner
Simblist recommended that every available means
should be utilised to offset the loss of the Botany
foreshores. The planning authority and the Maritime
Services Board should consider such measures as the
relocation and extension of parklands as well as the
provision of access to the water (54).
(The Simblist Inquiry) in November, 1976, Commissioner
Simblist recommended that every available means
should be utilised to offset the loss of the Botany
foreshores. The planning authority and the Maritime
Services Board should consider such measures as the
relocation and extension of parklands as well as the
provision of access to the water (54).
The Department of Main Roads original design of the
Kyeemagh/Chullora Road made provision ($11 million)
for the acquisition of open space to compensate the
community for the loss occasioned by building the
road. The road, at that stage, was a freeway with
Kyeemagh/Chullora Road made provision ($11 million)
for the acquisition of open space to compensate the
community for the loss occasioned by building the
road. The road, at that stage, was a freeway with
52. SATS
Volume 2 Chapter VII, page 43.
53. NAASRA "Community Environmental Aspects of
Urban Highway Proposals”, page 34.
54. Botany Bay Port and Environment Inquiry, page 53.
53. NAASRA "Community Environmental Aspects of
Urban Highway Proposals”, page 34.
54. Botany Bay Port and Environment Inquiry, page 53.
-262-
grade separated intersections. In the contrast
between this proposal and another proposal (the
Johnstons Creek Route) the Urban Transport Study
Group (55) cast doubt upon the concept of open
space replacement. They said:
"..There is no firm policy at
this
stage whether the open space absorbed
by the route is to be wholly or partly
replaced, or where the replacement
open space should be provided."
stage whether the open space absorbed
by the route is to be wholly or partly
replaced, or where the replacement
open space should be provided."
The Cooks River Advisory Committee was established
by the Minister of Public Works and Ports (56) as
he then was, to assess the problems of the Cooks
River on a "co-operative and integrated basis and
recommended works and procedures for affecting
long-term improvements..". The Committee consists
of representatives from the Public Works Department,
the Metropolitan Water Sewerage and Drainage Board,
the Maritime Services Board, the State Pollution
Control Commission, the Cooks River Valley
Association as well as the Canterbury and Rockdale
Municipal Councils. The Committee does not express
a view on the need for the Cooks River Road. It
does state, however, that the Valley has been
affected by uncertainty surrounding the road and
if the road is to be built properties should be
acquired to compensate the community for the loss
of reserves and open space (57).
Specific proposals were put to this Inquiry along
these lines. Those proposals will be examined in
the context of each option.
these lines. Those proposals will be examined in
the context of each option.
55. Central
Area Industrial Study, Chapter IV,
page 78.
56. Cooks River Advisory Committee Report, May,
1978, page 5.
57. Report ibid. page 89.
page 78.
56. Cooks River Advisory Committee Report, May,
1978, page 5.
57. Report ibid. page 89.
