Implementation plans > Growth areas > Appendix > Appendix 2

Appendix 2
Specific issues to be addressed in the review process

The years of residential land supply for each growth area are shown in Figure 4. This is based on present lot yields, which average at 10 dwellings per hectare, and reflects present rates and distributions of development across each growth area.

The long-term capacity for each growth area will be verified at the completion of the Growth Area Plan review.

Figure 4. Growth areas land supply - click for more detail

Werribee
The Werribee Growth Area Plan and Ministerial Direction were originally prepared in 1990. These apply to the City of Wyndham and suburbs such as Werribee, Wyndham Vale, Tarneit, Hoppers Crossing and Point Cook.

Between 1996–99 the Werribee growth area yielded some 15 per cent of all development in Melbourne’s growth areas. In the metropolitan context, the City of Wyndham is expected to have the second highest housing growth rate in metropolitan Melbourne.

Strategic actions

• Further residential zoning and urban growth north and north-west of Werribee will be re-examined as there is no commitment to provide rail services to the area.
• Shorter-term new urban growth in the Werribee growth area will be focused around activity centres and the existing Werribee rail corridor, based on design principles that are oriented to public transport.
• The Outer Western Integrated Transport Strategy (see Appendix 1 on Integrated Transport Plans) will provide a framework for transport planning and provision.
• Employment opportunities will be supported at Werribee Technology Precinct, Laverton Airfield and at a possible activity centre and new rail station located west of Werribee township.
• There will be an investigation of the long-term potential for new transit centres based on transit-oriented design principles, located at Laverton and west of Werribee.
• The existing Laverton North heavy industrial area will be protected, with adequate protection provided for uses in that area, including buffer areas.
• Ensure that Point Cook Airfield can be developed in a way that maintains it as an operating airport complementary to Moorabbin Airport.
• The use of high-quality recycled water (Grade A water) from the Western Treatment Plant will be investigated for irrigation in urban areas (parks), industry and farms using sustainable practices.
• Horticultural and environmentally sensitive areas, such as the internationally significant wetlands protected under the Ramsar Treaty, Laverton Saltworks and the Western Treatment Plant, will be protected from urban encroachment.

Figure 5. Werribee growth area - click for more detail

Hume
To date, most of the formal planning in the Hume growth area has been undertaken by major developers, who have prepared local structure plans in partnership with the City of Hume.

From 1996–99 the Hume growth area, which includes the suburbs of Greenvale, Roxburgh Park, Craigieburn and Craigieburn West, yielded some 19 per cent of growth area development in Melbourne.

The Government has provided $98 million in the 2002–03 budget to electrify the rail line to Craigieburn. However, long-term expansion of this growth area to the north and west will be deferred unless development can occur on the basis of design that is oriented to public transport.

Pending review of planning for this growth area, no land is currently identified within the UGB for further growth.

As there are close relationships with the development of land in nearby Mitchell Shire and the residential markets emerging in Epping North, planning for the Hume growth area should occur in close consultation with these adjoining municipalities.

Strategic actions

• Preference will be given in the growth area review to land along the existing rail corridor in preference to development west of Craigieburn and north of Mt Ridley Road.
• The potential for a future activity centre at Donnybrook will be investigated.
• Low-density residential development near the growth area will be deferred until the long-term potential of the growth area is determined.
• The potential for a major employment node will be examined, focusing on the excellent access to road and rail infrastructure along the Hume Highway corridor.

Figure 6. Hume growth area - click for more detail

Plenty Valley – Epping North
Following extensive community consultation and detailed strategic studies, a plan was prepared in 1989 for the Plenty Valley growth area. The plan sets the strategic context for rezoning of land in the growth area and led to the preparation of a Ministerial Direction.

The major public transport commitment in this growth area relates to the extension of the rail corridor from Epping to South Morang. The development of the South Morang activity centre as proposed in the Plenty Valley Strategic Plan includes the potential extension of the Plenty Road tram north to South Morang. The Whittlesea Strategic Transport Infrastructure Study will guide future transport planning in the growth area.

The Plenty Valley growth area, including the suburbs of South Morang and Mernda, yielded some 14 per cent of all residential development in metropolitan growth areas between 1996–99.

Most development in this growth area is occurring on development fronts at Doreen and South Morang. Once land at Epping North is released for residential development, some of the forecast growth for Plenty Valley could be diverted to Epping North.

Epping North
Epping North is located between Plenty Valley and the Craigieburn Bypass, and north-west of the existing Epping residential and commercial area. It is within the UGB but is not yet zoned for residential purposes. It is estimated that, when the growth area is fully developed, the total residential capacity of Epping North will be between 13,000 and 15,000 lots. The first residential lots should be available for purchase in 2003. A structure plan has been prepared for Epping North, focusing on mixed-use design oriented to public transport.

The major developer at Epping North is the URLC, whose ‘Aurora’ development provides best practice design and integrated community development. Features include a mandatory five-star energy rating for all dwellings, a pilot project for water reuse, a rainwater tank for each dwelling, and significant dwelling diversity and densities.

Opportunities for increased density in this growth area may be influenced by issues of environmental and infrastructure capacity.

Strategic actions

• The existing growth area plan for Plenty Valley will be reviewed, with a focus on development phasing, employment potential, public transport provision and opportunities for higher density residential development.
• Opportunities to further develop the employment node at Cooper Street Epping will be investigated.
• Preserve a public transport corridor from Lalor Station to Epping North.
• The opportunity to extend public transport to meet the existing rail corridor at Donnybrook will be considered in the longer term.

Figure 7. Plenty Valley-Epping North growth area - click for more detail

Cranbourne–Pakenham Growth Area
The South-Eastern Growth Area Plan and Ministerial Directions were originally prepared in 1990. These apply to the City of Casey and Shire of Cardinia and suburbs such as Cranbourne, Pakenham and Officer.

Between 1996–99, this growth area yielded some 43 per cent of all residential development in growth areas across Melbourne. Casey is the fastest-growing municipality in the metropolitan area, with development on a large number of fronts. Based on current rates of development, Casey has some 20 years supply of serviced and serviceable residential land available for development. It is forecast that, in future, this growth area will continue to provide the greatest number of greenfield sites, especially as opportunities diminish for residential development elsewhere in the eastern metropolitan area.

Development in Pakenham has been slow compared to that in other growth areas. It is expected to proceed gradually, according to demand. Planning around Officer will need to address the consolidation of fragmented patterns of land ownership, and provides an opportunity for best practice design that is oriented to public transport. Pakenham’s future development is affected by the construction of a freeway bypass to the south.

The Government is committed to extending the rail corridor from Cranbourne to Cranbourne East to service new residential areas, however, funding is not currently available. Casey City Council is reviewing its Municipal Strategic Statement, and proposes an extensive bus network to link activity centres.

Part of this growth area, particularly south of Officer and Pakenham, is located in the Westernport catchment. The natural drainage systems to Western Port have been extensively modified, and the once extensive wetlands of the Koo-wee-rup Swamp replaced by highly productive, intensive agriculture. The man-made drainage system is highly efficient and, hence, stormwater carrying sediments, nutrients and other pollutants is quickly transferred from the growth area to the bay. Appropriate controls must be put in place to ensure that stormwater and ground water entering the Westernport catchment does not have a detrimental effect on this internationally recognised environment.

Similarly, there is a need to protect valuable habitat and areas of landscape significance located in the southern foothills of the Dandenong Ranges.

Strategic actions

• The rezoning of some land designated as future urban, at Cranbourne West and remote from rail services, will be deferred; it will be reassessed as part of the growth area review.
• The further urban expansion of Cranbourne into the Westernport catchment will be prevented.
• Stringent environmental standards for development will be applied, to minimise the impact of development in the Westernport catchment.
• The long-term option for a regional airport located south east of Cranbourne will be safeguarded.
• The long-term potential for urban development opportunities between Pakenham and Bunyip will be maintained by preventing further fragmentation of land holdings.
• The potential for major public transport-oriented development at Officer and West Pakenham, focused on the existing rail facilities, will be investigated.
• The long-term potential for new rail stations at Lynbrook and Cranbourne East will be investigated.
• The possibility of utilising recycled water and on-site treatment systems to minimise the impact on Western Port will be investigated – this may also help in developing sustainable industries.

Figure 8. Cranbourne-Pakenham growth area - click for more detail

Caroline Springs
The review of the area between Melton township and Caroline Springs will follow the review of the Werribee and Hume growth areas.

Between 1996–99, Melton, including Caroline Springs, yielded some 9 per cent of fringe area development in Melbourne.

Strategic actions

• The long-term development options provided by the rail corridor and freeway between Melton township and Caroline Springs will be maintained.
  
• The use of high-quality recycled water from the Western Treatment Plant will be investigated, to augment limited water supply at Melton.
  
• The Outer Western Integrated Transport Strategy will provide a framework for transport planning and provision.

Figure 9. Caroline Springs growth area - click for more detail