Architecture, Building and Planning - Theses
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ItemHow far can community engagement go in EIA?: A case study for the MMRP in the Parkville community.( 2019)As a planning tool, public participation has been encouraged in environmental impact assessment (EIA) to evaluate the possible impacts any development project could cause to the urban setting (Christie, 2008). Nonetheless, public participation has been sparsely addressed in the Australia EIA process (Thomas & Elliot, 2005). Hence, my research examined the extent to which EIA enables public participation in the context of a large project in Melbourne, Victoria. I expanded on my analysis by examining the limitations, challenges and opportunities of the EIA’s community engagement process to foster citizen participation. I used a single-case study methodology using the Melbourne Metro Rail Project (MMRP) in the Parkville community as the case. I collected the data through an extensive document and media analysis, and a semi-structured interview. For the data analysis, I developed a collaborative planning evaluation framework (CPEF) which builds from Healey’s (2006) imperatives of collaborative planning. The CPEF constitutes in evaluating (1) the identification of stakeholders considering their social networks, systems of meaning, and power relations, (2) the integration of innovation and different types of knowledge which covers as well the participation of stakeholders in the problem framing phase, (3) the inclusion of stakeholders, and (4) the accountability of the participation process. The analysis showed that an EIA’s engagement process is rigorous in at least one characteristic of each of these 4 evaluation categories. The EIA’s engagement process identifies and includes stakeholders, while safeguarding the accountability of the process and integrating local initiatives into the EIA process. Nonetheless, the participation of the stakeholders in the problem framing phase is limited by the Victorian legislation. Additionally, the engagement activities (stakeholder inclusion) are predetermined by the stakeholders’ identification, which is faced with the challenge of not considering the social networks of the stakeholders. EIA’s participation process is faced with the challenges of identifying the stakeholders’ social networks, acknowledging the power relations between stakeholders, and integrating different types of knowledge into the EIA process. Finally, EIA’s participation process has the opportunity to foster citizen participation by expanding on the assessment of the stakeholders’ systems of meaning. Further opportunities to encourage participation remain outside the EIA process itself, such as engaging stakeholders before the start of the EIA process or creating a new participation platform as part of the Environment Performance Requirements (EPRs) of the EIA.
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ItemUrban consolidation and transport( 2004)There has been wide debate about the way that Australian Cities are developing and the ensuing travel outcomes of that development. Concerned commentators have suggested that by altering the way these cities are developing may result in reduction in the use of automobiles for mobility and an ensuing rise in walking, cycling and public transport use by increasing residential densities through Urban Consolidation policy and other instruments available to planners. In Melbourne since the early 1990s there has been a boom in residential development in and around the inner city, yet at the same time other areas close by have remained relatively unchanged from these population and dwelling stock increases. The focus of this report was to compare the commuting and car ownership characteristics of exiting areas with those altered b the policy of urban consolidation. This was done in order to see whether travel patterns were indeed changed by the re-population and revitalisation of dwelling stock and if the ensuing patterns showed reductions in car travel, more walking, cycling and public transport as suggested y advocates of the Compact City notion. Although there were variations in the travel patterns of both areas, the comparison shows that there are generally lower mode shares in public transport, similar shares of driving and differences in walking and cycling in the selected consolidated areas compared to the travel patterns produced from existing development. Thus this research challenges the conventional wisdom amongst contemporary urban planners that substantial increases in density will improve public transport, walking and cycling mode shares at the expense of car travel.