Noarlunga Regional Centre Draft Structure Plan 2010–2040

Noarlunga 

Regional Centre 

Draft Structure Plan 

2010–2040 

November 2009

© Parsons Brinckerhoff Australia Pty Limited (PB) [2009]. 

Copyright in the drawings, information and data recorded in 

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document and the information are solely for the use of the 

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no representation, undertakes no duty and accepts no 

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Table of Contents 

Foreword 

ii 

Introduction 1 

Study area 3 

Vision 6 

Objectives 11 

Transit oriented development 12 

Principles and strategies 13 

Moving forward 31 

Appendices 40 

Appendix A — Background 41 

Appendix B — Bibliography 53 

Noarlunga Regional Centre | i

Foreword 

Transforming Noarlunga Regional Centre into a fully-functional transit-oriented 

development (TOD) is a shared goal of the South Australian government and 

the City of Onkaparinga. Noarlunga Centre, as outlined in this plan, will be a 

vibrant, accessible and resilient regional centre where at least 10,000 people live 

and work. 

Noarlunga Centre is one of 13 TODs defined in the 30 Year Plan for Greater 

Adelaide and it’s development over the next 20 – 30 years requires new thinking, 

strong leadership, cooperative governance and key partnerships. 

The centre’s existing strong employment base and the current rail electrification 

and extension are important building blocks and provide considerable 

momentum. A dynamic program of place-making, involving the private and 

public sectors, will be a critical factor in attracting people into the centre. 

While there are a number of elements of the plan which will challenge current 

thinking on how suburban Adelaide regional centres look and operate, it is 

important to place the vision in a 20 to 30 year time context which will evolve and 

become less challenging as the TOD matures. 

The process also included consultation with key local landowners and service 

providers within the centre. 

In 2010 the project control group will work on the development of an 

implementation plan and appropriate governance arrangements, and more 

detailed precinct planning around the station and around the land owned by the 

Office of Recreation and Sport will commence. 

Your comments on the draft structure plan are welcomed and should to be 

received by Monday 21 December 2009. Electronic copies are available from all 

of the above agencies’ websites and from the front counter of Council offices. 

Your comments should be addressed and mailed to: 

Project Manager 

Noarlunga Regional Centre Draft Structure Plan 

c/o City of Onkaparinga 

PO BOX 1 

NOARLUNGA SA 5168 

Equally, it is important to note that the plan expresses aspirations for new 

and modified infrastructure that should not be construed as committed or 

funded proposals. Further steps including precinct plans and business-case 

development will further explore desired outcomes. 

The structure plan outlines a vision for the Noarlunga TOD, identifies its 

organising elements and outlines a potential staging of development. The plan 

incorporates learnings and experience from interstate and international locations 

that demonstrate the key elements for success for Noarlunga Regional Centre. 

The vision expressed in this structure plan has been developed by internationallyrecognised 

planning and urban design consultancy, Parsons Brinckerhoff (PB), 

overseen by a multi-agency project control group with the following members: 

• City of Onkaparinga 

• Department of Transport, Energy and Infrastructure 

• Department of Families and Communities (Housing SA) 

• Department of Planning and Local Government 

• Land Management Corporation.

Introduction 

Intent 

The City of Onkaparinga wishes to create a vibrant, accessible and resilient 

Noarlunga Regional Centre. The Centre will use transit oriented development 

(TOD) principles to achieve this transformation and capitalize on its outstanding 

location to promote sustainable population growth. This structure plan provides a 

high level strategy for bringing this idea to life over the next 30 years. 

The importance of the Noarlunga Regional Centre as a city and regional centre 

is highlighted in the City of Onkaparinga Community Plan 2028 which proposes 

that the Centre be “further developed to provide an enlivened regional centre 

with at least 10,000 people living and working in the locality, focused around 

the train station”. The Community Plan also outlines the importance of infill 

to augment greenfield development and create a more accessible, lively and 

resilient urban form. 

Southern Adelaide is a diverse and vibrant region which is home to a quarter 

of metropolitan Adelaide’s population, contributes significantly to the economy 

of the State and contains significant features of the area’s natural and cultural 

heritage. Growing prosperity and opportunity is vital to achieving a better quality 

of life for the community over the next 30 years. 

The City of Onkaparinga’s role as the focal point of the Southern Adelaide region 

is expected to increase with the electrification and extension of the Noarlunga 

rail line and to Seaford, and then potentially longer-term to Aldinga. Development 

of the Centre using TOD principles will result in more choice in where people live 

and work, how they travel and how they undertake our daily activities. 

The City of Onkaparinga has led the plan preparation on behalf of the Noarlunga 

Project Control Group (PCG). The PCG includes: the Department of Planning 

and Local Government; Housing SA; Department for Transport, Energy and 

Infrastructure; and Land Management Corporation. 

The plan discounts the philosophy that current trends, patterns and perceptions 

determine the future. It is forward thinking looking beyond current prevailing 

property market dynamics in greater Adelaide. Change happens and this 

vision intends to guide change for the better. The plan and this philosophy are 

supported by the State Government’s TOD strategy and underpinned by sound 

TOD planning principles. 

Key elements of the structure plan 

This structure plan is a high level spatial outline of the preferred vision, 

objectives, principles and strategies for the Noarlunga Regional Centre. It is 

intended to foster further discussion and interest in the future revitalisation of 

the Centre. The plan is graphically presented to guide more detailed design and 

planning exercises. 

The document explains the benefits of TOD, and the key principles and 

strategies for attaining such. A background summary of existing conditions and 

supporting policies and strategies is also presented. 

Aerial view of Noarlunga looking south 

The plan outlines steps for moving towards adoption of the structure plan by 

the City of Onkaparinga and subsequent translation into more detailed precinct 

plans. The plan also suggests steps to deliver innovative and achievable 

development outcomes on the ground. This includes measures for community 

consultation and governance to advance the plan. It includes an action plan to 

identify potential short-term development priorities that will trigger development 

and investment from key stakeholders, while outlining longer-term planning 

options, investment and infrastructure requirements to deliver the preferred 

model for the Centre. 

Noarlunga Regional Centre | 1

Image: Onkaparinga, South Australia 




2 | Noarlunga Regional Centre

Study area 

Figure 1: Regional location 

Regional context 

Noarlunga Regional Centre is located about 30 km to the south of the Adelaide 

CBD and is the southernmost of five Regional Activity Centres in metropolitan 

Adelaide. It is the key focus for business and government services serving 

the outer southern metropolitan region as well as towns and rural areas in the 

Fleurieu Peninsula. 

Regional services located at Noarlunga include the Noarlunga Health Centre and 

Hospital, Centrelink office, correctional services facility and TAFE. The Centre is 

also the primary retail hub for the outer southern region and shopping is centred 

on the Colonnades Shopping Centre (Centro Colonnades) owned by the Centro 

Properties Group. 

Noarlunga is a major public transport interchange, connecting commuter rail and 

bus services. It is presently the final destination on the Adelaide to Noarlunga 

rail line. Its role as a regional commuter destination is expected to grow with the 

extension of the rail line to Seaford. 

The Centre is well-connected to other parts of Adelaide via the Southern 

Expressway and Main South Road. 

Main South Road 

Adelaide City Centre 

Beach Road 

Noarlunga Rail Line 

N 

0 2 4 6 8km 

Southern Expressway 

Noarlunga Regional Centre 


City of Onkaparinga 

Figure 2: City location 

Noarlunga Regional Centre is strategically located to serve the business, 

administrative and leisure needs of Onkaparinga’s diverse communities located 

along the coast, the southern Adelaide Hills region and in the wine‐growing area 

of McLaren Vale. 

Hallett Cove Station 

Trott 

Park 

Happy 

Valley 

As the primary and largest activity centre within the city, Noarlunga is the focus 

for local government offices and council-wide community services including 

the Noarlunga Library, Australian Technical College, Cardijn College and South 

Adelaide Football Club oval and offices. 

SOUTH AUSTRALIA 

Reynella 

Reynella 

East 

Noarlunga is a focus for regional and local bus services and serves as 

an important park-and-ride destination for commuters travelling into 

central Adelaide. 

Lonsdale 

Lonsdale Station 

Woodcroft 

The City of Onkaparinga is expected to grow by 58,000–63,000 residents 

bringing the total population to about 208,000–213,000 by 2050. As part 

of its future growth strategy, the city is looking to accommodate much of 

this additional growth through infill development in activity centres such 

as Noarlunga. 

O'Sullivan 

Beach 

Christie 

Downs 

Morphett 

Vale 

By 2010, about 60% of the city’s residents will leave the area daily for work. 

Currently about 4,000 people work in Noarlunga Centre and the city is hoping 

that its revitalisation will encourage more residents to find employment within the 

city itself. 

Christies 

Beach 

Christie Downs Station 

Noarlunga Interchange 

Port 


Beach Road 

Hackham 

West 

Main South Road 

Onkaparinga 

Hills 


Downs 

Huntfield 

Heights 

Hackham 


South 

Seaford 

Meadows 

Seaford 

Old 


McLaren 

Vale 

Noarlunga Rail Line 

N 

0 1 2 3 4km 

Seaford 

Heights 

Southern Expressway 


Neighbourhood context 

Noarlunga is a key educational, recreational and civic hub for the local area with 

the Hopgood Theatre, Christies Beach High School and the City of Onkaparinga 

Recreational Centre. 

Figure 3: Land tenure/tenant 

10 min walk 

The Colonnades serves both local and regional communities and occupies about 

58,000 square metres of retail floor space. 

The majority of the land around the Colonnades is owned by state and local 

government agencies such as the Department of Health, Office of Recreation 

and Sport, the Department of Education and Community Services, Housing SA, 

and the City of Onkaparinga. 

4 

5 min walk 

Christie 

Downs 

7 

9 

Morphett 

Vale 

Population in the local area is projected to grow at a similar rate as the rest of the 

city with an expected doubling of the aged population between now and 2025. 

Single parents and childless couples make up more than 50% of households in 

the local area. 

Christies 

Beach 

23 21 

5 

22 

Beach Road 

10 

The proportion of lower-income households in the local area is greater than the 

council average and there are more long-term public housing tenants residing 

here than in any other southern Housing SA areas. 

1 

City of Onkaparinga 

Goldsmith Drive 

8 

13 

12 

11 

2 4 

South Australian 

Housing Trust 

Dyson Road 

Port 


6 

20 


19 

3 

1 2 

18 

5 min walk 

Lovelock Drive 

Burgess Drive 

10 min walk 

17 

16 

14 

15 

Honeypot Road 

5 Marcellin College 

6 Minister for 

Correctional Services 

7 Christies Beach High 

School 

8 TransAdelaide 

9 St Basil’s Church and 

Hostel 

10 Noarlunga Health 

Village 

11 Noarlunga Hospital 

12 TAFE SA 

13 City of Onkaparinga 

14 Centro Properties Ltd 

15 Cardijn College 

16 Minister for Recreation 

and Sport 

17 South Adelaide 

Football Club 

18 Minister for Transport 

19 22 Private (other) 

23 Police Station 

N 

0 150 300 

metres 

Image: City of Onkaparinga 


Vision 

Figure 4: Key elements of vision 

10 min walk 

By 2028, the Noarlunga Regional Centre will be transformed into the centrepiece 

of the City of Onkaparinga and southern Fleurieu Peninsula. 

The Centre will be thriving as the commercial and community heart of the 

city and region. It will become a place where 10,000 people choose to live 

and work — a place that is accessible, vibrant and resilient. The vision for this 

transformation is presented below. 

The key elements of the Noarlunga Centre Vision are illustrated in Figure 4 

15 

5 min walk 

9 

Christie 

Downs 

16 

Morphett 

Vale 

Christies 

Beach 

Marcellin 

College 

2 

Christies Beach 

High School 

4 

Beach Road 

13 

11 

8 

3 


3 

Dyson Road 


12 

6 

5 

1 

Burgess Drive 

5 7 

10 

11 

1 

2 

3 

4 

5 

Station upgrade 

Greenbridge (on air rights) 

Main Street 

Beach Road duplication 

Station plazas 

6 

Station area precinct 

Port 


14 

5 min walk 


South 

Adelaide 

Football 

Oval 

16 

Cardijn 

Oval 

Cardijn 

College 

Honeypot Road 

7 

8 

9 

10 

11 

12 

13 

Council offices relocation 

to station 

Christies Beach link 

Christie Downs link 

Colonades transition precinct 

Government services/medical/ 

TAFE transition precint 

Big box transition precinct 

Park & Ride transition precinct 

14 

Rail extension 

10 min walk 

15 

16 

Knowledge corridor 

Sports hub network 

N 

0 150 300 

metres 


New uses and street pattern 

Figure 5: General future land use patterns 

By introducing a traditional grid street pattern and a range of new uses, Noarlunga 

can become a more accessible, vibrant and resilient centre. Using the grid 

street framework, the general patterns and mixes of uses are shown in Figure 5. 

There will be a high degree of flexibility of uses within precincts and buildings. The 

boundaries between districts are not fixed. As a result, there may be some blending 

of uses from one land use district to another. The key is to use the urban design 

guidelines to provide strong transitions between differing uses. 

The merits of the grid street system are described on page 16. The location of 

new streets is indicative and will be refined based on future precinct planning. 

However, when considering future land use proposals in light of this plan, a key 

guiding principle will be to ensure that whatever is done in the short term does 

not preclude the long term vision. 

Retail mixed use 

Ground floor retail with residential, or indoor recreation, hotel, education, 

commercial or service uses on upper floors 

Christies 

Beach 

10 min walk 

5 min walk 

Marcellin 

College 

Christie 

Downs 


High School 

Beach Road 

Morphett 

Vale 

Medical mixed use 

Dyson Road 

Port 



5 min walk 


10 min walk 

Honeypot Road 


Primarily health-related uses including supporting commercial (e.g. laboratories) 

retail (e.g. pharmacy) or services (e.g. counselling) 

Station mixed use 

Rail and bus interchange, transit related services, indoor recreation, small retail/ 

upper floor commercial uses, hotel 

Commercial mixed use 

Parcels fronting on station reserved for government services and commercial 

uses and remaining parcels for commercial uses, government services, hotel 

residential uses and indoor recreation 

Higher education and academics use 

Primarily education, research, commercial research applications and community 

facilities. Includes indoor recreation, incubaters, small retail and academic 

related housing 

Residential mixed use 

Range of residential uses including indoor recreation, small retail and commercial uses 

Residential 

Residential (less than 4 stories) 

Public plazas and open spaces 

Green streets, civic spaces, 

plazas, bike pths, active 

recreation fields, skate park 

and other outdoor spaces 

The vision is based on a 

phased transformation 

outlined on pages 32–35 

Burgess Drive 

South 

Adelaide 

Football 

Oval 

Cardijn 

Oval 

Cardijn 

College 

N 

Land Use Pattern 

Retail Mixed Use 

Medical Mixed Use 

Passive Recreation 

Active Recreation, 

Ovals and Fields 

Higher Education/ 

Academic Mixed use 

Station/Commercial 

Mixed Use 

Residential Mixed use 

(50 dwelling units/ha 

or greater) 

Residential only 

(35 dwelling units/ha 

or greater) 

Rail station and 

Bus Interchange 

0 150 300 

metres 


Vibrant Noarlunga 

Figure 6: Knowldege corridor 

Vibrant Noarlunga will boast a broad yet compatible mix of uses that encourages lively 

activity throughout the day and into the evening seven days a week. The core, or area 

within 5 minutes walk of the station, will embrace the pedestrian-intensive main street. 

Activities at the centre of the main street will include commercial and retail areas with 

upper floor residential uses. The ends will be anchored by health and educational 

precincts. Other parts of the Centre will transition gradually into primarily residential use. 

Residents in both the core and transition areas will enjoy the mix of uses in the core. 

The Centre will move away from being dominated by the indoor and car-based shopping 

of the Colonnades and stand‐alone retail uses. The first step will be to focus of shopping 

along the main street. The second will be the redevelopment of the shopping centre and 

other stand alone retail buildings along a grid street network. 

New commercial uses will be closely integrated with residential or other uses in the 

same buildings. The commercial spaces can help meet the anticipated growth of service 

providers in the region. While it is estimated there are approximately 4,000 jobs currently 

in the centre, the vision foresees a growing role for commercial space in the centre. 

Vibrancy will be reinforced by the housing choices available to residents. The 3,000 new 

homes will offer a range of well-designed medium to higher density housing options 

for families, couples and single people. Some parts of the Centre will comprise mainly 

housing while others areas will be dedicated to mixed use, but all will be well-integrated 

and contribute to the vitality of the whole. Housing will be diverse and imaginative and 

include a substantial proportion and range of energy efficient affordable, aged and special 

needs dwellings. 

The sharing of knowledge will be a constant contribution to the vitality of the Centre. The array 

of educational facilities which currently includes Cardijn College, the TAFE, Christies Beach 

High School and the Technical School will be completed with the construction of a university 

centre to the west of the railway. This ‘knowledge corridor’ will provide the opportunity for a 

diverse range of people to learn in a broad range of environments suited to their individual 

aspirations. Advancing the skills for meeting our changing environmental and economic 

conditions will be fostered. The knowledge circle will be reinforced as an interconnected, 

intergenerational community centre where extracurricular activities are abundant. 

The Centre will continue to serve the needs of the growing southern Adelaide region 

by offering a wide range of shopping, arts, entertainment, education, recreation, health 

cultural and community services. Equally diverse and imaginative open space and 

recreational facilities will be easily accessible by foot and the extensive vistas towards the 

coast and river estuary will be captured both from public spaces and individual dwellings. 

Major community facilities like the station, schools, leisure centres, civic arts centres 

and the library will be community hubs. They will be located where people can easily 

access them. In order to enhance vibrancy, they should operate with extended hours, 

but must be located in areas of high activity, where they can contribute to and benefit 

from increased casual surveillance. Ideally, they will be co-located with public plazas to 

heighten the civic role these hubs play and to activate the public spaces. 

The Centre will be welcoming and supportive of people from different parts of our 

community. It will offer opportunities for affordable and adaptable housing and have public 

spaces that are always accessible and cater to the young, aged and infirm. It will have a 

street network and public places that balances the needs of the motorist with those of 

the pedestrian and cyclist. 

Christies 

Beach 

Shared 

university 

centre 

Dyson Road 

Port 


Internet 

study/lecture 

centre 


Marcellin 

College 

10 min walk 

5 min walk 

Marcellin 

College 

Interchange 

and Station 

5 min walk 


Burgess Drive 

10 min walk 

South 

Adelaide 

Football 

Oval 

Christie 

Downs 

Christies 

Beach 

High School 


High School 

Cardijn 

Oval 

Cardijn 

College 

Cardijn 

College 

Honeypot Road 

Beach Road 

Nursing 

School 


N 

TAFE 

New Uses 



Station Mixed Use 

Academic Mixed Use 

Commercial Mixed Use 

Residential Mixed Use 

Residential 

Public Plazas and 

Open Spaces 

Possible Future 

Rail Extension 

Structured Park and Ride 

Rail and Bus Interchange 

0 150 300 

metres 

Morphett 

Vale 


Accessible Noarlunga 

Accessible Noarlunga will be well-connected within itself as well as to the rest of 

greater Adelaide. The Centre will be characterised by high levels of connectivity 

to promote walking, cycling and transit use. Priority will be given to designs that 

make life better for those who choose not to, or cannot drive an automobile 

A seamless connection between the public transport interchange and all activities 

in the TOD will be developed. However, the transit station will be about more 

than getting on or off a bus or train. While it will provide an outstanding venue for 

accessing transit, the bus and train interchange will be integrated with a range of 

uses to create a destination in itself. With its creative design, overtime it will be both 

a landmark and an important hub within the bustling core of the Centre. 

Travel routes for all modes will be legible, linked by landscaped areas, and 

priority will be given to walking, cycling and transit routes. A comprehensive 

grid network of streets will serve as ‘living rooms’ for walkers and cyclists. They 

will be safe and visually compelling. Through the use of short block faces and a 

variety of street types, they will offer choice and be convenient and interesting for 

pedestrians, cyclists and transit users. The Centre and public spaces will be well 

signed and lively both day and night. 

A ‘main street’ framed by lively street frontages, including cafes, galleries, and 

libraries, sunlit but with shaded areas, will extend east-west within a 10 minute 

walk from the station. 

Parking will become less essential for many users and much less dominant in 

the landscape. Parking would be provided in multi-storey structures wrapped 

with buildings or in on-street spaces. Some neighbourhoods may even be free of 

any on-site parking in order to create more land area for push bike parking, food 

gardens and other amenities. 

The Noarlunga Station and Bus Interchange are key to the Centre’s accessibility. 


Resilient Noarlunga 

Figure 7: Sports hub network 

Resilient Noarlunga will ensure that environmental, social and economic 

stewardship underpins the development and functioning of the Centre. It will 

promote resilience by following the basic tenet that ‘diversity is stability.’ 

10 min walk 

The Centre will strive to be a low carbon environment by encouraging the use 

of public transport, walking and cycling, and facilitating the integration of energy 

and water efficiency into development and land uses. The natural environment 

and the region’s cultural heritage will continue to be important and will be 

integrated into the Centre through green streets, landscaped walking and cycling 

paths, and open spaces that are well-linked, well‐located and well-designed. 

The Centre will be highlighted by a green-bridge made up of a corridor of 

innovative buildings and streets built over the existing rail line. The bio‐bridge 

will feature living walls, green roofs and other green building and environmental 

technologies throughout. The uses within the bio-bridge will be powered by 

green utilities generated on site. 

Christies 

Beach 

5 min walk 

Marcellin 

College 

Christie 

Downs 


High School 

Beach Road 

Morphett 

Vale 

In addition to the green-bridge precinct at the core of the Centre, the natural 

environment will be showcased in the Centre as will the region’s cultural heritage 

through expressions of public art. Community gardens may provide locally 

grown food. 

Interchange 

and Station 


The resilience of Noarlunga will also be strengthened by the creation of a 

sporting facility hub network. The network will include an efficiently used, well 

maintained array of playing fields and ovals, outdoor recreation courts and 

facilities and indoor recreation facilities. All of these will be well connected for 

active travel by walking and bicycling. The effect will be to improve physical and 

mental health as well as economic competitiveness. 

Dyson Road 

Burgess Drive 

The Centre will respond to the pressing issues of sustainability, show casing 

efficient use of land, materials, water and energy, and low consumption of 

resources both in its construction and operation. Water will be harvested and 

reused locally, renewable energy (especially wind and solar) will be harnessed, 

and waste will be minimised through reducing, reusing and recycling. As 

planning and design proceeds over the next 30 years, climate change adaptation 

measures and sustainability innovations will be advanced. 

In addition, the Centre will help to maintain a thriving economy by creating 

resilience in the face of economic downturn. This will be pursued by countering 

the recent loss of industry and further promoting tourism as well as increasing 

investment in the aging broadband and transport infrastructure. And lastly, the 

Centre will to increase the community connection and vitality by improving social 

infrastructure and services, engaging young and old alike, promoting healthier 

living to reduce stress on health services, and stopping the widening of the 

poverty and housing affordability gap. 

Port 



5 min walk 


10 min walk 

South 

Adelaide 

Football 

Oval 

Cardijn 

Oval 

Cardijn 

College 

Honeypot Road 

Indoor Facilities 

Sports Fields 

Courts and Small 

Area Facilities 

Cycling/Walking 

Conector 

N 

0 150 300 

metres 


Objectives 

The following broad objectives apply to the project. 

Regional centre 

• transform the Noarlunga Regional Centre to accommodate at least 

6,000 new residents (currently none) and adding to the 4,000 people 

currently working within the precinct according to the principles and 

strategies outlined in the following chapter 

• apply TOD principles and supporting strategies to support the transformation 

including the key premises that: 

• placemaking is paramount 

• mixing uses is essential 

• building designs matter and 

• moving people, not cars is the priority. 

• foster the redevelopment of the Colonnades and other big box retail as 

mixed use development 

• create a vibrant core area within a 400 m radius around and over the 

Noarlunga Train Station/rail line, comprising a complementary mix of office, 

retail, entertainment and residential spaces linked by a grid network of 

pedestrian-friendly streets 

• ensure land is used for its optimal purpose as part of the Centre, with 

negotiations with current owners reflecting this aim. 

Employment and economic development 

• expand the economic and employment role of the Noarlunga Centre through 

the development of further commercial and business opportunities against 

jobs and other economic targets (derived from published State, Regional and 

Council strategies and other data sources). 

Urban design, built form and community planning 

• provide for sufficient health, education and community services 

• encourage social interaction and defer crime through a high standard 

of urban design, using crime prevention through environmental design 

(CPTED) principles 

• strengthen the Centre’s sense of place, evident in building frontages/ 

treatment, open space, roads and verges, pathways, landscaping 

and signage 

• require built form to be expressive and imaginative and engender vitality 

whilst being efficient and sparing in use or resources 

• establish high speed broadband throughout the Centre. 

Affordable housing 

• provide a minimum of 15% affordable housing, including at least 5% high 

needs housing, taking into account the needs of the wider area and including 

privately owned housing, rental housing, community housing, social housing 

and essential services housing. 

Culture, heritage, art 

• ensure the region’s heritage is evident through interpretive Aboriginal and 

non-Aboriginal features in the landscape, views and built form 

• develop stimulating public art throughout the Centre. 

Use of resources (water, energy, materials, waste) 

• develop stormwater management, ASR, water harvesting, on-site waste 

water treatment and reuse 

• minimise energy use (including embodied energy) and maximise use of 

renewable energy in design and use of buildings, the public realm and 

infrastructure provision 

• create an environment that inherently reduces consumption, minimises 

waste and encourages recycling and composting. 

Commercial investment opportunities and partnerships 

• encourage an acceptable financial return to current landowners and 

developers/private sector partners, using transparent processes 

• optimise development opportunities by assembling land packages with the 

Centre and environs to be offered to the private sector. 

The centre offers 

outstanding views 

to the hill, river 

and ocean. 

View south of Goldsmith Road, Onkaparinga, South Australia 


Transit oriented development 

The Structure Plan is based on Transit Oriented Development principles. TOD 

principles are a critical tool used to reduce urban sprawl and encourage use 

of alternatives to the automobile. As shown below, TOD projects can improve 

walking and transit ridership and bring a broad range of other benefits to the 

City of Onkaparinga. Successful TOD areas are designed based on the central 

theme of an outstanding walking and transit environment that encourages living, 

working and shopping in the same area. Potential benefits from TOD principles 

are listed below. 

A TOD area is generally focused on a 10 minute walking radius of the transit 

station with the highest intensity and mix of uses usually located within 5 minutes 

walk of the station. There is generally a significant drop-off in the number of 

residential passengers and employees who will walk to and from a station for 

longer than 10 minutes and 5 minutes respectively. 

Financial benefits 

Infill development can save government approximately $80,000 per block to 

provide power, water, sewerage, schools, hospitals and local government 

services compared to fringe development (CUSP PB 2008). 

Smaller dwelling areas (buildings, lot sizes or unit sizes) require proportionally 

less infrastructure per dwelling. For example, a dwelling on a 150 square metre 

allotment requires 75% less connecting pipe, wire, roads and footpaths as on a 

600 square metre allotment. This translates into lower building costs for unites 

up to 2–3 storeys and lower baee costs for all types of units 

People in urban developments drive less frequently and own fewer cars. This 

equals savings of $5,000 per year for each household. (CUSP PB 2008). 

Living in a TOD can also save energy costs to each household. 

Environmental benefits 

TOD residents are 5–6 times more likely to travel to work by public transport as 

suburban residents (TCRP 2004) 

Office workers located in TODs are 3.5 times more likely to commute by public 

transport than the average office worker (TCRP 2004). 

Living in compact housing styles (flats and townhouses) use 40% less water 

and 20% less energy than households of a similar size and income living in a 

detached house (Rickwood 2007) 

‘Other’ residential dwellings (as labelled by the Australian Bureau of Statistics 

(ABS) are 25–40% smaller than detached houses resulting in a proportional 

reduction in embedded energy in building materials. 

Constructing infill dwellings in compact formats will reduce the need for 

Greenfield development at the fringe. In order to provide equivalent of the 3,000 

additional dwelling units included in this structure plan, approximately 250 

hectares of fringe area would require rezoning and development. 

Living within or near a TOPD can reduce household CO 2 emissions from 

transport alone by over 3 tonnes per annum (TCRP 2004). 

Economic benefits 

An active, vibrant centre with a diversity of tenancy options attracts and 

incubates new businesses, and creates more local employment options (TCRP 

2004 and Grady 2006). 

A major local destination encourages money to be spent locally and provides 

local jobs (Grady 2006). 

Agricultural land that would otherwise have been developed for housing will be 

kept available for production. 

Social benefits 

Active, vibrant places reduce crime and increase perceptions of safety 

(TCRP 2004). 

Pedestrian activity increases chance encounters between neighbours and helps 

build a sense of community (Barton 2002). 

Easy and reliable access to services and employment by foot, or via public 

transport can significantly reduce the impact of rising fuel prices. 

Living in a pedestrian environment encourages incidental exercise improving 

health and wellbeing (Mees 2006). 

TOD is about creating 

places of lasting value 

that encourage walking 

and transit use. 


Principles and strategies 

Placemaking is paramount 

Creating a community of lasting value starts with the public realm. The building 

blocks of the public realm in a TOD-based Centre include the station, as well as 

a ‘green-bridge’, main street, livable streets, plazas, community hubs and open 

spaces. Each is located so that they support each other and the community, 

especially within the compact core (approximately 5 minutes waking distance 

from the station). The core is big enough to allow desirable commercial activity 

but compact enough to foster high intensity street activity. 

Station precinct 

The station precinct will include the rail station, bus interchange and 

park‐and‐ride facilities. The station precinct is the community’s gateway to the 

outside world, and equally, the world’s gateway to Noarlunga. It must be an 

attractive and functional part of Noarlunga. It must be well connected to other 

public transport modes and the surrounding community, accessible for all, safe 

and secure, easy to navigate, and a pleasant place to be. 

The station precinct will be about more than getting on or off the bus or train. 

It will be redeveloped as a service centre whereby a wide range of ancillary 

activities, such as adult education, fitness centres, business start-ups and 

cultural activities, will occur. The station precinct may also accommodate a 

hotel, reservation service, ticketing, e-business, or a pick-up centre for electronic 

purchasing. Additional potential uses include car rental, telephone service, 

insurance agency, travel agency, bank (ATM) and a convenience store. 

Properly treated, the station precinct will provide the initial impetus for 

development of the district surrounding the station. It will serve as the gateway 

and will become a significant civic statement. A well designed station area will 

give the community a ‘feel good’ atmosphere and a strong sense of identity. 

When integrated as the pedestrian anchor to the rest of the Centre, it will 

establish a direct and easily comprehended travel chain for arriving and departing 

passengers to and from the surrounding land uses. 

Design will be derived to create a civic landmark and will be based on pedestrian 

connections. The desired approach will be ‘development oriented transit’ (DOT) 

whereby placemkaking and pedestrian movement will be given highest profile. 

Design will not be derived solely by optimal transit operations. 

It is envisioned the station precinct will be fronted by a main street to its north. 

As a result, the perceived ‘front door’ of the station precinct will be at grade with 

the main street. The station precinct will take advantage of existing topography 

to use air rights over the platform and tracks for additional development. As the 

focal point of the Centre, a building of up to 10 storeys is envisaged. The station 

precinct will be combined with both commercial and ancillary uses to create the 

highest, most prominent building in the Centre. 

Stations should be 

‘feel good’ spaces. 

Image: Subiaco Station, Subiaco, Western Australia 

Image: Subiaco Station, Subiaco, Western Australia 

Stations help to 

create or anchor an 

important place. 


Green bridge 

The air rights over the rail line between north of Beach Road and south of 

Goldsmith Road will be developed as an innovative green-bridge of ‘iconic’ 

spaces, streets and buildings. The green-bridge will serve as a spine extending 

north and south from the new station. It will link the east and west side of the 

compact core in the Centre with frequent above grade rail crossings to improve 

the permeability and vibrancy of the Centre. The green bridge will also position 

Noarlunga as a leader in moving minds about the roles of nature and design in 

the southern Fleurieu region. 

This spine will be a priority area for development of green buildings using 

and high quality public spaces. Green roof and green wall technology will be 

incorporated to reinforce the resiliency of the Centre to future energy and climate 

conditions. The green bridge will advance the ‘bushtop landscape’ concept and 

take advantage of existing expertise in the Department of Planning and Local 

Government. Energy will be produced from on-site renewable sources. Water 

sensitive urban design will be used to conserve and create unique streetscape 

and architectural features. 

By developing on air rights over the rail line, the value of the underlying real 

estate and its proximity to the station could be captured by Government. In turn, 

this revenue from sale or long-term lease of the air rights could be invested in the 

green bridge. 

Image: Vertical garden (green wall) at Quai Branly Museum, Paris, France 

(source: Green Roofs Australia) 

Image: Millennium Bridge, London, England 

Image: Seattle City Hall, Seattle, Washington, USA (source: Green Roofs Australia) 


Main street 

The main street is the community focal point; the core of the place. It provides 

the setting for the day-to-day life of the community. It must be made up of 

uses and buildings that support community life and enhance activity. It must 

be designed for the pedestrian and the cyclist, as well as for the car and onstreet 

public transport. It must be well connected with the station and other key 

components of the place. 

Main street can tell 

different stories as 

a pedestrian travels 

its length. 

An east-west main street will be developed parallel to Beach Road. The street 

will extend from Dyson Road to Goldsmith Road on the north side of the current 

Colonnades. The street will be built in stages starting with initial stage extending 

between the station to the TAFE. Further extensions will occur as properties 

are redeveloped. 

Ultimately, the hospital and a future university centre will act as magnets or book 

ends to attract pedestrian activity up and down the main street. The main street 

will become the primary public realm corridor in the Centre. 

Uses, such as cafes and shops, along the main street will be allowed to spill out 

onto the footpath. The effect will be the feel of an open air market. 


Livable streets 

Streets can be more than just a place for the movement and storage of private 

motor vehicles. Livable streets accommodate all modes of travel, but give priority 

to pedestrians. Livable streets also provide the urban design conditions and 

building designs conditions which make people willing to walk further, travel by 

bike or use transit. They also serve as ‘zippers’ to pull adjoining neighbourhoods 

together rather than act as ‘seams’ between them. Livable street design will 

apply to all existing and new streets in the TOD. 

Livable streets 

encourage people to 

willingly walk further 

and more often. 

The livable streets network will be based on the introduction of a grid pattern of 

streets which offer a number of benefits. Pedestrian have an easier and more 

direct link to other parts of surrounding neighborhoods and businesses. Grids 

also provide alternatives to obstacles such as busy intersections with high speed 

traffic and cul-de-sacs that hinder accessibility for all modes. 

Grids also enhance pedestrian and bicycle access to public transit. The lower 

speeds encouraged by the frequency of intersections decrease the severity 

of accidents occurring on streets within a grid plan. Grid street patterns are 

typically less expensive than curvilinear street patterns because fewer road miles 

are needed to serve the same population. Ultimately, a grid can be attained in 

Noarlunga Centre, but will require working with existing streets and infrastructure 

ina phased manner. 

Ideally, Beach Road, Dyson Road and Goldsmith Road will be improved 

to provide greater pedestrian connectivity and a higher quality pedestrian 

environment both along and across it. This is critical to bringing uses from 

neighbourhoods on opposite sides of each road together. At the same time, the 

function of these roads for arterial traffic should be considered. Ultimately, the 

aim is to create more livable streets within Noarlunga Centre. 

Image: Subiaco, Western Australia 

The four quadrants surrounding the intersection of Beach Road and the rail line 

will require two significant landscape treatment to reinforce the role of the station 

as the regional centre of activity. The bridge over the rail road will be given an 

architectural treatment to support this aim. 

Image: Pioneer Square, Seattle, Washington, USA 

Street tree planting will be extended along Goldsmith Road to extend the existing 

‘greenbelt’ west from Honeypot Road to Dyson Road. 

More frequent four way intersections will be provided along Beach, Goldsmith 

and Dyson Roads to provide all travellers with greater route choice. New streets 

perpendicular to these three roads will create a grid system that aligns with 

existing streets and serves established neighbourhoods. Connectivity with 

these neighbourhoods, such as Christies Beach and the Christie Downs urban 

regeneration area is highly desired. 


Plazas 

Plazas are key meeting places and community recreation spaces. They are 

equally important for organised community events as for idle people watching. 

They can be big or small. They must be located where people can access them, 

and be surrounded by streets and buildings that overlook them. 

In Noarlunga, social interaction in plazas will be supported by: 

• balancing active focal areas with quiet zones for rest and people‐watching 

• making open spaces visible with views across 

• generous areas for pedestrian circulation 

• providing seating area choices 

• taking advantage of solar orientation 

• considering the needs of all users, including children, the elderly and 

physically impaired 

• structuring the layout to create a range of rooms and experiences 

• activating spaces with programming and events 

• recognising natural pedestrian desire lines. 

Stations fronting of 

public plazas can be 

vibrant gateways to 

a neighbourhood. 

Buildings must define and shape outdoor spaces. Key considerations include: 

• providing enclosure 

• no ‘left over’ spaces — every space has a purpose 

• creating common ‘build to’ lines 

• buildings front, not back on to, the public realm. 

Additional design considerations include: 

• use of structured planting of suitable, preferably local native plant species 

• public lighting and feature lighting to primary paths. 

Early emphasis should be given to investigating options to open up Ramsey 

Place to the main street such as relocation of the Council offices and demolishing 

the existing office building. The office relocation would meet the need for a 

modern facility while providing a catalyst to redevelopment of facades facing 

the plaza. 

The Fruitvale ‘transit village’ is the transformation of the station’s former parking lots. 

Image: Fruitvale Village Station, Oakland, California, USA 

A major public plaza should be developed fronting on the east and west side of 

the station to heighten the role of the station as the central place of activity. The 

plazas should be integrated with the main street. 

Each precinct in the core area will have at least one major public plaza. No use 

should be more than a two minute walk from a plaza in the core. 

Opening up Ramsey Place to the main street can improve its vitality. 

Image: Ramsey Place, Noarlunga Centre, Onkaparinga, South Australia 


Open spaces 

Open spaces are the natural, recreational and scenic assets of the community. 

Open spaces come in all shapes and sizes. They can be green or hard surfaced 

as in a square. Together they must provide settings for activities such as playing 

engaging others, games, picnicking, exercising, viewing nature or simply getting 

a breath of fresh air. 

The city’s 12.5% open space requirement will be applied to residential land 

divisions. This can be met by provision of open space, payment of a prescribed 

payment to the open space fund dedicated to the Centre, or a combination of 

the two. Quality open spaces will be located within 200 metres of all dwellings. 

Open space in the study area will range in size and type. It will provide a blend of 

formal and informal spaces. However, plazas, enclosed squares and children’s 

play areas are preferred within the core area over active, outdoor recreation 

areas. Open space used for local food supply is anticipated in the core, 

responding to a variety of user groups’ needs. 

The open space concept includes the creation of a major sporting facility hub 

network. The network will encompass a variety of high quality, well maintained 

active sport facilities distributed throughout the entire TOD. The facilities will be 

well connected by the proposed walking and biking network to promote healthy 

lifestyles. The hub network concept places more facilities within walking distance 

of more users and allows each field to be lined with homes and businesses to 

increase security. The hub network will include fields at the schools, the South 

Australia Football Club and new municipal facilities. 

Indoor recreation facilities will be co-located in buildings rather than in 

stand‐alone facilities. Opportunities to integrate such recreation uses with 

parking structures will be explored. 

It is the policy of State Government to integrate and share public facilities, 

such as school playing fields, as much as possible. The Noarlunga TOD is an 

opportunity to attain this at locations such as Christies Beach High School and 

Cardign College. Shared use of currently restricted-access recreational facilities 

such as club and school ovals will be provided. 

All open spaces should have multiple points of pedestrian and cycling access. 

New active, outdoor recreation areas should be served by on-street parking 

rather than off-street parking facilities. 

Typically, the majority of public open space actually occurs in streets (road 

surface, foot path and verges). As a result, streets will be enhanced to function 

as being well planted and memorable. 

Other key strategies include: 

• providing for quality and diversity comprised of regional to local 

scale recreational facilities (indoor and outdoor) appropriate to 

future demographics 

• maximising north-facing areas for open space 

• providing focal points within open space 

• delineating clear pathways 

• ensuring physical and visual accessibility of open space through effective 

design and location in relation to all forms of development 

• retaining significant trees where desirable 

• revegetating degraded areas. 

Many eyes on the park 

improves the quality of 

the open space. 


Mixing uses and density is essential 

Mix by time of day 

The use mix, particularly around the station and the main street, must provide 

a moderate level of activity throughout the day and night to ensure passive 

surveillance keeps people safe. Uses that provide the best casual surveillance 

are shops and cafes, bars and restaurants. Overlooking from above street level 

is also important and a mix of commercial and residential uses ensures this is 

sustained during the day and throughout the evening. 

Office uses can 

be located above 

retail spaces. 

By providing a mix of uses around the station, people can be attracted to 

the station, and encouraged to use public transport. Similarly, people will 

be encouraged to use other shops and services while accessing the public 

transport if they are close together. This practice supports both local economic 

development and public transport use. 

Mixing ground floor retail with other uses along 

street fronts can make for more interesting and 

walkable neighbourhoods. 

Image: Subi Centro, Subiaco, Western Australia 


Distance from station 

The greatest concentration of employment uses must be provided nearest to the 

station. People travelling between transit and their place of employment will walk 

a shorter distance that those travelling between transit and their home. Retail 

uses are to be concentrated along the main street and its connecting streets. 

The highest density and 

greatest mix of uses 

should generally occur 

nearest to the station. 



Density 

Density is an important factor of TODs. More residents, workers and visitors 

mean more activity, and more prospective patrons and customers within walking 

distance of the transit station and retail core. These people are also easier to 

provide with community facilities and infrastructure. Density should be highest in 

the core especially near the station. 

Within the compact core, residential density will be not less than 50 dwellings 

per hectare gross. This may be achieved with 4–6 storey buildings if integrated 

with other ground floor uses. Other uses within the core area are expected to 

attain a 4–6 storey building height except as provided for development over the 

station itself. 

In the transition area between 5 and 10 minute walking distance from the station, 

pedestrian-oriented development consisting of 2 and 3 storey attached row 

cottages and terrace houses, as well as strategically placed 3 and 4 storey units 

will be developed. The minimum residential density in this area will be 35 dwelling 

units per hectare. 

The guiding premise for all development is to go up not out while respecting 

desirable building height-to-street width ratios. The anticipated yield in the core 

area is approximately 1,300 dwelling units. The transition area is forecast to grow 

from approximately 465 existing dwelling units to 1,720 dwelling units. Overall, 

this will result in more than 3,000 dwelling units in the Centre. 

Upper-floor residences 

above ground-floor retail 

are targeted for the 

proposed main street. 


Housing diversity 

Diversity in housing is a key feature of TODs, and of resilient communities. The 

housing needs of people change over time. It provides for a range of lifestyles 

and affordability, thereby attracting a broader mix of people to the Centre. 

A broad range of housing and architectural styles is encouraged. This includes 

apartment style living, shop-top housing, townhomes, mews dwellings, and 

small lot housing. Courtyard and villa housing will be inappropriate as the density 

is too low and the housing type is already widely available throughout the city 

and region. The aim is to provide alternative housing types which currently do 

not exist. 

A minimum of 15% affordable housing, including at least 5% high needs housing, 

is the ultimate goal for residential development in the study area. 

Images: Subiaco, Western Australia 

A broad range of housing 

choices can be offered in 

the same neighbourhood 

in a TOD. 


Apartments can be 

developed in a range of 

styles offering a variety 

of market prices. 


Image: Pearl District, Portland, Oregon, USA 

Image: Vancouver, British Columbia, Canada 

Image: Subi Centro, Subiaco, Western Australia 


Building design matters 

The design of buildings, and the interface and streets between them create the 

identity and quality of a place. A combination of good design, durable materials 

and a commitment to long-term maintenance will be critical to the success of the 

Noarlunga Centre. 

Building size and scale 

Building height, depth, width and corner treatments all impact compatibility, 

sustainability, legibility and neighbourhood contribution. 

Considerations include: 

• use of building height to signify the importance of the station area as the 

major focal point 

• use of medium-rise buildings throughout the core and adjacent block 

faces since they typically provide optimum urban form and enclosure 

for pedestrians 

• wrapping large buildings like parking garages with smaller ‘liner’ buildings 

• ‘stepping’ large building masses to blend with adjacent neighbours 

• focusing on the ground level most relevant to pedestrian experience to make 

it as active and interesting as possible 

• avoiding overly deep building dimensions as they reduce the opportunity for 

naturally lit and ventilated spaces 

• celebrating important corners with prominent architectural treatments. 

Setbacks and build-to lines 

Building forms should be related to the width and activity on the street that fronts 

them, so that a sense of enclosure is created. In turn, this will create street and 

public spaces that are human in scale and welcoming for a range of activities. 

Building heights should shade the footpaths on the north and west sides in hot 

weather, but allow sun exposure on the south side during cold weather. 

In the core area, buildings shall be built to the property line — defined as the 

back of foot path — with allowances made for shallow setbacks in each block 

face consistent with a uniform street frontage. Side setbacks will not be required 

in the core area in order to encourage continuous street walls. 

In the transition areas, maximum front and side setback limits will be defined 

depending on the housing style in individual precinct plans. However, the front 

setback should be as minimal as is feasible. Side setbacks can be incorporated 

to provide access to the rear of lots, minimize overshadowing, and preserving 

privacy of adjoining residences. 

Adaptable building form 

If consideration is given to the need for buildings to change use over time, then 

form becomes more important than function. For example: 

• Most uses are compatible side by side, especially with the advent of 

cleaner technologies. 

• Flexible building spaces allow for a variety of use and response to changing 

market conditions. 

• Buildings should be accessible to all — young or old, physically impaired 

or not. 

Built form will vary depending on the residential densities. In the higher density 

areas apartments 4–6 storeys in height are envisaged. For the balance of the 

residential area 2–4 storey development would be typical and nominated as the 

minimum building height in most locations. 

Orientation 

Main building entries shall be oriented toward the fronting street or immediately 

adjacent foot path. As streets are created, these streets shall have primary 

building entries related directly to them. Residences above retail shall have 

entries on the streets fronting the buildings. These measures will activate the 

street with people entering and leaving buildings and to make building entries 

easy to find and use. 

Image: Sankt Erik, Stockholm, Sweden 

New buildings should 

reinforce the foot path 

as a welcoming and 

invigorating place. 


Building appearance 

Going forward, architectural design will distinguish the Noarlunga from other 

development in the region through its timeless architecture, attention to detailing, 

human scale and relationship to the public spaces. 

The Centre will rely on ‘360 degree architecture’ to create a setting that is 

visually pleasing from all points of view. All sides of a building shall exhibit design 

continuity, with no unimproved sides being visible from public rights‐of-way. 

Building facades shall be environmentally responsible by adapting fenestration, 

shading and materials individually to respond to the environmental conditions of 

each facade’s orientation. Buildings shall minimize the negative impact of winter 

shade on public open spaces and foot paths. 

Awnings and canopies shall be an integral part of the architectural design within 

the core area. Awnings or canopies shall not be supported from the foot path. 

Façade 

Building facades shall be scaled and detailed to break down large facades of 

buildings into small units. A variety of small scale front designs shall predominate 

over a uniform series of longer front facades. 

Buildings will be designed to encourage passive and active interaction between 

occupants and passers-by. This will foster a sense of vibrancy and safety. No 

more than 30% of any individual building facade fronting a street (excepting rear 

lane ways) will be blank. Blank wall fences exceeding ‘human hip’ height will not 

be allowed. Porches, verandas and balconies will be provided at the fronts of 

all residences. 

All buildings, including dwellings, will meet corners with doors, windows and 

balconies to improve visual interest and pubic security. 

Balconies and front doors are required on all buildings facing parks and plazas. 

In the core area, front entry thresholds will be at the adjacent foot path level. 

Materials 

Regionally-appropriate and compatible materials shall be used, carefully detailed 

and combined. The building materials shall establish a consistent and high level 

of quality that is durable and appropriate to pedestrian contact at the street level. 

Equipment 

All rooftop equipment and ground floor equipment, trash storage and utilities 

shall be screened from view from public rights-of-way. 

Pedestrian oriented 

architecture ‘greets’ 

the foot path. 


Moving people is the priority 

The hierarchy of transportation in the Centre focuses on moving people. This 

hierarchy promotes movement of people firstly as pedestrians, secondly as 

cyclists, thirdly through public transport and lastly using private motor vehicles. 

This will: 

• connect all areas and feature of the Centre, including various government 

services, with a coherent movement network with associated effective 

signage radiating from the train station 

• reinforce a low-speed cycling and pedestrian-friendly road network 

throughout the Centre 

• provide bus priority on roads with a primary route that serves the hospital 

(and potential GP Plus Centre), the TAFE, Council offices, retail, and 

train station 

• provide direct, safe, convenient, continuous and legible cycling and walking 

networks throughout the Centre radiating from the transit centre and into 

networks in the surrounding residential areas. 

Development will be designed such that it prioritises pedestrian and cycle 

movements to and from the street, within the site and within buildings. Front 

doors to buildings will be obvious and accessible. Cycle and pedestrian 

entrances will be equally if not more convenient than motor vehicle entrances. 

Pedestrian and cycle paths will take the most direct and convenient route 

between the building or site entrance and the storage facility or dwelling unit. 

People will be encouraged to use stairs and not escalators to access ground 

levels and entrances to buildings. 

Walking 

Walking is the most important mode and must be the priority within the entire 

Centre. At some point in every trip, we are all pedestrians and design should 

recognize such. Strong and identifiable pedestrian connections must be 

provided between the major community building blocks. The pedestrian access 

network, based predominantly on streets, must be fine grained (i.e. short block 

faces and mid-block laneways), particularly close to the station and within the 

compact core. 

The most attractive and animated spaces function such that building and 

adjacent open spaces function as one. Some considerations include: 

• active building frontages 

• articulation of facades to reflect human scale 

• views into and out of buildings 

• orienting the most active building functions prominently along the street edge 

• creating of facades that are attractive close up as well as further away. 

Short block faces of less than 125 metres and the use of mid-block laneways are 

critical to the pedestrian realm. 

Foot paths will be required on both sides of all streets (except laneway and 

shared streets). 

Lane widths and intersection radii will be as narrow and tight as feasible. Overall 

street widths, including parking, verges, foot paths, bikeways and medians, will 

be proportional to adjacent building heights so as to foster pedestrian comfort, 

enclosure and attractiveness. 

Creating value with 

pedestrian oriented 

architecture will attract 

more walking than only 

installing foot paths. 


Cycling 

Cycling is the second most important mode. Cycling routes must be marked and 

protected. They must connect with and where possible, improve the surrounding 

cycling network. Marked cycling routes do not have to directly connect with all 

key community building blocks, but access to these must be enabled through 

local street access. 

A new grid street system of traffic calmed streets will be created. The cycling grid 

will include dedicated bike lanes and off-street bikeways (parallel but segregated 

by planting strips from foot paths) to allow for the creation of a coordinated 

network. The grid network will be linked to the regional bike paths system. 

Traffic signal attenuation should be triggered by pedestrians and cyclist wheels. 

Cycle boxes should be located at all signalized intersections. New buildings in 

the core will be required to provide enclosed push bike storage and shower/ 

changing facilities. 


Although this facility is shared 

with pedestrians, dedicated 

cycleways encourage timid 

riders to cycle more often. 


Transit 

Public transport must be a key aspect of the design and orientation of this 

community. The railway station must be a focal point. The connection of this 

facility with the bus interchange and other public transport modes must also be 

a priority. 

On-street services, particularly where they are high frequency high capacity 

services should have some priority over vehicular traffic at intersections. 

The plan vision provides for: 

• upgrading rail, bus, interchange, parking and transit station infrastructure 

commensurate with Noarlunga’s role as a regional centre 

• relocating the bus interchange to a main street adjacent bus plaza 

• creating upgraded waiting facilities for both train and bus services 

• more comprehensive bus coverage throughout the Regional Centre (taking 

advantage of new grid street layout) 

• the Park and Ride role of the station along the rail line to include a larger 

focus on walk and ride. 

This transition will be supported by the extension of the Noarlunga line to 

Seaford. The Seaford Meadows Station will provide additional Park n Ride 

capacity which will reduce demand at the Noarlunga Station. This will allow 

car parking to be maintained at current capacity rather than be expanded. In 

addition, the parking transition strategy looks to the incorporation of the Park 

n Ride facility in an wrapped, shared parking facility. Structural parking facilities 

could also be developed as part of the green bridge air rights spine. 

It is also anticipated that the electrification of the rail line will induce additional 

transit demand for commuting to and from the Centre. The frequency of service 

will be commensurate with the role of the station as an integral part of the 

Noarlunga Regional Centre. 

High quality stations 

can make transit 

more desireable. 


Vehicles 

Motor vehicles are a necessary component of modern life. They provide private 

transport for work and personal trips, they move goods, and they provide 

community and emergency services. Vehicle traffic must be provided for, but in 

the context of other priorities. 

New street standards will be developed to reduce road widths and curb radii. 

This will create additional land for new uses. Consideration will be given to single 

lane, flush mounted streets and lane-ways where traffic volumes are sufficiently 

low. Additionally, the creation of more environmentally resilient streets that use 

more eco-friendly materials will be explored. 

As planning proceeds, new street sections that transform high volume 

auto‐oriented streets, such as Beach Road, Dyson Road and Goldsmith Road, 

will be developed. The aim is to balance the need to move cars while improving 

the public realm supporting the higher intensity use and pedestrian orientation of 

the Centre. 

Image: Poundbury, Dorsett, England 


Parking 

Parking supply management is a significant TOD principle. Too much parking for 

residents, workers and visitors discourages public transport use. A small amount 

of short-stay parking will be needed to support retail activity. However car 

parking allocations for all uses must be carefully managed and minimised. 

The aim is to provide pedestrian access to all areas of the Centre, while 

minimizing vehicle/pedestrian conflicts and visual intrusion of parking into the 

public environment. Parking standards will be changed to establish a maximum 

rather than minimum amount. The parking standards will also establish a dwelling 

unit size for which no parking is required (e.g. studio apartments). 

Shared parking will be required to reduce the overall parking supply demand 

in the core. In the transition area, parking demand can be met with on‐street 

spaces and off-site, dedicated structures rather than on-site garages and 

driveways. If garages are provided on-site, they shall be accessed by 

rear laneways. 

Precinct plans will examine the viability of requiring parking to be sold separately 

from all residential units. This will improve the affordability of housing for those 

who choose not to own a car. Car ownership is generally significantly lower 

in TODs. 

Parking will not need to be located in the same building or block as the 

associated land uses. Ultimately, parking will be encouraged to be located in 

shared parking structures on the periphery of each precinct. 

Structured parking will be wrapped with buildings to minimize visual impact on 

public streets and spaces. In the core station area, surface parking lots will be 

phased out. In this manner, they will serve as land banks until redeveloped with 

structures or open spaces. 

Vehicle access to parking will be avoided on high-traffic pedestrian frontages. 

Parking access shall be well identified for way-finding. 

Parking structure wrapped with liner buildings. 

Safety and security 

Safety and security are vital to the success of moving people in any urban 

environment. The creation of lively, urban areas which are easy to overlook and 

oversee have been demonstrated as the most effective measures for community 

safety and crime prevention. 

Safety consideration should include: 

• ensuring natural surveillance and human presence 

• providing safe routes that minimize conflict 

• designing in community ‘ownership’ of public spaces 

• creating physical security measures that are ornamental in their design 

• locating exits and entries to buildings in spots that can are visible and 

easily monitored. 

Rear laneway access for parking. 



Moving forward 

Preliminary costings* 

Based on the potential development of an additional 3,000 dwellings within 

Noarlunga Centre, the load on the existing infrastructure has been estimated 

and required infrastructure/augmentation upgrades calculated as shown in 

Table 1 below. 

Table 1: Infrastructure requirements 

Potable water 

Sewer 

Stormwater 

Electrical 

$0.5 m (main upgrades and plant 

capacity upgrade) 

$2.5 m (main upgrades and treatment 

plant capacity upgrade) 

Potential of $1 m to redevelop existing 

infrastructure 

$7 m 

In terms of the road network, detailed design is required to ensure that new 

intersections and access to arterial roads confirm with relevant requirements. 

As such it is difficult to budget for all necessary road related works. A street 

master plan will be developed to determine design details, costing and staging 

of implementation. 

An additional significant infrastructure cost will be incurred for the construction of 

a new bus and train interchange with a high quality waiting area. This cost can 

be forecast as part of future precinct planning. 

Development of land for new buildings and creation of public plazas and open 

spaces will also be incurred. The Council will incur costs for construction of 

new council offices and indoor recreation facilities as well as the demolition 

of the existing Council offices. This cost can be forecast as part of future 

precinct planning. 

Staging 

A staging plan for development of the Noarlunga Centre over the next 30 

years is recommended below and illustrated in Figures 6-8. In reality, the actual 

implementation staging can vary based on unforeseen opportunities. Critical 

actions are identified as a Year 1 Priority. 

General staging assumptions 

• The proposed Vision presents an aspirational framework of what the 

Noarlunga Regional Centre could become over the next 30 years and does 

not commit the key stakeholders to any policy or financial obligations until 

authorised by the appropriate approval bodies 

• The proposed stages and implementation strategies / actions identified for 

each stage are intended for use as a guide only and should not preclude 

the adoption of implementation actions which may arise opportunistically, 

so long as they are consistent with and do not prejudice other actions within 

that stage or subsequent stages. 

• The development outcomes envisaged in the proposed staging are 

aspirational and will be subject to the commercial, social and political realities 

prevailing at the time of their anticipated delivery. 

• While all data projections or cost estimates included in this structure plan are 

based on information provided at the time of its preparation, they constitute 

a provisional and aspirational guide only and should not be used as the basis 

for actual forward works budgeting or on - ground delivery. 

• It is envisaged that the structure plan process forms part of a larger planning 

process which could include the preparation of related strategies / programs, 

more detailed precinct planning and other statutory planning initiatives. 

* Connor Holmes, Draft Regional Centre and Environs Plan, 2008. 


STAGE ONE 

Planning 

1. Prepare and implement a Concept Plan for the Inner Station Precinct. 

The focus on the plan is to upgrade the appearance and functionality of 

the station and area immediately around it, including the park and ride, to 

accommodate the 2010–2012 rail line extension and electrification program 

while positioning these facilities for further integration with surrounding 

development in the future (Year 1 Priority). 

2. Commence planning and development of Main Street concept 

(Year 1 Priority). 

3. Prepare and implement precinct plan for Station Area, potential Green 

Bridge, potential rail crossings and adjoining properties to west of station. 

With regard to development over the station, prepare broad concepts to 

ensure that functionaltiy of the station is not compromised. Include planning 

for interim and permanent park-and-ride facilities. Development to follow in 

this stage (Year 1 Priority). 

4. Explore options, including the relocation of its offices, for Council to act as a 

catalyst in activating the station precinct. 

5. Develop Council active recreation and open space plan including indoor 

facilities. Develop concept for “sporting hub” prior to development of Office 

of Recreation and Sport land south of Goldsmith Road and land between 

Christie’s Beach High School and the rail line. (Year 1 Priority). 

6. Determine appropriate statutory planning approach and prepare appropriate 

statutory mechanisms (e.g., development plan amendment or a large area 

precinct plan) for overall study area (Year 1 Priority). 

7. Prepare and release expression of interest package for joint development of 

municipal and Housing Trust land west of station. Development to follow in 

this stage. 

8. Prepare and release expression of interest for development of station and 

develop business case for initial segment of the Green Bridge. Development 

to follow in this stage. 

9. Prepare and implement concept plan for south of Goldsmith Road. 

Development to follow in this stage (subject to planning in note 3 above). 

10. Prepare and implement concept plans for Centro properties north (including 

Main Street and retail mixed use on north side of Main Street) and south of 

Colonnades. Development to follow in this stage. 

Infrastructure 

1. Commence construction of station/interchange (Year 1 Priority). 

2. Initiate concept planning for Beach Road improvements. Construction timing 

to be determined in future planning (Year 1 Priority). 

3. Develop more explicit climate change adaption, sustainability and innovation 

measures as part of Planning and Infrastructure actions above. 

4. Relocate park and ride to structured shared parking facilities in area west of 

station (when available). 

5. Commence construction of core area rail crossings 

6. Design and construct utility upgrades. 

7. Develop public plazas east and west of station. 

8. Prepare new street standards to promote priority for pedestrians and 

improvement of pubic realm. 

9. Investigate feasibility of light rail connecting Christies Beach and Noarlunga 

Centre 

Overall 

1. Establish governance and funding mechanisms (Year 1 Priority). 

2. Develop and implement detailed community and stakeholder consultation 

strategy (Year 1 Priority). 

3. Evaluate Colonnades leasing program to determine potential 

street extensions. 

4. Revisit and refine Structure Plan. 


Figure 7: Stage 1 — Early 0–10 years 

10 min walk 

Christie 

Downs 

Morphett 

Vale 

5 min walk 

Christies 

Beach 

Marcellin 

College 


High School 

Beach Road 

Interchange 

and Station 


Dyson Road 

Burgess Drive 

New Uses 





Port 


5 min walk 


South 

Adelaide 

Football 

Oval 

Cardijn 

Oval 

Cardijn 

College 

Honeypot Road 




Residential 


Open Spaces 




10 min walk 


N 

0 150 300 

metres 


STAGE TWO 

1. Redevelop big box retail and medical precincts. 

2. Extend Green Bridge north and south. 

Figure 8: Stage 2 — Medium term 10–20 years 

10 min walk 

3. Redevelop southern oval at Christies Beach High School. 

4. Upgrade northern oval at Christies Beach High School. 

5. Develop street extension through Colonnades Centre. 

6. Develop street-facing retail mixed use along south side of Main Street 

(Colonnades Centre side of street.). 

7. Revisit and refine Structure Plan. 

Note; New bulky goods/big box retailing is allowable as long as the design 

principles contained herein are attained. 

Christies 

Beach 

5 min walk 

Marcellin 

College 

Christie 

Downs 


High School 

Beach Road 

Morphett 

Vale 

Interchange 

and Station 


Dyson Road 

Burgess Drive 

New Uses 





Port 


5 min walk 


South 

Adelaide 

Football 

Oval 

Cardijn 

Oval 

Cardijn 

College 

Honeypot Road 




Residential 


Open Spaces 




10 min walk 


N 

0 150 300 

metres 


STAGE THREE 

1. Redevelop remainder of Colonnades Centre. 

Figure 9: Stage 3 — Longer term 20–30 years 

10 min walk 

Christie 

Downs 

Morphett 

Vale 

5 min walk 

Christies 

Beach 

Marcellin 

College 


High School 

Beach Road 

Interchange 

and Station 


Dyson Road 

Burgess Drive 

New Uses 





Port 


5 min walk 


South 

Adelaide 

Football 

Oval 

Cardijn 

Oval 

Cardijn 

College 

Honeypot Road 




Residential 


Open Spaces 




10 min walk 


N 

0 150 300 

metres 


Community and Stakeholder Engagement 

The transformation of Noarlunga Centre will only be successful if there is strong 

support from key stakeholders and the local community. 

Aims: 

• Promote the benefits and increase community acceptance for the vision to 

revitalise Noarlunga Centre; its aims and objectives; and the implementation 

of the structure plan; 

• Monitor community perceptions and proactively manage and address 

competing views regarding perceived impacts and benefits of the project; 

• Gain support and build rapport with key stakeholders for the vision and 

structure plan in order to ensure ongoing, positive relationships; 

• Ensure stakeholders are well informed about the aims and scope of 

the project through the provision of accurate, accessible and timely 

information; and 

• Identify and manage risks early in the process. 

Approach: 

A comprehensive stakeholder engagement and communications plan will be 

developed and a communication working group formed. A strategic issues 

assessment workshop will be held at the beginning of the project to identify key 

deliverables, timeframes, protocols, roles and responsibilities. 

Key stakeholders should be engaged in ways that offer tangible benefits 

and incentives for their cooperation while providing certainty through nonnegotiables. 

Engagement with the local community should address issues that 

have significant and direct impact (whether positive or negative) on 

their interests. 

Potential issues of concern should be identified and managed early and in a 

proactive way (e.g. negative perceptions of higher-density housing and mixed 

use; inadequate infrastructure). 

While a number of activities have been identified below, the most powerful form 

of publicity is to make things happen on the ground and produce 

early successes. Preliminary engagement with key stakeholders has already 

occurred and further consultation with them and the wider community is 

envisaged as part of the approach. 

Target audiences and stakeholder groups: 

• Political (including ministers, cabinet, local MPs, Council) 

• Key Government agencies / landowners (GUCC, ORS, DFC, DECS, LMC, 

DPLG etc) 

• Key local service providers / landowners (health service / hospital, SAFC, 

TAFE, schools, Centro etc) 

• Development / property industry 

• Local community, businesses, interest groups etc 

Potential Issues: 

The consultation plan will identify potential opportunities and constraints and the 

strategies required to appropriately manage them. 

Potential opportunities include: 

• Increased support and ownership over the project, which is especially 

important for project delivery; 

• Greater alignment of forward planning process and future decisions with 

the specific priorities and needs of the community, including increased 

Council and stakeholders understanding of issues relevant to the local 

community; and 

• Improved awareness and understanding of the benefits of TOD principles 

more widely. 

Potential constraints include: 

• Impact of higher density housing and increased populations; 

• Political interests likely to emerge in the lead-up to a state election; 

• Inadequate infrastructure, including transport infrastructure; 

• Agreement / cooperation from Centro, especially given Cento’s recent $120 

m investment in Colonnades; and 

• Number of government agencies involved. 

Activities: 

Engagement should be undertaken on a regular and on-going basis through a 

variety of forums and media including: 

• Newsletter – either project specific or develop content for inclusion in existing 

newsletters 

• Fact sheets 

• Web content prepared / website developed 

• Community information (open) days, held at an easily accessible location and 

attended by technical experts to provide response to questions 

• Feedback surveys 

• Visualisations designed to assist in the provision of accurate information for 

the community engagement process 

• Static display in local library 

• Branding 

• Community workshops with ‘hands on’ components to encourage active 

participation 

• Media releases and liaison 

• Advertorials in local newspaper (Messenger) 

• 1800 info line and email address (e.g. noarlungatod@onkaparinga.sa.gov.au) 

• Projects designed to increased community participation, e.g. schools 

project, community planting days, community art workshops 

• 1-1 meetings with key stakeholders including local Council, government 

agencies, resident and business groups, interest groups 


Implementation 

Five key actions have been identified to ensure the implementation of the 

Noarlunga TOD: 

• adhering to the urban design principles and strategies included in this plan to 

ensure development is consistent with the vision for Noarlunga TOD 

• committing to the ‘Communication and Consultation Strategy’ to promote 

the benefits of TODs, identify and manage risks and gain support from the 

local community for the TOD vision 

• advancing and refining the design and development of precincts within the 

study area 

• establishing a partnership and associated institutional arrangements to 

oversee the development of Noarlunga TOD 

• undertaking the process to incorporate the structure plan for Noarlunga TOD 

into the City of Onkaparinga Development Plan. 

The last two actions are further discussed below. 

Partnerships 

A broad range of partnerships can be used to implement complex developments 

such as TODs. These can be partnerships between developers or other 

private entities and government, or they can be partnerships between different 

government agencies or between different levels of government, or both. The key 

to their success is that they are created early and that the aims and objectives, 

as well as the responsibilities of each party, are articulated and agreed up front. 

They can be of a commercial nature, or simply a commitment to act according to 

an agreed direction. 

There are a variety of mechanisms and models applied elsewhere around 

Australia that demonstrate different approaches regarding governance, enabling 

powers and activities with regard to Centre redevelopment and regeneration. 

The Noarlunga TOD will require significant governance and institutional 

frameworks to negotiate delivery across (and within) all project components, 

strategies and action. 

The partnership will be required to provide strong leadership and a unified and 

consistent approach to decisions and actions with respect to: 

• future development and the highest and best use of land (including potential 

private public partnerships) 

• land tenure and acquisition 

• land assembly 

• land use and activity distribution 

• investment in infrastructure and place capital 

• a commitment to fiscal and financial (both capital and recurrent) policies 

and tools 

• a commitment to legible, transparent and effective policies and guidelines 

• the establishment of effective institutional bodies and arrangements 

• strong and consistent advocacy for agreed directions and outcomes. 

The development of a TOD must be founded on sound real estate principles. 

The simple existence of a rail station and train service does not in itself create 

demand for new development. The project must be nurtured to create demand 

and a lead agency must take on that role and have the long-term vision to 

sustain the nurturing environment. 

For TOD projects to be successful, costs to developers must not exceed the 

prevailing market. Since TODs cost more overall, they require more front end 

investment and are more complex to manage. For example, land assembly 

and banking will need assistance and funding gaps will require subsidy. There 

also must be an incentive for property owners and developers to bring together 

their collective assets. These challenges require the active participation of the 

public sector. 

In addition, TODs create value over time and payback is longer than 

conventional development. Consequently, TODs need a genuine partnership 

between all tiers of government and the private sector to deal with the unique 

infrastructure and investment requirements of TODs. By acting in this role, the 

recommended partnership can offer the incentives needed to encourage private 

sector participation. 

Financing of TOD projects can also be more challenging for the private 

developer. Mixed use projects require creative financing that is difficult for many 

developers to obtain or justify the additional risk. For example, a critical mass 

of activity must often be built before the market is created for other parts of 

the TOD. The development of the station area, the green-bridge and the main 

street are such catalysts in the Noarlunga TOD. By partnering with experienced 

mixed use developers, the recommended institutional arrangement can avoid 

the piecemeal development of the study area while providing the confidence for 

private investment to occur. 

The Centre is more than the sum of its parts. It requires significant governance 

and institutional frameworks to negotiate the delivery across (and within) all 

project components, strategies and actions. 

In Australia, different governance mechanisms and models have been adopted 

to guide, manage and coordinate decision making, funding, land assembly, land 

uses and activity in centre redevelopment and regeneration. 

A blend of the following governance approaches are considered most applicable 

to the Centre: 

• Alliance partnership over the whole study area; and 

• Redevelopment Authority as a targeted pilot project for the core area. 

Each approach offers a range of potential advantages and limitations and Table 

2.0 below provides a brief description of the two approaches, their 

key features and examples of where they have been successfully applied 

in Australia. 


Table 2 

Partnership Models 

Description 

Key Features 

Authority Structure Funding Delivery Community Involvement 

Example 

Application to Noarlunga 

Regional Centre 

Alliance Partnership 

Redevelopment Authority 

(Pilot Project - Railway 

Precinct) 

Collaborative partnership 

between the State and 

Local Government, 

the private sector and 

community. 

The approach is based 

upon an intensive 

community engagement 

model and brings together 

the Alliance, Stakeholders 

and the community to 

facilitate and enable 

the implementation of a 

shared vision 

An institutional body 

established with 

enabling legislative 

powers with highly 

structured governance 

arrangements, Board 

oversight and a 

supporting organisational 

structure. 

• Contractual 

• Alliance agreement 

between State and 

Local Government 

(eg: memorandum of 

understanding) 

• Legislative 

• Established through 

a specific Act of 

Parliament which 

provides powers of 

acquisition, asset 

management, finance, 

development and 

disposal, to enhance 

delivery capacity 

• Leadership Team 

consisting of 

independent 

chair, state and 

local government, 

community and 

private sector 

representatives 

• Institutional body 

consisting of state 

and local government 

and private sector 

representatives; 

• Provide strategic 

framework for 

Government (all levels) 

and stakeholder 

commitment 

• No funding allocation 

of its own 

• Relies on existing 

delivery capacity in 

institutional partners 

to acquire, asset 

manage, invest and 

develop 

• Recurrent and capital 

funding, through 

Government seed 

funding, recurrent 

Treasury dispositions, 

and development of 

independent assets; 

• Investment capacity 

• Delivery capacity 

is primarily through 

strategic coordination 

– may have 

finite contractual 

timeframes 

• Provides a vehicle 

for consolidated 

assembly and 

ownership of land 

parcels 

• pacity to achieve 

short and medium 

term goals along the 

way; 

• Long term timeframes 

and ‘sunset’ clauses 

– often 40 – 60 years 

timeframes 

• Stakeholder 

Reference Groups to 

facilitate structured 

community 

involvement with 

regular meetings, 

comprising Alliance 

team members, 

Stakeholders and 

the Community that 

meet on topics, 

such as property, 

infrastructure, 

sustainability and 

education 

• Advocacy approach 

- communication and 

consultation strategy 

to generate consistent 

and positive coverage 

• Stirling City Centre 

Alliance, Western 

Australia 

• Subiaco 

Redevelopment 

Authority (SRA), 

Western Australia 

• Responsible for 

guiding the delivery 

of the structure plan 

vision for the whole 

study area 

• This approach is 

considered to offer a 

robust engagement 

mechanism to 

establish collaboration 

and innovation 

of stakeholder / 

community ideas 

• Responsible for 

the delivery of key 

strategic initiatives 

within the TOD core 

area, especially 

the railway station 

precinct, as defined in 

this report 

• Institutional body 

that can drive, 

acquire and initiative 

redevelopment 

activities through a 

legislative framework 


Planning policy requirements 

Traditionally, statutory planning policies relating to an area have been included 

in the relevant Development Plan and have been subject to revision through a 

Development Plan Amendment (DPA). Although this can be a timely process, 

it can be initiated by Council at any point to implement a change in policy in 

line with the directions in the relevant Planning Strategy. A DPA can also be 

Minister led. 

However, on the back of the Planning Review (2008), the recently released Draft 

30 Year Plan for Greater Adelaide, identifies a new implementation structure. This 

process may provide an alternative measure to implement the policy change 

set out in the Noarlunga Structure Plan and may involve the preparation of a 

Ministerial DPA and potentially precinct requirements. 

The Draft 30 Year Plan delivers two of the main recommendations in the State 

Government’s Planning Reforms (2008). The Plan proposes to use Structure 

Plans and Precinct Requirements to fast-track the rezoning of land for residential 

and commercial development. This process will give certainty to investors about 

the types of activities that are allowed in a location, creating potential drawcard 

for investment and job creation. 

The structure plan for the Centre should be supported by the establishment 

of appropriate planning policy that facilitates transit use, transit orientated 

development and integration of land use and transport. In particular, planning 

policies need to be established to preserve and promote redevelopment 

opportunities and constrain inappropriate uses. 


Appendices

Appendix A — Background 

Public realm quality 

The existing public realm at Noarlunga is of poor amenity, with limited points 

of interest. The majority of facilities operate individually, limiting any sense of a 

‘precinct’ and encouraging the area as a thoroughfare rather than a ‘place to be’. 

The public realm gives little indication of the identity of the Noarlunga community, 

and as a key entrance point, the rail station is unattractive, dated and without 

wider connection to the Centre. 

The current built form within the study area contributes to an inadequate 

public realm: 

• dated buildings 

• large setbacks 

• blank walls on facades 

• poor orientation facing public spaces 

• vacant and underused parcels of land. 

Accordingly, passive surveillance is limited, the current land use mix encourages 

no activity after hours and vandalism is prevalent. 

Centro Colonnades is in many respects the current activity ‘hub’, although most 

pedestrian movement has an internal orientation, away from Ramsey Place and 

other outdoor spaces. The success of Ramsey Place as a public plaza is further 

reduced by poor sightlines, lack of businesses fronting on the entire plaza, too 

strong a sense of enclosure due to development on all sides and limited activity 

outside of business hours. 

Image: Beach Road, Christies Beach, Onkaparinga, South Australia 

Lower Beach Road has 

a strong public realm 

that can be linked to 

the centre. 


Land use and tenure 

Current tenure arrangements are fragmented, with Centro remaining the largest 

landholder within the study area. Current government ownership includes: 

• South Australian Housing Trust 

• Minister for Recreation and Sport 

• Minister for Transport 

• TransAdelaide 

• Minister for Correctional Services 

• City of Onkaparinga. 

Reflective of its status as a regional centre, the study area contains a wide variety 

of land uses. The core area within 400 m of the railway station encompasses 

many opportunities for improving public realm and increasing density for office 

and retail development. The core area is characterised by the following: 

• Noarlunga Station, associated Park n Ride facilities and two 

transport interchanges 

• some of Centro Colonnades and bulky goods/retail buildings 

• some recreational facilities, including Noarlunga Swimming Centre 

• extensive surface parking 

• a number of small, vacant land parcels. 

The transition area between 400 and 800 m of the railway station 

primarily incorporates: 

• large vacant land parcels 

• existing low density residential built form 

• Christies Beach High School, Cardijn College and associated sports grounds 

• existing TAFE and Noarlunga Health Services buildings 

• bulky/goods/retail buildings 

• Noarlunga Oval 

• rail corridor for future rail extension. 

The segregation of land uses reduces connectivity and activity, and superfluous 

amounts of surface car-parking space exist. 


Rail 

The Noarlunga Regional Centre is a major transportation interchange. It 

contains both rail and bus facilities together with designated commuter parking. 

The Noarlunga rail station is presently the final destination on the Adelaide to 

Noarlunga rail line. 

The existing rail service operates 7 days a week, and typically 18 hours a day. 

Frequency of services varies considerable with weekend service considerably 

less frequent than during the week. Weekday service provision is concentrated 

around the traditional early morning/late afternoon peak. 

Typically services operate at 15 minute intervals during peak times 

(7 am–10.30 am and 2 pm–4 pm). Outside of these times the intervals are 

between 30 and 45 minutes. Weekend and public holiday services operate at 30 

minute intervals between 6.30 am and 7 pm and then hourly until midnight. 

The journey from Noarlunga to Adelaide is schedule to take 50 minutes. A 

number of express services operate, including a full express service between 

Noarlunga Centre and Adelaide (around 33 minutes), a partial express train 

between Brighton and Adelaide (around 41 minutes) and a partial express service 

between Woodlands Park and Adelaide (around 45 minutes). 

Image: Existing station 


Bus network 

Figure 10: Existing circulation 

The study area contains two major bus interchange areas, including the provision 

of designated commuter parking. One interchange is located directly opposite 

the Council office, and the other is immediately adjacent to the railway station. 

10 min walk 

Buses operate on the following roadways: 

• Beach Road 

• Dyson Road 

• Goldsmith Drive 

Christie 

Downs 

Morphett 

Vale 

• Burgess Drive 

• David Witton Drive 

5 min walk 

• Hannah Road 

• Honeypot Road 

• Elizabeth Road 

Christies 

Beach 

Beach Road 

• Morton Road. 

Current bus networks have poor connectivity between surrounding residential 

land and the facilities and services within the Centre, and are limited to the 

existing road network. The buses mostly operate with a CBD focus. 


Cycling and pedestrian network 

The Centre is severely disjointed with poor pedestrian and cycle connectivity. 

Very few paths are provided within the study area, and those that exist are largely 

unplanned as part of wider pedestrian/cycle connectivity, provided only on one 

side of the road, and are informal (including a lack of mobility/access planning). 

The location of existing buildings also inhibits direct connections. 

In addition, there is poor connectivity between the study areas and surrounding 

neighbourhoods, even which clearly defined pedestrian desire lines exist. 

Currently pedestrians use a number of tracks missing basic infrastructure (e.g. 

pavement, lighting), and travel along road verges. 

There are very limited cycling facilities and no cycling network within the study 

area. A bicycle path exists along the Southern Expressway to the east of the 

study areas as well as along Beach and Dyson Roads. Two cycle paths along 

Beach Road and Goldsmith Drive end abruptly. 

Dyson Road 

Port 




Burgess Drive 

5 min walk 



Study area 

Existing interchange 

Bus route 

Bicycle path 

Honeypot Road 

It is evident that there are very limited cycling facilities within the study area. 

A bicycle path exists along the Southern Expressway to the east of the study 

area as well as along Beach and Dyson Roads. A path from south extends to 

Goldsmith Drive but then extends no further in terms of a dedicated path. Scope 

exists to formalise a connection to the railway station. 

Permeability 

Expansive areas of open space and vacant land exist between buildings. It is 

evident that the current pattern of building form within the Centre is haphazard, 

and that most building footprints are characterised by irregular shapes. Few 

buildings within the study area have a north orientation. 

10 min walk 


Downs 

N 

Pedestrian path 

Existing rail 

Proposed rail 

Park and Ride 

0 150 300 

metres 


Roads and parking 

Figure 11: Traffic volumes 

From a vehicular travel perspective, the study area is served by major arterial 

roads located to the west (Dyson Road/Commercial Road) and east (Main South 

Road) which assist in connecting people from the surrounding suburbs to the 

Centre. In more recent years the Southern Expressway has provided further 

connections with direct access to the expressway from Beach Road. 

10 

Poor internal road connections exist and a number of roads do not connect 

limiting direct access within the study area. The Southern Expressway provides 

the local community with direct road connections to the north and south, 

however this increases the volume of vehicle traffic travelling along Beach Road. 

Average daily traffic volumes for arterial roads within the study area include: 

• Beach Road — 16,000–23,000 vehicles 

• Dyson Road — 14,000–21,000 vehicles 

• Goldsmith Drive –12,000 vehicles 

• Hannah Road — 6,300 vehicles 

Christies 

Beach 

5 

Beach Road 

vehicles 

Christie 

Downs 

Alexander 

Kelly Drive 

4,110 vehicles 

Beach Road 

Morphett 

Vale 

• Alexander Kelly Drive — 4,110 vehicles. 

Alexander Kelly Drive 

Currently, the study area exhibits a strong private vehicle focus (rather 

than pedestrian/cycling), this is further supported by disproportionate amounts 

of car parking facilities associated with Centro Colonnades and other retail/ 

commercial buildings. 

Dyson Road 

Dyson Road 

vehicles 

Burgess Drive 

Hannah Road 

Hannah Road 






Port 


Goldsmith 

Drive 



5 

Honeypot Road 


Downs 

10 

N 

0 150 300 

metres 

Image: Beach Road, Noarlunga Centre, Onkaparinga, South Australia 


There are no occurrences where adjacent buildings create a solid built form. 

Large amounts of public open space indicate any activity that occurs within the 

study area is dispersed and the area appears less vibrant. 

Figure 12: Permeability 

10 min walk 

The current pattern of building form and building footprint affects permeability 

when combined with a poor pedestrian and cycle network. Further, if 

development continues to occur haphazardly, permeability will continue to 

decline. The Centro building particularly reduces permeability because it is such 

a large footprint, and generally most buildings to the east of the railway station 

have larger footprints than those on the western side. 

Christie 

Downs 

Morphett 

Vale 

5 min walk 

Christies 

Beach 

Beach Road 

Alexander Kelly Drive 

Hannah Road 


Dyson Road 

Burgess Drive 




Port 


5 min walk 


Honeypot Road 


Downs 

10 min walk 

N 

0 150 300 

metres 


Policy areas 

Under the existing zoning, the study area is largely comprised of the Regional 

Centre (Noarlunga) Zone. This zone is intended as one of the major regional 

centres outside of the City of Adelaide, providing an extensive range of activities 

as well as functioning as the major transport interchange in the southern region. 

The zone is intended for a mixture of complementary land uses, with medium 

density housing within the core area. 

The study area comprises of a number of policy areas, including: 

• Retail/Commercial (Policy Area 103) 

• Entertainment/Recreation (Policy Area 104) 

• Core A rea Retail (Policy Area 105) 

• Human Services (Policy Area 106) 

• Office (Policy Area 107) 

• Mixed Use (Policy Area 108) 

• Transportation Corridor (Policy Area 109) 

• Fringe (Policy Area 111). 

Market considerations 

The mix of uses will be determined by real estate market conditions. It is 

anticipated in the short-term that the prevailing private market sectors will be 

retail and residential uses. 

The existing retail in the study area is estimated to exceed 70,000 square metres 

of leasable floor space. Of this, the majority (more than 66,000 square metres) is 

located in the Centro Colonnades. As the regional population continues to grow, 

the volume of retail that can be supported at the TOD will grow accordingly. In 

reality, the TOD has ample retail to attain its potential benefits of mixed uses. 

The primary need is to open up the retail to street fronts in the compact core. 

There will be need for some local retail to support residential development south 

of Goldsmith Road 

Residential demand in the study area is currently driven by the local residents or 

workers. Much of the available housing in the study area is community housing 

managed by the Housing Trust. There exists a significant need to grow the 

amount of housing within the study area. A larger residential catchment can 

be created if housing in the TOD offers choice, high amenity and the locational 

advantage of being proximate to high quality transit. Prospective residents from 

outside the local market will also be attracted to a higher density residential 

community due to convenience to shops, restaurants, entertainment and high 

quality public spaces. 

Commercial employment demand is currently forecast to be relatively low for the 

southern region. The prevailing commercial demand will be related to ancillary 

office uses that support the growing residential population in the TOD. The 

demand for commercial space can be enhanced by the creation of a high quality 

setting that is appealing as a ‘corporate address’. Investment in the station area 

and the creation of the green-bridge can help to attain this perception. 


Infrastructure assessment 

An assessment of current access to infrastructure and services was undertaken 

for each property in the city using the walking distance or drive time measures 

adopted by service providers or used as planning benchmarks. The mapping 

indicated that access was poorest for local shops, child care and primary 

schools and transport interchanges. (Note: data was not available for access to 

GPs). Access to local scale facilities fell well below the criteria with the proportion 

of households falling within the criteria being low, namely: 

• 34% for local shops 

• 16% for childcare and primary schools 

• 1.4% of transport interchange access. 

Dwellings 

More than 90% of the dwelling stock within the City of Onkaparinga is comprised 

of separate houses, compared with around 77% in the ASD. The study area and 

surrounds has a slightly more diverse housing stock than the LGA, with around 

7% flats, units and apartments and around 5% semi‐detached housing. 

The study area and surrounds has approximately the same average household 

size as the ASD (2.4 persons) and the ageing of the population, in addition to 

other social trends such as lower marriage and fertility rates, suggests that 

households are likely to be smaller in the future. It is suggested that the current 

housing stock in the area does not adequately cater for this trend. Further, the 

income profile of the study area and surrounds is relatively low, while separate 

houses are generally the most expensive housing type. It is considered that 

increased housing diversity in this are would be desirable in order to better match 

the area’s demographic and economic profile. 

Water supply/waster water services 

Preliminary investigations were undertaken to ascertain the effect of a further 

3,000 dwellings in terms of water supply and wastewater services. 

The water supply has ample capacity locally to supply this number of dwellings, 

assuming these will mostly be medium density with minimal or no garden 

component to supply. The area is within the EL96 water supply zone, and is 

supplied by a DN600 main in Beach Road, which in turn supplies a DN450 main 

in Burgess Drive and a DN450 main in Goldsmith Drive. 

Wastewater is generally served by DN225 mains in Blyth Street and Old 

Honeypot Road and DN300 main in an easement opposite Seaman Road. These 

mains have some spare capacity but collectively not enough to serve another 

3,000 dwellings. Approximately 1 km of additional gravity main (either DN225 or 

DN300 pipes) will be required to make up the anticipated shortfall. 

Water sensitive design 

The study area can incorporate water sensitive design principles such as; 

• household rainwater tanks 

• roadside swales (in certain areas) 

• vegetation buffers 

• detention/retention ponds and wetlands 

• bio-filtration systems. 

Broadband 

The Southern Adelaide Economic Development Board (SAEDB) has identified 

high speed Broadband as one of the top five issues needing attention to 

promote Southern Adelaide’s growth. 

The official SAEDB statement from their 2007 Strategic Plan ‘Think South - A 

New Economic Future’ is: 

“The Southern Adelaide region must have access to world-class 

broadband telecommunication infrastructure. Southern Adelaide has the 

worst Broadband blackspots of any metropolitan region in Australia, and 

a Broadband Development Strategy has already been prepared and is 

being pursued” 

Anecdotal information suggests the potential for new offices is linked to provision 

of high speed Broadband. A recently coordinated joint State and Federal 

Government funded initiative currently being delivered by Adam Internet WiMax, 

will provide a best practice solution in the short-term. It is using the latest worldclass 

iteration of technology (eg improving on past technologies like dial-up, 

ADSL, ADSL2, and 3G) being Wi-Fi. The AdamMax system is currently being 

installed in the City of Onkaparinga first and will be live by the end of the year. 

The rest of Adelaide will be enabled in 2010/11. 

There are opportunities being explored to link in with State Govt SABRE-Net 

education and health systems that run through our region. Also the new NBG 

Victor Harbor back-haul to Adelaide will likely pass through the region, potentially 

allowing a connection to Noarlunga. 

Renewable Energy 

Council has commenced a study to identify options and models to support the 

uptake of community owned renewable energy within the City of Onkaparinga. 

Another current project that may have implications for Noarlunga TOD is the 

development of an energy futures strategy for the City of Onkaparinga. The 

strategy will identify opportunities to support the uptake of renewables under the 

following strategic themes: 

• ‘Infrastructure & Assets’ will look at the regions electricity and gas 

infrastructure and the process under which capacity is assured 

• ‘Supply’ will discuss the region’s energy supplies including electricity 

generated and explore the aspirations for, and barriers to increased local 

generation 

• ‘Demand’ will look at current and future opportunities to manage energy 

demand and the impacts of ‘peak demand’ on electricity and gas 

infrastructure 

• ‘Economic Development & Employment’ considers the dual role of energy as 

both an ‘enabler’ of economic activity and the potential to be a job-creating 

industry in its own right 

ASR constraints 

ASR is a common practice for reclaiming stormwater, however to enable ASR in 

a commercial area there would be a requirement to treat the water to a quantified 

level before injection to the ground water table. To effectively do this, a wetland 

is required to this quality. The size of a wetland to effectively treat the stormwater 

for the commercial area in the scope would be 1–2% of the catchment, equating 

to approximately 3,000 square metres of land area. 

The most practical area to accommodate such a scheme is the southern portion 

of Goldsmith Road. Further detailed engineering investigations are required to 

confirm the suitability of this area for ASR. 


Strategic context* 

The Noarlunga Regional Centre can be regarded as an area of State significance, 

with repeated reference in a number of key state strategic documents. Below 

is a summary of these policies considered to be of particular significance to the 

Noarlunga Regional Centre and this project. 

South Australia’s Strategic Plan 

South Australia’s Strategic Plan was released in 2004 and updated in 2007. The 

plan contains seven objectives to guide the development of the state over the 

medium-long-term. 

Specifically these objectives area: 

• growing prosperity 

• improving wellbeing 

• attaining sustainability 

• fostering creativity and innovation 

• building communities 

• expanding opportunity. 

Table 3: Relevant south Australian strategic plan targets 

SASP target 

Relevance to Noarlunga TOD 

11.1 Economic growth: Exceed the national economic growth rate by 2014. As a regional centre, future investment and development of the study area will 

generate economic growth. 

11.17 Strategic infrastructure: Match the national average in terms of investment 

in key economic and social infrastructure. 

11.19 Total population: increase South Australia’s population to 2 million by 2050, 

with an interim target of 1.64 million by 2014. 

13.5 Greenhouse gas emissions reduction: Achieve the Kyoto target by limiting 

the state’s greenhouse bas emissions by 60% (to 40% of 1990 levels) by 

2050. 

13.5 Use of public transport: Increase the use of public transport to 10% of 

metropolitan weekday passenger vehicle kilometres travelled by 2018. 

16.7 Affordable housing: Increase affordable home purchase and rental 

opportunities by 5 percentage points by 2014. 

In targeting the objective of additional resident and workforce population the 

project will require and justify further investment in social infrastructure. 

The study area provides significant opportunity to accommodate dwellings and 

therefore populations. 

Reducing the reliance of the use of motor vehicles and maximising public transport 

use through a TOD outcome will assist in the attainment of this target. 

A TOD should promote the use of public transport by intensifying a wide range of 

development within walking distance of the transport network. 

The provision of affordable housing is a key outcome sought for this project. 

The plan also contains 98 targets to measure progress in each of these seven 

areas. Table 3 contains a summary of how this project will help to achieve key 

relevant targets. 

* Connor Holmes, Draft Regional Centre and Environs Plan, 2008. 


Planning Strategy for Metropolitan Adelaide 

The Planning Strategy for Metropolitan Adelaide presents the South Australian 

Government’s policy for the physical development of the state over the next 

10 to 15 years and is guided by the principle of ecologically sustainable 

development (ESD). ESD is defined in the strategy as: 

One of the key functions of the Planning Strategy is the articulation and 

maintenance of an urban boundary to contain sprawl. The urban boundary was 

introduced in 2002 and amended in 2007. 

The following section contains key principles from the Planning Strategy which 

are considered relevant to this project. 

Activity centres 

The study area is designated as a regional activity centre. Policies pertinent to 

regional activity centres are provided in Table 5 and comparisons with Noarlunga 

TOD are made. 

‘using, conserving and enhancing the community’s resources so that ecological 

processes, on which life depends, are maintained, and the total quality of life, 

now and in the future, can be increased (National Strategy for Ecologically 

Sustainable Development, 1992). 

Table 4: Planning Strategy land use and transport integration 

Policies 

1. Integrate transport and land use planning decisions to facilitate a safe, 

sustainable, efficient and effective transport network. 

Land use and transport integration 

The strategy advocates the maximization of land use and transport integration to 

deliver sustainable outcomes, support economic growth and reduce locational 

disadvantage in the outer suburbs. Table 4 provides a summary of relevant 

land use and transport integration policies as they relate to the Noarlunga 

TOD project. 


Encourages better use of existing transport infrastructure and ensuring future 

transport infrastructure is incorporated in planning for urban and economic 

growth. The TOD will make better use of the existing rail and bus interchanges. 

Future rail line extension, station redevelopment to better integrate with residential 

and commercial development will also be investigated. 

2. Facilitate TOD around selected high-service public transport routes. This policy discusses locating higher-intensity uses within walking distance of 

transit stops and reducing car parking requirements in these areas to encourage 

public transport use. The development of a TOD would be consistent. 

3. Maximise accessibility to and use of the public transport system through greater 

integration with land use to reduce the need for private motorised travel. 

4. Encourage people to walk and cycle to destinations by providing suitable 

infrastructure and developing safe, attractive and convenient walking and 

cycling environments. 

This policy seeks higher residential densities around transit stations, encourages 

uses which generate large numbers of visitors and promotes public transport 

and pedestrian focussed design. A Noarlunga TOD would potentially achieve this 

policy. 

With appropriate Structure Planning and concept design, a Noarlunga TOD 

development can improve the connectivity and legibility of Noarlunga Centre and 

create safe and attractive pedestrian links throughout. 

9. Ensure integrated transport and land use supports quality of life outcomes. The public transport focus of the Noarlunga TOD will help improve access to 

services within Noarlunga Regional Centre. Concept plans will include high quality, 

accessible public open spaces. 

Table 5: Planning Strategy activity centre policies 

Policies 

2. Support a range of activity centres 

that are complementary and meet 

community needs. 

3. Encourage an appropriate mix 

of uses to create multifunctional 

activity centres. 

4. Actively encourage people to walk, 

cycle and use public transport to 

access activity centre. 

5. Improve the transit focus of activity 

centres through greater integration 

with public transport facilities. 

6. Balance the provision of private 

and commercial vehicle access and 

car-parking with the need to ensure 

walkable, attractive and efficient 

activity centres. 

7. Encourage attractive, functional 

and vibrant activity centres. 


A TOD at Noarlunga is seen to 

support the role of Noarlunga Centre 

as a regional centre. 

Noarlunga Centre currently contains 

a mix of retail, civic, recreation, 

education and health uses. 

The introduction of residential 

development into Noarlunga Centre 

and an increase in after hours activity 

in the area is required to further 

support the attainment of this policy. 

The concept options will seek to 

increase the pedestrian focus. 

Concept options will be devised 

to consider relocation of the 

bus interchange. 

Options such as deck car parking will 

be investigated as part of this design 

process in order to provide sufficient 

car parking without creating a ‘sea’ of 

parking. 

Urban design principles including 

CPTED will be applied to the concept 

designs to ensure high quality design 

outcomes. 


The draft Plan for Greater Adelaide 

The draft Plan outlines how the South Australian Government proposes to 

balance population and economic growth, with the need to preserve the 

environment and protect the heritage, history and character of Greater Adelaide. 

It promotes a new urban form and new governance arrangements for its delivery. 

The draft Plan is underpinned by twelve principles: 

1. A compact and efficient city 

2. Housing diversity and choice 

3. Accessibility 

4. A transit focused and connected city 

5. World class design and vibrancy 

6. Social inclusion and fairness 

7. Heritage and character 

8. A healthy and safe city 

9. Affordable living 

10. Economic growth and competitiveness 

11. Climate change resilience 

12. Environmental protection 

The key characteristics of the draft Plan relevant to delivering the desired 

urban form at Noarlunga will be: 

Concentrating new housing in Existing Areas – the draft Plan sets out a shift 

to locate a greater share of new housing in the existing areas of Greater 

Adelaide. This is to take advantage of existing infrastructure, revitalise urban 

areas, maintain village integrity and to provide critical mass to support 

infrastructure upgrades. 

Locating new housing and new jobs in transport corridors – the draft Plan 

contains a detailed strategy to locate the bulk of new housing in established 

areas around the existing transport networks and transport corridors to create a 

transit connected city. 

Establishing New Transit Oriented Developments – new Transit Oriented 

Development will be the centre piece of the new urban form. Featuring medium 

to high residential housing, retail, employment, education, health, government 

and adjacent to transport interchanges. These locations can accommodate a 

significant amount of growth. 

Increasing densities around Stations and Transport Interchanges – the 

significant increase in densities will implement the desired new urban form. The 

increase in density will occur in established areas, particularly around shops, 

railway stations, bus interchanges and along the major transport corridors of 

Greater Adelaide. 

Placing an Emphasis on Good Design and Creating Unique Precincts –the quality 

of new housing design will be improved to blend with existing neighbourhoods. 

This will apply to commercial, industrial and retail precincts also. 

Creating Vibrant Mixed use Precincts – the new urban form will see a greater mix 

of uses located together which will promote walkable neighbourhoods and easy 

access to services. 

Revitalising Major Activity Centres and The City of Adelaide –the role and 

importance of the city centre as the hub of the region will be reinforced. 

Revitalising centres to increase residential accommodation, diversity of cultural 

and retail activities and upgrade transport networks is core to the plan. 

Taking a new approach to greenfield development – new greenfield development 

will feature a greater mix of housing types and where possible be contiguous to 

transit corridors. 

Achieving a Diversity of Dwelling Types –a greater mix of dwelling types ranging 

from single detached dwellings to low rise attached accommodation such as 

townhouses and villas, will be provided catering for the change in population. 

Water and energy efficiency – Standards for water and energy efficiency will be 

improved in both individual buildings and new neighbourhoods. 

Greenways and a network of Open Spaces –major transit corridors will be 

characterised by connected open space featuring distinct green buffers to 

improve amenity, provide a noise buffer between residential accommodation and 

the transport thoroughfares and have a cooling effect. 

Achieving Planning Strategy principles at Noarlunga: 

The vision for Noarlunga accords with all of the above principles. The vision has 

been built on Transit Oriented Development principles and will deliver a revitalised 

regional centre, increased residential and provide a broad range of services. 

Noarlunga is identified in the draft Plan as a Regional Activity Centre and a higher 

order TOD. As a regional centre and higher order TOD, Noarlunga will provide 

a full range of retail, commercial, administrative, entertainment, recreation and 

community facilities. This achievement will be supported by direct Government / 

Council involvement and / or infrastructure. 


Housing Plan for South Australia 

The Housing Plan for South Australia was released in 2005 and seeks to achieve 

the following over a five to ten year timeframe: 

• make affordable housing available to more people 

• provide quality housing for those in greatest need in our community 

• renew and reinvigorate neighbourhoods. 

Targets and actions presented in the plan are framed within the following live 

key objectives: 

• affordable housing and strong communities 

• high need housing 

• housing and services for Aboriginal South Australians 

• strong management and service coordination 

• environmental sustainability. 

The housing plan has a strong social housing focus. While the Noarlunga TOD 

project is not expressly a social housing development, it does support the 

general intentions of the plan and, more specifically, the actions to link housing 

targets to planning and development policies contained in objective 1.3. Table 6 

provides a summary of how the Noarlunga TOD supports key actions articulated 

under this objective. 

City of Onkaparinga Community Plan 2028 

The City of Onkaparinga’s Community Plan 2028 establishes meaningful 

strategies to help create an environment where strong, vibrant communities 

can prosper. The Community Plan addresses issues such as climate change, 

economic renewal, an expanding and ageing population, access to water and 

energy, public transport, social services and utilities. The strategies that are 

particularly relevant to the revitalisation of the Centre include: 

• (1.1) The focus for new residential development will first be in areas that have 

services and infrastructure and will ensure efficient and sustainable use of 

available urban land. 

• (1.2) Population growth in the City and region is sustainable, collaboratively 

planned and managed, and township boundaries and rural land are 

protected. 

• (1.4) Noarlunga Centre is further developed to provide an enlivened regional 

centre with at least 10,000 people living and working in the locality, focused 

around the train station. 

• (1.5) A range of sustainable housing options is available that match our 

communities needs. 

• (1.6) Declining urban areas including older more established areas are 

regenerated. 

• (1.7) Quality well-used open space is a feature throughout the City. 

• (1.8) All forms of transport are integrated with current and future land use 

and provide social and economic opportunity for our communities. 

• (3.1) The City is a low emissions city that managers the impacts of climate 

change. 

• (4.2) Our City’s spaces are enlivened to promote social interaction and a 

sense of character and identity. 

• (4.4) The City is a dynamic place, attracting and stimulating young people 

who are shaping its development and character. 

Table 6: Housing plan policies 

1.3 Planning links Noarlunga TOD 

Expand the supply of affordable housing by implementing a target of 10% 

affordable and 5% high need housing in all significant new housing developments. 

Work with industry, local government and the community to achieve this target. 

Ensure development policies support a mix of housing densities, sizes and styles 

within each neighbourhood and target the development of higher density housing 

in strategic locations linked to activity centres and transport nodes. 

Identify and maximise under used and surplus government land holdings 

Ensure that the sequence of housing development is consistent with related 

infrastructure development, especially in the southern areas of Adelaide. 

One outcome of the project is likely to be the development of broad hectare land 

owned by Housing SA for residential purposes. Such development would be 

designed to accommodate affordable housing. Similarly affordable housing can 

potentially be delivered by other housing forms (i.e. apartments and/or mews 

housing) within other parts of the study area. 

This project seeks to provide the housing mix and strategic links sought by this 

objective. Current zoning policies will need to be amended to enable this to occur. 

The land subject to the investigations contained in this report are largely held in 

State Government ownership and currently under utilised. 

The Noarlunga TOD represents an infill development and seeks to maximize the 

use of existing infrastructure, in particular transport. 


Appendix B — Bibliography 

Australian Bureau of Statistics (2007), Census 2006. 

Barton, Hugh (2002) ‘Do Neighbourhoods Matter?’ in Hugh Barton (ed) 

Sustainable Communities: The Potential for Eco-Neighbourhoods, Earthscan 

Publications, London, pp 63-64. 

Connor Holmes, Draft Regional Centre and Environs Plan, 2008. 

Grady, S. and Leroy, G. (2006) ‘Making the Connection: Transit Oriented 

Development and Jobs’, Good Jobs First, USA. 

Mees, Paul (2000) ‘Transport and Healthy Cities’ in Health Promotion Journal of 

Australia, Volume 10, Number 3, pp 197-201. 

Rickwood, P. (2007) ‘Integrating Population, Land-use, Transport, Water 

and Energy-use Models to Improve the Sustainability of Urban Systems.’ 

Presentation given at State of Australian Cities conference, Adelaide. 

Transit Cooperative Research Program (2004) Transit Oriented Development 

in the United States: Experiences, Challenges and Prospects. Transportation 

Research Board, Washington, DC pp 122-135. 

Trubka, R. Newman, P and Billsborough, D. (2008) Assessing the Costs of 

Alternative Development Paths in Australian Cities, Curtin University Policy 

Institute and Parson Brinckerhoff.

Noarlunga Regional Centre Draft Structure Plan 2010–2040

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