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2005 Roma Street

EDUCATION PRECINCTS: Walking time from Roma Street Tim Crashaw RAIlWAy lINE

SCHOOL (PUBLIC)

RAIlWAy STATIoN

COLLEGE (PRIvATE)

SCHool (PRIVATE)

COLLEGE (PUBLIC)

1 Brisbane Grammer School 9 minues 2 2Brisbane Girls Grammer 10 minutes 3 QUT Kelvin Grove Campus 22 minutes 4 Kelvin Grove High 25 minutes 5 QUT Gardens Point Campus 20 minutes 6 QUT Gardens Point Campus 20 minutes 7 UQ Faculty of Dentistry 6 minutes 8 UQ Faculty of Dentistry 6 minutes

2005 Roma Street

POINTS OF INTEREST Yue Meng

GREENFIELDS BROWNFIELDS

2005 Roma Street

CHARACTER STUDY: Housing of the Petrie Terrace + Spring Hill Julian Toomba

2005 Roma Street

RETAIL: BRISBANE TRANSIT CENTER bradley Cornish

The Brisbane Transit Center is made up of three levels of retail and commercial frontages for public access. Level 3 provides interstate travelers with services including coach ticketing ofďŹ ces, car rental, accomodation, and general tourism information. During off peak periods and possible peak hours, the level 3 area becomes inactive with a lack of human activity. Level 2 incorporates food and beverage outlets with food courts occupying the majority of floor space. Several large food chains remain open for later customers, though a majority of businesses close after the late peak period. Level 1 connects the street frontage to rail access for pedestrians. The level is mostly open to allow for high volume movement to and from the rail. Some food and beverage retail is provided, though poorly addressed for public activity. There remains a lack of retail address to Roma Street which adds to the poor entrance to the Transit Center.


for the necessary rights of way (at least 200 feet wide), highways sliced neighborhoods apart, created barriers, and brought noise, air pollution, and vibration to living and working areas, even as the use of automobiles was generally encouraged by the promise of enhanced mobility. New life was supposed to be brought to central business districts; instead, in many cases vitality was drained away to suburban locations. This story of highway evolution is a major and well documented part of recent urban history, and concern over its consequences generated North America’s “highway revolt” of the 1970s in North America. A societal consensus has now been reached that this shall not happen again—that preserving the existing urban environment is more important than accommodating private cars and trucks. So be it: Such policy expressing the wishes of the majority is acceptable and not debatable. Unfortunately, it is not an all-encompassing operative solution, since the 19th- and 20thcentury districts and neighborhoods have to be serviced with contemporary systems and modes. Even with the best public-transit systems in place, vehicle overloads will still be generated. The major urban highways that exist, regardless of the pain that was often associated with their construction, are in full use, frequently beyond capacity. It is an inescapable fact that no city can exist or hope to compete among its peers today without efficient highway service. Despite any philosophical or symbolic concerns, economic and social life in America and Australia runs on rubber tires. That leaves only two basic approaches to allowing dense and old districts to survive and continue in the future. One of them is to

SITE DOCUMENTATION UQ 129

INFRA_19  

1 Brisbane Grammer School 9 minues 2 2Brisbane Girls Grammer 10 minutes 3 QUT Kelvin Grove Campus 22 minutes 4 Kelvin Grove High 25 minutes...

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