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FINAL REPORT

The Lifecycle of Goods in Tottenham Rethinking Industry and Inclusion UPD5002 - Planning Project 4: Inclusive City

Prepared by: Eliza Paul | Millie Poetter | Retno Palupi

20 25

Acknowledgment of

Country

Table of

Contents 01 02 03

We acknowledge the Traditional Custodians of the land on which the Tottenham precinct is located, the Wurundjeri Woi Wurrung and Bunurong peoples of the Eastern Kulin Nation. We pay our respects to Elders past and present, and extend that respect to all Aboriginal and Torres Strait Islander peoples today. This Country has been a place of innovation and skilled making for tens of thousands of years long before modern industry arrived. We recognize that our contemporary industrial activities build upon a landscape that has always been a place of ways of knowing and making. We also acknowledge the importance of embedding Indigenous voices and knowledge in shaping more inclusive and sustainable urban futures.

Source: Wurundjeri Woi Wurrung Cultural Heritage Aboriginal Corporation, supplied by State Library of Victoria. Accessed September, 2025

05 06

The Brief & Setting The Scene

......06

Three Districts

......10

The Changes Ahead

......22

A New Mixed-use Framework

......36

Protecting Tottenham’s Industrial Backbone Enable Industrial Symbiosis

Schedule and Scale Freight To Fit Place

Collective Demonstration & Implementation

......42 ......52 ......61 ......72

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The The Lifecycle Lifecycle of Goods of Goods in Tottenham in Tottenham Page Page 5 5

TRANSIT ORIENTED CROSSROADS

Tottenham sits at the intersection of intensification and industrial resilience, where planning choices will determine whether industry remains part of its future.

Image source: Paul (2025)

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The Lifecycle of Goods in Tottenham Page Page 7 7

01 The

Brief Aims: Demonstrate the value of industrial lands to inclusive cities. Test alternative mixed-use models that integrate diverse industrial activity in Tottenham. Plan beyond the precinct by considering infrastructure and flows of people and goods that extend through and beyond defined areas.

Figure 1. .... (....., 2025) Figure 1. Map of transect area. (E. Palupi, 2025)

This report will demonstrate the value of industrial lands in supporting inclusive cities and explore how alternative mixeduse models can integrate housing, jobs, and industry. This report was prepared as part of the Monash Urban Planning and Design Planning Project: Inclusive City, which seeks to address the interrelated challenges of housing, work, and industry through detailed analysis and proposals for alternative mixed-use places.

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Setting

The Scene

“

Compact walkable neighbourhoods that integrate housing, employment, community facilities and public transport to support local living

“

— VPA TOD Definition

Figure 2. Activity Centre Plan (VPA, 2025)

1.1 Transit-Oriented Development in Melbourne

Page 9 9

Figure 3. Image of Tottenham Station (E. Palupi, 2025)

Transit-oriented development (TOD) has emerged as a dominant global planning model, encouraging compact, walkable neighbourhoods supported by high-quality public transport. In Melbourne, TOD is central to metropolitan planning strategy and is now guiding the evolution of key precincts around rail and tram infrastructure to support housing supply, local services, and 20-minute neighbourhoods. At the same time, cities worldwide are experiencing a restructuring of industrial land. Post-Fordist shifts increasingly position cities as spaces of culture, consumption, and lifestyle rather than production (Zukin, 1998) Pendras, 2008). As industrial areas come under redevelopment pressure, questions emerge around employment diversity, economic inclusion, and the resilience of local supply chains (Dierwechteret et al 2020). In Melbourne, industrial land has been released at an accelerated rate in recent years, despite evidence that localised production and logistics capacity remains critical for equitable and sustainable city systems (Grodach et al., 2022).

Figure 4. Image of Tottenham Station (Paul, 2025)

Tottenham’s Metropolitan Role Against this backdrop, the Victorian Planning Authority has designated Tottenham as a TransitOriented Mixed-Use Activity Centre, recognising its strategic rail position and its capacity to support intensified, transit-served development.

But Who Is This Mix of Uses For? In practice, TOD precincts in Melbourne have tended to evolve toward housing, retail, and community services, key components of livable neighbourhoods. However, international research highlights that transit oriented redevelopment can privilege consumption-oriented land uses displacing productive ones (Zukin, 1995). As a result, TOD can risk reinforcing socio-economic exclusion by eroding spaces of production, affordable work, and culturally diverse economic networks, even as it advances sustainability and density objectives.

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DISTRICTS Residential District

Across its industrial core, buffer, and residential edges, Tottenham reveals a layered urban ecosystem where production and living coexist Buffer Zone

Tottenham Station

w et tN Pr

Fr ei gh

i re

rin

Industrial Core District

Palupi (2025). Satellite image source: Nearmap (2025)

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02 About

Three Districts This section describes three distinct districts within Tottenham the Industrial Core, Buffer Zone, and Residential Area (figure 5), explaining how they work, the challenges they face, and how they interact with one another. Together, these areas form an interconnected system that supports Melbourne’s broader metropolitan economy. Understanding these three faces of Tottenham allows us to read the precinct as an integrated ecosystem, one that must evolve collectively to deliver a more circular, inclusive, and resilient urban future.

The transect illustrates the spatial structure of Tottenham, transitioning from the industrial core to the buffer zone and adjoining residential area. INDUSTRIAL CORE

BUFFER ZONE

The Value of Industry

Tottenham as a hub of varied activity

Tottenham Station

Figure 5. Industrial Diversity in Tottenham (Paul, 2025)

Tottenham operates as one of Melbourne’s most active and complex industrial districts. Within a few square kilometers, the area hosts large-scale warehousing, logistics yards, recycling depots, automotive workshops, small manufacturers, and community enterprises such as Green Collect. This concentration of diverse but interconnected activity reflects a complete industrial ecosystem where materials arrive, are processed, repaired, and redistributed across the metropolitan region. As Grodach and Guerra-Tão (2023) note, such diversity of scale and function strengthens urban economies by enabling collaboration between large and small firms through shared infrastructure and labour networks. Tottenham’s strategic location, adjacent to freight corridors and close to the central city, reinforces its role as a vital employment base and a node of production within Melbourne’s inner west. Figure 6. Transect of Districts in Tottenham (Palupi, 2025)

RESIDENTIAL

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We can’t have this without that

Tottenham Economic and Demographic Role

Industrial land is the backbone of Melbourne’s economy. It enables the everyday conveniences, culture, and commerce that define city life. Far from being obsolete, industrial land remains the living system that keeps Melbourne’s economy functioning and its communities connected.

Tottenham plays a critical role in the economic fabric of Melbourne’s inner west. Its industrial base underpins regional output, provides diverse employment, and supports the city’s broader systems of production and distribution.

Every glass poured depends on industrial production and packaging, bottles, caps, and distribution networks keep the hospitality scene running. Wine Bars

Bottle Cap Factories Figure 7. Share of Economic Output in Melbourne’s Inner West (REMPLAN, 2024)

Every performance relies on off-site industrial workshops and warehouses for stage sets, props, and costumes, what appears on stage begins its life in storage. The Opera

Storage

Every digital exchange and office network runs through nearby data centers, proximity to industry keeps the CBD competitive and connected. Competitive and Productive CBD

Figure 8. Industry Output by Sector in Tottenham, Showing the Dominance of Manufacturing and Transport (REMPLAN, 2024)

Economic Output Anchored in Traditional Industry Manufacturing remains the economic backbone of Tottenham. The precinct accounts for roughly one-third of Maribyrnong’s total manufacturing output, underlining its regional significance. This concentration of production demonstrates that “old economy” industries continue to drive value creation and employment, across the city. Industrial land here enables not only the making of goods but also the repair and logistics that underpin urban consumption and resilience. A Hub for Inclusive Employment

Proximity to Data Centers Low-Middle Skill Levels Supported in Tottenham

Every fast online order depends on coordinated warehouses, sorting facilities, and truck fleets that move goods across the city. Same day delivery

A Key Role in the Inner Western Economy Tottenham plays a vital role in the economic performance of Melbourne’s inner west. Its traditional industries generate some of the highest output per worker in the region, with the Tottenham contributing an estimated five percent of the combined economic output for Hobsons Bay, Maribyrnong, and Moonee Valley. This contribution extends beyond figures, it represents how industrial land sustains the essential operations that keep goods moving and jobs local.

Centralised distribution centers

Figure 9. Employment by Industry and Skill Level in Tottenham (REMPLAN, 2024)

Tottenham’s industrial base supports a diverse range of employment types, providing opportunities for workers across different income levels and skill sets. The precinct accommodates tradespeople, machine operators, warehouse staff, and technicians alongside administrative and logistics roles. This mix of occupations creates an inclusive employment profile that helps offset the growing wage inequality in Melbourne’s service economy. Industrial jobs offer pathways for workers without tertiary qualifications and provide stability often lacking in casualised service roles.

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Core Industry District

Journey to Work

Built form and Land-use Character

Commuting data highlights Tottenham’s strong local employment capture, with almost 400 people both living and working within the study area. This self-contained employment relationship reduces travel demand and contributes to the principles of the 20-minute neighborhood. It also reinforces the importance of retaining industrial land near housing, allowing residents to access secure, skilled work close to home. Such patterns reflect a form of everyday inclusivity, where industrial precincts remain places not only of production but of community livelihood.

Warehouse

Freight and Container Depot Automotive Services

Manufacturing t

Warehouse

e fr

Warehouse

The industrial core is in Tottenham defined by large, rectangular parcels and singlestorey buildings designed for movement and storage. Most blocks contain expansive warehouses or production sheds with wide road frontages, loading docks, and on-site circulation for trucks and heavy vehicles. The overall structure of the district is simple and functional: long streets, deep lots, and limited permeability, expressing a landscape built for logistics rather than street life.

Figure 11. Warehousing and Manufacturing Landscape in Tottenham’s Core Industrial District (Palupi, 2025)

Cluster Composition and Activity Mix

Figure 12. Industrial Business Clusters within Tottenham’s Core Industry District (Palupi, 2025)

Industrial activity in Tottenham’s core combines multiple industrial clusters identified by Grodach and Guerra-Tão (2024): general industrial areas and warehousing–logistics zones.¹ The land is dominated by large logistics operators and storage facilities, supported by smaller-scale uses such as wholesale outlets, automotive and machinery repair, trade, and material recycling. Newer industries like data centers are emerging within this mix, reflecting a gradual shift toward digital infrastructure. This diversity of scale demonstrates that the this district is not a monolithic zone. Warehousing Concentration and Transport Bias

Warehouse

2.5

5 km

Minimal Pedestrian Access

rn Tu

ing

Figure 10. Map of Journey to Work (Paul, 2025). Data sourced from: ABS (2021).

radii

Broad roads

Figure 13. Freight-Dominated Street Environment in Tottenham’s Industrial Core (Palupi, 2025)

Tottenham’s productivity is high because the area handles large volumes of freight and materials. The district’s built form and infrastructure reveal a clear transportation bias, optimised for vehicles rather than people. This structure aligns with Melbourne’s broader pattern of outerand middle-ring industrial clusters where efficiency is achieved through proximity to arterial routes and inter-modal freight systems.

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Buffer Zone District Zoning and Function Industrial Zone (IN1Z)

Res id

ent

Residential

Bu ffe r

Zo ne (

3Z )

Data Center

ial Z one

( GR Z)

Warehouse

The buffer zone forms the transitional edge between Tottenham’s industrial core and nearby residential areas. Zoned Industrial 3 (IN3Z), it is intended to accommodate lighter industries compatible with sensitive uses, acting as a step-down in intensity from the Industrial 1 Zone (IN1Z). In practice, however, this distinction is blurred. The IN3Z allows a wide range of uses and functions less as a protective buffer and more as an extension of the industrial core, dominated by warehousing, logistics, and small manufacturing. Its flexibility sustains industrial activity but also exposes the area to pressure from new, resource-intensive uses such as data centers, which challenge existing planning and environmental controls.

Figure 14. Industrial Zoning and Land Use Transition Between Tottenham’s Core and Residential Edge (Palupi, 2025)

From Separation to Integration Other Land-use

Tottenham Station

Industrial Area

Hatuka and Ben-Joseph’s (2022) New Industrial Economy Framework helps explain the spatial logic of this district. Tottenham reflects an adjacent industrial pattern, where residential and industrial uses sit side by side, divided by the rail line. Yet, growing investment, transit access, and redevelopment pressures are gradually shifting this condition toward a more integrated morphology, where industry and urban life begin to overlap. This transition represents both opportunity and risk: it offers potential for adaptive and mixed industry but also intensifies conflicts over amenity, infrastructure, and land security, the core tension shaping Tottenham’s industrial future.

Figure 15. Industrial Morphology Types (Adapted from Hatuka et al., 2022)

Image source: Paul (2025)

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Residential District Affordability and Disadvantage

ential

Resid

Zone

Truck and Freight Corridor

The southern residential district sits directly against Tottenham’s industrial edge, where homes face freight corridors, truck routes, and noise barriers. This creates a harsh and uneven interface between human and industrial scales, producing safety and amenity issues. Freight traffic passes through local streets, generating conflict between pedestrians, cyclists, and heavy vehicles, reflected in the concentration of moderate to severe road crashes across the area. Despite this, the neighbourhood remains a stable pocket of housing that accommodates workers employed within the industrial precinct, reinforcing its social and economic connection to nearby employment.

Figure 16. Residential Interface with Industrial and Freight Corridors in Southern Tottenham (Palupi, 2025)

Proportion of mortgage payers in stress

Proportion of renters in stress

Affordability and Inclusivity Compared to the rest of Melbourne, Tottenham’s southern residential area remains relatively affordable, with lower mortgage and rental stress levels. This affordability provides access to housing close to jobs, yet it comes at a cost: exposure to pollution, noise, and limited infrastructure quality. The district illustrates the challenge of inclusive planning in transition zones, affordability without amenity risks creating environments of disadvantage. As one resident described, if the only affordable door opens onto a crash-prone, waterstressed, and polluted landscape, can we truly call that inclusive? Addressing these structural inequities is critical to ensuring that Tottenham’s regeneration benefits both existing and future residents.

Figure 17. Housing Stress in Tottenham Compared with Greater Melbourne (ABS, 2021; Poetter, 2025) Image source: Palupi (2025)

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CHANGES AHEAD Tottenham’s industrial land is shifting through overlapping changes in digital infrastructure, production, and freight. These evolving systems underpin Melbourne’s economy but are transforming what “industrial” means; at a pace that blurs the boundaries between physical, digital, and social urban life. Image source: Green Collect (2025)

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The Growing Demands Of Digital Infrastructure The expansion of digital technology has driven a surge in data creation. This information must be processed, stored, and transmitted through physical facilities: data centers, that now underpin the global digital economy (Jones et al., 2013). Despite the idea that the internet exists “in the cloud,” its infrastructure remains physical.

21 Indwe St, NextDC

Australian investment in data centers increasing rapidly

Australia has become a major hub for data-center investment. Almost three-quarters of new national supply is concentrated in Melbourne’s west, making it a key growth area for this infrastructure (M3 Property, 2024). In Tottenham, NextDC’s new complex will be the largest in the country, with another already under assessment. As one of the few remaining areas of central, affordable industrial land, Tottenham has become a prime target. This marks a clear shift in how industrial land is used: older manufacturing and warehousing sites are being replaced by energy-intensive digital infrastructure.

2021

This transition exposes a growing tension. A Victorian Government spokesperson stated that “data centers are an important part of our state’s future—when datacenter companies invest in Victoria, they drive job creation and grow the economy.” Yet these facilities consume vast amounts of electricity and water while offering few long-term jobs. By 2030, data centers are expected to use up to 8 percent of Australia’s electricity supply (ABC News, 2024). In Sydney’s Macquarie Park, similar growth has already delayed housing construction due to pressure on energy and water systems. Tottenham, faces the same potential challenge.

Figure 19. Source: Stroet, K. (2025, April) “Australia’s Data Center boom: Investment, growth and challenges”. Ray White Commercial Bayside. Retrieved from https://raywhitecommercialbayside.com/news/australias-datacenter-boom-investment-growth-and-challenges

Data center capacity is expected to more than double by 2050

Figure 20. Source: Macquarie Asset Management. (2025, August 20). Data centers: Powering the growth of AI and cloud computing. Retrieved from https://www.macquarie.com/fi/en/about/company/macquarie-asset-management/institutional-investor/insights/datacenters-powering-the-growth-of-ai-and-cloud-computing.html

2025 Figure 18. Source: Nearmap

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Increasingly micro and local manufacturing requires adaptations from industrial land Alongside the digital boom, manufacturing has not vanished, it has adapted. Today, Australian manufacturing consists of small, often high-end and highly specialised. Firms with fewer than 20 employees provide 93% of all manufacturing employment, and nearly three-quarters employ fewer than five people (Grodach et al., 2019). These businesses are increasingly being seen as crucial to a resilient metropolitan economy, they also often produce niche or custom components that modern urban dwellers value (Novy, 2022). However, the flexibility that makes these firms resilient also leaves them exposed. Rising industrial land values and fragmented governance make it difficult for small producers to secure space. The “maker economy” narrative, celebrating creativity and local craftsmanship, often obscures the precarity and vulnerability within these operations. In Tottenham, the manufacturing and repair businesses that relied on affordable rent and a local workforce are now having to compete with expanding data centers and residential or community pressure for more attractive places with the activity center introduction. Broader structural changes add another layer of complexity. Renewed emphasis on domestic production and supply-chain resilience, whether for national security or economic stability, may influence the nature of and location of production.

Image source: Barbera Design (2025), https://barberadesign.com/about-3/

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The changing spatial and political requirements of freight

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Freight demand expected to double by 2050

The movement and storage of goods sustain nearly every aspect of urban life, from food and healthcare supplies to construction materials and waste removal. Freight also embodies the contradictions of growth: the same system that keeps cities functioning generates congestion, emissions, and noise, especially where residential and industrial activities meet. Freight Australia projects a 60% increase in the national freight task by 2040, most of it concentrated in major cities. Over 90% of this port-related freight currently moves on roads, accounting for more than 80% of freight-related emissions (Irannezhad & Pekol, 2016). Shifts in production and consumption are fragmenting the freight landscape. The rise of hyper-specialised manufacturing and more circular economies will generate more frequent, smaller freight trips, increasing pressure on local streets and curb space. At the same time, e-commerce and direct-to-consumer models demand fast, high-turnover distribution, often relying on centrally located warehouses and microfulfillment hubs (Rodrigue, 2020). Additionally, an increased focus on producing domestically, may re-shape freight flows away from ports.

Figure 21. Source: State Government of Victoria (2025), Victorian Freight Plan, Freight Victoria, https://www.vic.gov.au/freight-victoria

Rising land values, driven by encroachment from higher-value uses, make it increasingly difficult for logistics and distribution to remain close to the urban core. Tottenham has a high concentration of logistics, storage, and distribution spaces, land uses essential to supporting the growing freight task. As land prices rise, facilities are pushed outward as operators seek lower costs, a process often described as logistics sprawl. Local evidence suggests this displacement has serious effects on the network: when Melbourne’s wholesale market relocated from West Melbourne to Epping, vehicle-kilometers rose by 31%, adding roughly 830 tonnes of CO₂ annually (Dablanc & Rakotonarivo, 2010). Emerging tools, such as digital scheduling platforms, shared logistics hubs, and low-emission last-mile modes like electric cargo bikes, autonomous vehicles, and drones will continue to shape the sector’s evolution. All of this combined, creates a future where the competition for street space, curb access, and industrial land is likely to intensify, making freight not just a technical or logistical challenge, but a defining question of how cities choose to live with movement itself.

Figure 22. Bulk storage in Tottenham. Source: E. Paul (2025)

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We can’t have a new economy, without also having an old economy At first glance, Tottenham may appear to be shifting rapidly from the old economy of manufacturing, logistics, and warehousing to the new economy of data, technology, and knowledge industries. In reality, the two are deeply interconnected. As discussed in Section 3.1, the digital economy is not immaterial, it depends on the same land, water, and energy systems that once sustained factories and depots. The new economy doesn’t replace traditional industry; it reconfigures it. Data centers and fulfillment hubs rely on concrete, steel, logistics, and technical trades, the outputs of the old economy. Each phase of digital expansion is built on the labour and materials of the city’s industrial base. In Tottenham, this continuity is visible in the switch and cable manufacturer still operating beside new logistics and data facilities, showing that digital and physical production are part of one system. Even as they share geography, their roles diverge. Traditional manufacturing and logistics sustain place-based workforces tied to skill and locality. Digital infrastructure, by contrast, is capital-intensive but labour-light: profits flow outward (to CBD firms and corporate owners) while resource and spatial impacts remain local. This layering of economies generates new inequalities. These shifts and there actual material connectedness reshape how work, storage, and movement interact, and how industry consumes land, labour, and infrastructure. For example, as Altenried (2019) and Hesse (2016) note, logistics is now governed by digital platforms that blur boundaries between physical and virtual production, producing a logistical urbanism where freight and data are co-dependent. This digitalisation has fragmented work and eroded job quality in transport and logistics, creating insecure and unsafe conditions (Karakikes et al., 2025). A similar pattern may be emerging in production, where fragmentation partly reflects attempts to manage equal-wage laws.

Cable manufacturer

Tottenham’s evolving industrial mix makes these tensions tangible. Where the new economy is being rapidly constructed. Olex cable manufacturer. Source: Star Weekly (June 2014)

NextDC

Source: The Urban Developer (2025), “Perri Projects plots $1 bn West Footscray data center.” https://www.theurbandeveloper.com/articles/data-center-perri-projects-victo-

Switch Manufacturer

Switch Manufacturer. Source: E. Paul 2025 Switch Manufacturer. Source: E. Paul 2025

The Lifecycle of Goods in Tottenham

Policy landscape: Growth for whom?

Victoria’s planning system remains built around growth. Policies such as Plan Melbourne, the Industrial Land Use Plan, and the Development Facilitation Program promise “state-significant” jobs and housing, yet give little attention to who benefits or who bears the impacts. Tottenham sits at the center of this contradiction. It is classified both as a strategic employment precinct and a future activity center, expected to deliver new housing, infrastructure, and jobs without clear coordination or limits. Programs like the Development Facilitation Program are designed to fast-track investment by removing procedural barriers. Zoning and assessment regimes for “significant” projects now reward speed over deliberation and efficiency over inclusion. Within the activity center, new residential projects drive gentrification and displacement, reshaping the social fabric that once relied on accessible industrial work. The outcome is a selective growth economy, one that accelerates capital-intensive projects but neglects the people and places they displace. The public is left with the consequences: rising costs, reduced amenity, and degraded environmental systems. At the metropolitan scale, this logic reproduces inequality. The benefits flow upward: to developers, infrastructure investors, and global capital, while the costs remain local and planetary. Communities face noise, heat, and water strain; councils shoulder maintenance; and globally, the expansion of energy-intensive industry compounds the very climate pressures Victoria’s planning system claims to mitigate. In this landscape, growth is not neutral, it is curated, selective, and hierarchical. The question for Tottenham, and for Melbourne’s industrial future, is not how much the city can grow, but who that growth is for, and who pays for it.

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The policies have created a series of material and social tensions that shape who gains and who bears the costs of change.

Resource Tensions

Equity Tensions

Energy and water infrastructure is increasingly directed toward industries that produce limited public benefit. Data centres and logistics hubs draw huge volumes, while households face rising costs and usage restrictions. Estimates suggest data centres could consume up to 8% of Australia’s electricity by 2030 (ABC News, 2024).

Decision-making power is increasingly concentrated among major developers and state agencies. Fast-track pathways limit third-party appeal rights and often begin community engagement after decisions are effectively set. The local impacts of heat, noise, heavy vehicle traffic, water stress are endured by residents and small businesses, while benefits flow to external investors and infrastructure users. Communities absorb the risks; private actors capture the gains.

In Greater Western Water’s area, households pay $3.64/kL for the first 440 kL and $4.16/kL thereafter. Large industrial users, however, negotiate tariffs around $3.20 - $3.26/kL with no stepped pricing to curb high-volume use. The effect: high-demand private operators benefit from preferential pricing and publicly funded network upgrades, while the cost burden shifts onto residents.

Labour Tensions Construction and logistics roles are frequently cited as evidence of economic strength, yet these jobs are often shortterm, subcontracted, and physically demanding. Meanwhile, steady, placebased employment in manufacturing, repair, and fabrication is squeezed out. The transition toward warehousing, delivery, and infrastructure-driven labour has created a more precarious job landscape where “job creation” headlines obscure declining stability, wages, and workplace protections for local workers.

Spatial Tensions Industrial land is positioned as essential for employment and economic resilience, yet planning and land-use settings continue to treat it as expendable. In Tottenham, long-standing manufacturers and repair services have relied on affordable, flexible space. Today, they face competition from energyintensive data centres and speculative redevelopment, driving displacement. Policies designed to promote “adaptability” are increasingly used to intensify land values, accelerate conversions, and homogenise industrial precincts undermining a diverse economic base and eroding everyday urban production capacity.

Image source: Palupi (2025)

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A NEW FRAMEWORK What if planners expanded on what mixed-use means in an industrial place like Tottenham? What if we planned for the whole lifecycle of goods? Image source: Stockwells. “Warehousing and Distribution Services.” Accessed November 6, 2025. https://stockwells.com.au/warehousing-and-distribution/.

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04 A

New Mixed-Use Framework This report proposes that planning for Tottenham must move beyond a consumption-led urban logic and instead recognise the full lifecycle of goods, planning for production, distribution, repair and recycling as core city functions.

PRODUCTION

LIFE CYCLE OF GOODS

CONSUMPTION

For Tottenham, planning for the lifecycle of goods is therefore not simply about protecting land, it is about safeguarding inclusive economic opportunity, maintaining the material systems that underpin the city, and resisting a redevelopment model that equates value with consumption rather than production and care of resources. This approach forms the framework of proposed mechanisms for Tottenham, positioning industrial land as civic infrastructure: foundational to equitable employment, industrial symbiosis and a resilient urban future.

PRODUCTION

As Grodach and Guerra-Tao (2022) argue, dense office-based districts typically command higher rents and are assumed to support more jobs per square meter than industrial areas despite the role they play in anchoring well-paid, accessible jobs for low income residents. Industrial land hosts essential functions that sustain everyday urban life through manufacturing, distributing, repairing and recycling. Meanwhile, the benefits of consumption-oriented, transit-served innovation districts tend to be spatially and socially concentrated, serving a narrow set of actors rather than the city as a whole.

EXTRACTION

As Zukin (1998) observes, cities have increasingly shifted from “landscapes of production” to “landscapes of consumption,” where retail, leisure and cultural precincts are prioritised as symbols of vibrancy (Zukin, 1998, p.826). This shift often generates insecure, low-wage work and serves a mobile public who can simply go elsewhere (Zukin, 1998, p.826). This orientation privileges consumption spaces over productive ones.

Under this framework, the following sections outline mechanisms to plan for the full lifecycle of goods. They focus on three areas: safeguarding the industrial backbone, scaling and scheduling freight to fit place, and enabling industrial symbiosis.

Green Collect (2025)

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Proposed Framework For

Planning for Urban Industry

Scale and schedule freight to fit place

Freight routes influence by clustering

Enable industrial symbiosis

PRODUCTION

• Cluster and connect circular industry hubs • Celebrate the dirty work of a circular city

CONSUMPTION

• Diversify and modernise the vehicle fleet • Let street context guide freight movement

PRODUCTION

Preserving central Distribution

LIFE CYCLE OF GOODS

• New activity center zone supports inclusive mix • Regulate data centers as industrial land users

EXTRACTION

Protect the industrial backbone

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Protect Tottenham’s Industrial Backbone

PRODUCTION CONSUMPTION PRODUCTION

LIFE CYCLE OF GOODS

EXTRACTION

Mechanism 1: New activity center zone supports inclusive mix • Require data centers to work for collective goals using renewables and recycled water, contributing locally, and staying adaptable for future reuse.

Mechanism 2: Regulate data centers as industrial land users • A new mechanism for recognising and regulating data centers as industrial land users

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Mechanism 1: A New Future For Activity Centers A New Mechanism for Planning for Urban Industry: Establish Activity Centre schedules that prioritise production and employment

New Industrial and Buffer Precinct Framework: Mechanisms for Protecting and Enhancing Industrial Land

Stephen Rowley (2017) sees the application of the ACZ as becoming synonymous with housing-led intensification, rather than balanced economic diversity. This strategy introduces new Activity Centre Zone (ACZ) schedules to secure industrial land as productive, city-serving infrastructure. By replacing the “industrial vs mixed-use” binary, it establishes a clear hierarchy for urban production linked to transport access, land-use compatibility, and neighbourhood interface.

Proposed Re-Zoning Industrial MU ACZ Buffer ACZ

Industrial Mixed-Use Activity Centre: precincts supporting manufacturing, repair, logistics, and training, located near transit to enable efficient movement of people and goods while accommodating compatible community uses. Employment Buffer Activity Centre: precincts accommodating utility- and industry-scaled uses, such as data centers, repair, or service industries, supported by interface-zone amenities that improve neighbourhood edges while maintaining industrial land integrity and preventing speculative displacement. Together, these mechanisms position industrial land at the interface of production and consumption, reducing speculation and strengthening regionally significant precincts like Tottenham through connectivity, compatibility, and adaptive zoning. As Rowley (2017) notes, the ACZ’s flexible tables-of-use enable tailored precinct planning that send a stronger signal to the market about the intent for a center.

Figure 23. Map of Proposed Re-zoning. Source: E. Paul (2025)

Proposed Sub- Precinct

Strategic Intent

Examples of Permitted / Conditional Uses •

Purpose: To establish new Activity Center Zone schedules that prioritise production and employment, supporting job-dense industrial precincts that contribute to inclusive, equitable, and resilient cities. This mechanism integrates compatible community uses, improves transport connectivity, and protects industrial land from speculative conversion, ensuring all residents have access to local employment opportunities and essential urban services.

Industrial Mixed-Use Activity Center (IND-MU-ACZ) Proposed SubPrecinct

Buffer Activity Center (B-ACZ)

Enable urban production linked to transit; support circular economy industries, fabrication, repair, and industrial skills development while allowing limited complementary uses Strategic Intent Accommodate utility-scaled and sensitive industrial uses requiring separation from housing; use amenity and landscape buffers to manage interface conditions and

Manufacturing, fabrication, assembly, machining • Repair, re-manufacturing, materials recovery and recycling • Logistics, freight consolidation, storage • Trade and vocational training facilities, research and testing labs • Shared workshops, tool libraries, Examples of Permitted / worker amenities

Conditional Uses

•

• • • • •

Data centers (with energy, heat recovery, and infrastructure performance requirements see mechanism 2) Utilities and energy infrastructure Storage and equipment depot Service and maintenance yards Waste and resource recovery, shared industrial workshops Small-scale worker amenities and ancillary retail

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International Case Studies

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Demonstration In Tottenham

Globally, a number of cities are using zoning mechanisms to plan for urban industry. Their approach safeguards and modernises industrial land while improving its integration with urban systems. Where Is PDR Zoning Already Happening? San Francisco offers a precedent for protecting productive urban land. Its Eastern Neighborhoods Plan introduced PDR zoning to shield industrial space from speculative or incompatible uses, preserving around seven per cent of land for employment industries (Grodach, 2022). The policy enabled a resurgence of urban production, including advanced and smallbatch manufacturing (Grodach, 2022). This shows that clear industrial protections can stabilise land markets, support business diversity, and foster emerging production sectors providing lessons for areas like Tottenham.

Figure 24. Millworks Workshop in San Francisco (Kanik, 2025)

What About Transit Oriented Manufacturing? Seattle is planning transport-oriented manufacturing zones that combine production, logistics, and transit access to make better use of industrial land. Seattle has maintained its “gritty” industrial character and composition despite rapidly transforming region (Dierwechter et al., 2020). The city’s 2021 Industrial and Maritime Strategy outlines strategies to generate thousands of living-wage jobs while expanding opportunities for BIPOC communities and women. The plan protects existing industrial areas, encourages modern, high-density development, and supports small-scale makers and creative enterprises.

+ Lesson For Tottenham: Figure 25. Seattle TOM Zoning (Seattle Gov, 2021)

In Victoria, these global precedents inform emerging models such as IND-MU_ACZ, combining industrial resilience with transit connectivity, circular economies, and lifecycle-based planning.

Figure 26. Demonstration of New Zone (E. Paul, 2025)

Regulating For A Mix Of Uses That Supports City Function: Secure land for urban production Protect industrial and employment land as essential city infrastructure not underutalised space. Enable co-located jobs, skills, and services Integrate training, innovation, and community facilities to support local employment pathways. Align freight with the urban movement network Direct goods movement to appropriate streets and corridors to minimise conflict and support efficiency. Protect industrial space for storage and adaptation Safeguard land for warehousing, logistics, and flexible uses that evolve with industry needs. Locate logistics near freight corridors Cluster high-intensity storage and transfer activities where they best support metropolitan freight systems. Support circular and repair-economy uses Enable recycling, repair, refurbishment, and shared industrial services within mixeduse frameworks.

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Mechanism 2: Regulating Data Centers

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Local Case Study

A new mechanism for recognising and regulating data centers as industrial land users

Zone Reform Creating CZ2 2013 Melbourne

DATA CENTRES EMERGE IN INDUSTRIAL LAND 200s-present Melbourne

While data centers may not be a desirable land use for inclusive cities, simply relocating them from one industrial area to another does not address collective challenges such as climate change, resource efficiency, and urban productivity. Planners have a responsibility to manage these uses within the precinct and beyond, ensuring they contribute positively to collective goals. Our proposal for Tottenham regulates data centers as transitional, low-impact industrial uses specifically suited to Activity Center Zone buffer areas. Under this framework, data centers are required to use renewable energy and recycled water, contribute to local infrastructure, and remain adaptable for future industrial reuse. By implementing a two-tier permit system, low-impact developments can proceed efficiently, while higher-impact proposals are carefully assessed for compatibility, resource use, and interface management. This approach ensures that data centers coexist within Tottenham’s urban industrial areas while supporting sustainable, resilient, and productive cities.

“Big Box” Retail Emerges 1960s Melbourne

“BIG BOX” DIGITAL ACCELERATION 2025 Melbourne NEXT DC ESTABLISHES IN TOTTENHAM 2022 Melbourne

Figure 28. Timeline of Zoning Reform (E. Paul, 2025)

How Past Zoning Reforms in Victoria Can Shape Future Approach To Land Use Just as planning once learned to manage the spatial footprint of big-box retail, it must now evolve to manage the footprint of big-box digital infrastructure. The progression reflects a shifting economic lifecycle: from the movement of physical goods, to the storage and processing of data as a new form and intensity of production and consumption.

Purpose: Enable low-impact, technology-based industry and logistics within industrial buffer zones while protecting residential and environmental amenity. Data centers are treated as transitional industrial uses, required to:

Historically, the emergence of big-box retail catalysed zoning reform. The creation of the Commercial 2 Zone (C2Z) recognised bulky-goods retail as a distinct spatial and economic typology one that required land, access, and buffering, while preventing the displacement of productive urban land by pure retail. (Rowley 2017)

• Use renewable energy and recycled/ non-potable water, • Contribute to local infrastructure, and • Remain adaptable for future industrial or community reuse.

Today, a parallel transformation is occurring through big-box digital uses, most notably data centers. While currently permissible in Industrial 1 and Industrial 3 Zones, planning systems do not yet distinguish them from traditional industrial activities despite radically different job yields, energy demands, water use, and lifecycle impacts. Figure 27. Next DC Data Center Tottenham (E. Paul, 2025)

“Data centers have been described as the factories of the 21st century. These facilities contain servers that store and process digital information. When we hear about data being stored “in the cloud,” those data are really being stored in a data center.” - Pickerin 2017

The Lifecycle of Goods in Tottenham

Demonstration: Tottenham Governance System This pathway demonstrates how governance, community interests, and planning tools can work together to shape the role of emerging industrial uses such as data centers within evolving mixed-industry precincts like Tottenham.

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STAKEHOLDERS

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Demonstration: Table of Uses For data centers, the demonstration table of uses clarifies how they can operate as part of a circular and employment-focused precinct rather than as isolated utility blocks. The controls ensure they minimise local amenity impacts, optimise resource efficiency, and actively contribute to shared energy and water systems. Location and interface requirements support sensitive land uses, while lifecycle and adaptability provisions future-proof sites so they can evolve as technology and industrial needs change. In doing so, the framework embeds data centers into the urban economy as long-term, flexible contributors to industrial precinct vitality.

Beginning with a clear understanding of stakeholder priorities, the framework directs development through four complementary mechanisms: a Developer Contribution Plan to secure investment in shared renewable and recycled-water infrastructure; a resident-first water allocation approach to protect community amenity and essential services; energy reuse requirements that support co-location, heat recovery, and industrial symbiosis; and a Design and Development Overlay focused on monitoring and endof-use transition to avoid land sterilisation. Together, these controls ensure data centers deliver local benefit, respect surrounding neighbourhoods, and remain adaptable, helping industrial precincts become more inclusive, climate-aligned, and economically resilient over time.

Figure 30. Diagram of Proposed Resource Sharing (E Paul, 2025)

Buffer ACZ: Table Of Uses Section 1: Permit Required (All Conditions Must Be Met)

Figure 29. Diagram of governance, Mechanisms and outcomes. (E Paul, 2025)

Use

Conditions

Data Center

• 100% renewable or lowemission power source

Decision Guidelines and Linked Controls

• Compatibility with surrounding industrial and residential uses • Energy source and heat recovery • Use of recycled/non-potable potential water for cooling • Water use hierarchy consistent with Resident-First Water Allocation • No off-site noise, vibration, or Policy light spill • Contribution towards local energy, water, or community infrastructure • 5-year lifecycle review clause (ICP/DCP) registered on title • Interface treatment consistent with Design and Development Overlay • Located >100m from residential (DDO) requirements zone or sensitive use • Adaptability and end-of-use potential under End-of-Use DDO Schedule

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Enable Industrial Symbiosis

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The Lifecycle of Goods in Tottenham

Mechanism 1: Cluster and Connect Circular Industry Hubs

PRODUCTION CONSUMPTION PRODUCTION

LIFE CYCLE OF GOODS

EXTRACTION

• Facilitate collaboration through a Council-led Material Exchange Platform between industries. • Create Shared Resource Infrastructure for Symbiotic Flows.

Mechanism 2: Celebrate The Dirty Work of Circular City • Unify Tottenham’s circular actors under a common visual and educational framework. • Strengthen Green Collect as a working civic node and introducing guided repair workshops and public learning programs.

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Tottenham within Melbourne’s Industrial Ecology

Figure 31. Circular economy employment clusters across Melbourne (Burke & Grodach, 2025, Appendix A).

Ashley St

Green Collect

CRDC Materia ls

Sunshin

Paramou nt Rd

e Rd

Nissan pa rts Recycler s Manhari Recyclin g

Olima

NEXTDC Data Ce nter

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Repair Shop

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Circular Job Tier

Actors in Tottenham

Observations/Gap

Upstream – Design & Innovation (Enabling industries)

NEXTDC

Missing tier; opportunity for collaboration with data infrastructure.

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Positioning Tottenham in Melbourne’s Circular Economy Network Tottenham sits within one of Melbourne’s most significant western industrial corridors, alongside Sunshine and Brooklyn. As illustrated in figure 31, Burke and Grodach (2025) identify this area as a key cluster of circular economy employment, characterised by strong recycling, repair, and logistics activity. The proximity to key transport infrastructure, rail lines, freight terminals, and the Princes Highway,enables cross-regional linkages that support the flow of materials, goods, and energy across the metropolitan area. Tottenham therefore plays a crucial role in sustaining the west’s productive economy, connecting local manufacturing and recycling with broader urban consumption systems.

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Case Studies Case Study: Kalundborg Symbiosis (Denmark) Kalundborg represents the world’s first and most enduring model of industrial symbiosis, where companies exchange energy, water, and materials through shared pipelines and coordinated systems. The model offers key lessons for Tottenham: the importance of shared infrastructure and governance, and how transparent data exchange can support efficient material flows between diverse industrial sectors. This precedent directly informs Strategy 1, emphasizing the potential for Maribyrnong Council to facilitate symbiotic relationships between Tottenham’s existing circular actors through data-enabled collaboration platforms.

Figure 33. Circular economy employment clusters across Melbourne (Burke & Grodach, 2025, Appendix A).

Local Circular Economy Structure and Gaps

The Re-Makers Space, Park Royal (London)

At the local scale, Tottenham’s circular industries reveal a multi-tiered structure aligned with the circular job hierarchy. Upstream innovation is represented by NEXTDC, which provides enabling data infrastructure; midstream repair and reuse by Olima; and downstream recycling and resource recovery by Manhari Recycling and CRDC. However, these actors currently lacking visible collaboration or shared identity. This gap highlights a missed opportunity for networked coordination and shared data infrastructure that could improve efficiency, visibility, and resource exchange across sectors.

Located within London’s largest industrial estate, the Re-Makers Space transforms a former warehouse into a community-facing circular economy hub. Operated as a collaborative workshop, it provides facilities for repair, reuse, and re-manufacturing, while hosting educational programs and skills training for local residents. For Tottenham, this model illustrates how existing industrial enterprises, such as Green Collect, can act as civic interfaces within the broader industrial ecosystem. It reinforces Strategy 2’s focus on creating visible, visitable circular economy nodes that bridge industry and community, making the “dirty work” of recycling and repair part of the city’s shared identity and learning culture.

Figure 32. Circular economy employment clusters across Melbourne (Burke & Grodach, 2025, Appendix A).

Figure 34. Circular economy employment clusters across Melbourne (Burke & Grodach, 2025, Appendix A).

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Mechanism 1: Cluster and Connect Circular Industry Hubs Facilitate collaboration through a Council-led Material Exchange Platform between industries.

and regu ates late t i l i c s

Energy User

I nd

This platform acts as both a governance and data-sharing tool that coordinates resource exchanges between circular actors. The Council facilitates and regulates exchanges, while industries and circular businesses report, share, and reuse material and energy flows. By linking existing operators such as Manhari Metals, Olima Auto Repair, and Green Collect, the platform creates transparency around material supply chains and enables the redistribution of industrial by-products as inputs for other firms.

din g

Energy User

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Inner-core Industry

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Inner-core Industry

s nd al a Met cra

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Enabling Industry Hosting Digital Platform

Gre

CR DC N Re issan parts cyc lers

nhari Recycling

Figure 36. Potential locations of recycling and waste management sites in Tottenham transect (Palupi, 2025).

en Collect

Existing Circular Actors

Olima

NEXTDC

Inner- and outercore industries exchange repaired goods and recovered materials through shared data infrastructure hosted at NEXTDC.

Outer-core Industry

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Material Loop

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Outer-core Industry

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Create Shared Resource Infrastructure for Symbiotic Flows.

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This district-scale network reduces carbon emissions while sustaining local manufacturing and recycling activity.

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Figure 35. Diagram of key actor relationships (Palupi, 2025).

Shared infrastructure, including water treatment facilities; recycled material depots; and logistics nodes, supports resource exchange across Tottenham’s industrial core and interface zones. These facilities enable the collective reuse of construction waste, metal scraps, and energy surplus from data centers such as NEXTDC. Through network coordination, Tottenham becomes a functional circular district where production, repair, and logistics operate as an integrated system.

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Schematic Diagram The schematic illustrates how Tottenham’s industrial core and interface industries connect through material, energy, and data loops.

Olima

NEXTDC nhari Recycling Figure 37. Connection between actors, materials and energy loops in the proposals (Palupi, 2025).

Existing circular actors mapped across repair, recycling, and data infrastructure form the foundation for industrial symbiosis.

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Mechanism 2: Celebrate the dirty work of a circular city Unify Tottenham’s circular actors under a common visual and educational framework.

Schematic Diagram The schematic demonstrates how Green Collect acts as a civic interface between Tottenham’s industrial ecosystem and the wider community. Unlike heavier recycling or manufacturing operations, Green Collect’s accessible and socially oriented model makes it an ideal entry point for public engagement.

Recycling and repair industries operate out of sight

BEFORE Communities don’t understand or access the local circular economy

Shared visual identity “The Tottenham Circular Network”

Industrial work becomes visible, understood, and supported

Limited public visibility

Circular industries in Tottenham often work in isolation, with little public understanding of their interconnected role. A shared visual identity using “the Tottenham Circular Network” is proposed as a lightweight framework that connects these businesses physically and symbolically.

No shared signage or collaboration platform

The system includes interpretive signage and simple way-finding markers at key industrial sites. These can be tools for public education infrastructure to help public understand what happens behind the roller doors of local workshops.

Activities occur behind closed walls

Figure 38. Flowchart of education framework (Palupi, 2025).

rat ion a

l Ind

ustries

This district-scale network reduces carbon emissions while sustaining local manufacturing and recycling activity.

Dis

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Energy User us Surpl

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Outer-core Industry

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Inner-core Industry ns Co

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Enabling Industry Hosting Digital Platform

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Gr een Collect

Inner- and outercore industries exchange repaired goods and recovered materials through shared data infrastructure hosted at NEXTDC.

Olima

N EX an hari Recycling

Circular Actors Existing circular actors mapped across repair, recycling, and data infrastructure form the foundation for industrial symbiosis.

is ec san parts ycl ers

Figure 40. Before and after Green Collect interventions (Palupi, 2025).

Material Loop

Outer-core Industry

p su

Figure 39. Green collect potential (Palupi, 2025).

Energy Loop Energy User Energy User

Behind-the-scenes network that enables the material, data, and energy flows powering Tottenham’s industrial symbiosis.

How it supports inclusivity • Provides employment and training for people facing barriers to work. • Builds community participation in waste reduction and local production. • Demonstrates how circular industries can coexist with surrounding neighborhoods.

cr a

NEXTDC

Collect

Recovering value from everyday waste

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Green

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Circular Network

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TOTTENHAM

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Interpretive Signage

tru ct

Gre en Collect

Green Collect plays a key role in Tottenham’s circular economy as it already connects industry with community. Operating as a social enterprise, it employs people experiencing disadvantage while transforming discarded materials into useful products. This makes it the ideal civic node within the proposed Tottenham Circular Network. By improving its facilities and programs, such as workshops, guided tours, and repair sessions, Green Collect can become a visible gateway to Tottenham’s recycling and reuse industries. Making these processes public helps residents understand the value of industrial work, shifting perceptions from “dirty” to purposeful and sustainable. In doing so, the strategy strengthens local pride, supports inclusive employment, and reinforces Tottenham’s identity as a circular and resilient district.

Civic Interface

Interpretive signage explains how Tottenham’s industries connect under one shared identity: the Tottenham Circular Network.

Collaborati

N Re issan parts cyc lers

Semi-public forecourt to make circular work visible and approachable.

water

Circular Node

Provides public workshops and repair demonstrations in Tottenham

Workshop Facility

Acts as the public interface of the circular economy.

CR DC

After

led cooling Recyc

Strengthen Green Collect as a working civic node, improving facilities and introducing guided repair workshops and public learning programs.

T DC

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Scale and Schedule Freight to Fit Place

PRODUCTION CONSUMPTION PRODUCTION

LIFE CYCLE OF GOODS

EXTRACTION

Mechanism 1: Diversify and modernise the vehicle fleet • Create subsidies to help transition existing vehicle feet to more clean healthy vehicles. • Create a bus route that moves people and freight.

Mechanism 2: Let street context guide freight movement • Where different vehicles travel should be determined by the type of street.

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Looking beyond the

“Truck Problem” Road freight is one of the most visible and divisive elements of Tottenham’s industrial landscape. It connects local production, warehousing, and recycling industries to Melbourne’s wider economic network, carrying the raw materials, manufactured goods, and waste flows that keep the city running. Almost all freight in Victoria moves by road, particularly to and from the ports, making trucks the dominant link between the Port of Melbourne, the industrial west, and the construction and consumption networks of the metropolitan area. Much of this task involves bulk and intermediate goods: cement, aggregates, steel, timber, packaging, and waste (Irannezhad & Pekol, 2016). This type of delivery is both indispensable to maintaining the built environment and local production, and impractical to transport by smaller vehicles. Yet in urban policy, freight is often treated as a “hostile interloper” in the idealised clean and walkable city (Fried et al., 2024). Planners and media tend to frame heavy vehicles and deliveries as disruptions to urban order, with the common response being to minimise their visible presence, especially in wealthier or denser neighbourhoods (Haag & Hu, 2019). This reflects a longer problem of what Hesse (2016) and Dablanc (2007) describe as the “dissociation” of logistics from the city: freight is seen as a private, technical matter, optimised for efficiency and just-in-time delivery, while cities simply absorb its externalities (Cui et al., 2015; Lindholm & Blinge, 2014). In Tottenham, the effects of this narrow view are easy to see. The area’s freight corridors, which link the port to Melbourne’s distribution and recycling hubs, run directly alongside growing residential areas. The resulting land-use friction is both spatial and social. A small residential pocket south of the train station, one of the city’s most disadvantaged, is encircled by industrial uses and heavily exposed to the chemical, visual, and noise impacts of passing trucks. While this centralised logistics role supports the metropolitan economy, its costs are borne locally, producing an unequal geography of impact consistent with international findings on logistics and environmental injustice (Rosales & Haarstad, 2022; Ballantyne, 2013). Understanding this imbalance means moving beyond a simple view of freight as either essential or harmful. Walkable, transit-oriented cities remain a worthy goal, but planning in Tottenham requires a more strategic, realistic approach. One that recognises freight’s private governance, its spatial footprint, and its indispensability to the city’s broader functioning. The table on the next page explores these contrasts and the considerations that any fair and functional logistics strategy in Tottenham must reconcile.

Image source: E. Paul 2025

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The case for a truck-less Tottenham

The case for Living with trucks

Considerations in planning for Tottenham

Cleaner, healthier air from the absence of trucks.

Truck bans can shift or concentrate pollution at certain times and locations, worsening outcomes overall (OcampoGiraldo et al., 2019). EPA (2025) also finds that residential wood heaters (not trucks) are the main cause of poor air quality in Melbourne’s inner west.

Health impacts are more complex than they first appear. Removing trucks may not meaningfully improve air quality and could create new problems elsewhere. Other strategies can be more effective: for instance, urban distribution centers have been shown to deliver greater environmental benefits than fleet changes alone (Filippi et al., 2010; Wygonik & Goodchild, 2018).

Out of Sight, Out of Mind

Removing trucks makes streets appear cleaner and calmer, reinforcing the idea of a “post-industrial” or “green” city.

Pushing freight outward increases total travel and system-wide emissions. Freight demand persists; bans often increase total vehicle-kilometers traveled as trucks take longer detours or rely on smaller vehicles.

For Tottenham, removing freight risks exporting these burdens while maintaining the illusion of sustainability. As Haarstad et al. (2023) show in Malmö, claims of urban “greenness” often rely on displacing industrial activity beyond city boundaries. Planning should make such systems visible and accountable as integral to the city’s functioning.

Land Value

Removing trucks can improve local amenity and raise nearby residential property values, attracting investment and new development.

Potentially make industrial and more expensive, for example: Proximity to truck parking has been found to correlate with higher industrial land values (Mahmud et al., 2021).

Changes to truck access could significantly reshape Tottenham’s land-value dynamics. Improved amenity may attract residential speculation, while restricted freight access could displace productive industries. A shift toward higher-value, less traditional industries could create a form of industrial gentrification, eroding the traditional mix that currently define the area.

Improved safety and accessibility on key roads due to fewer conflicts with pedestrians and cyclists (Pitera 2017).

Freight maintains access to essential goods and services. For example, homedelivered meals have been shown to reduce emergency-care visits among older adults (Berkowitz et al., 2018).

Access must be considered at multiple scales. Tottenham’s freight corridors form part of the essential “backstage” in Melbourne. Efforts to enhance local safety and amenity should also recognise these broader accessibility roles, ensuring that improving one form of access does not compromise another.

Fewer trucks could improve workplace conditions and local amenity.

Restrictions risk breaking up the existing logistics cluster. This is potentially an even greater problem than it first appears, as logistics clusters have been shown to support job mobility and collaboration (Rivera et al., 2016).

Tottenham’s industrial land accommodates a dense mix of transport, warehousing, and production jobs. Limiting freight movement could weaken this network, pushing employment opportunities to less accessible outer areas or shifting the kinds of jobs available locally. The priority should be to improve working conditions, without undermining the industrial ecosystem already there.

Reducing truck activity could ease congestion and create a calmer urban environment for surrounding businesses (particularly commercial). This could increase their productivity.

Freight represents roughly 30% of the cost of goods ((Victorian Government, 2025). Restricting truck access can raise costs across supply chains, harming sectors dependent on heavy freight such as construction, manufacturing, and recycling.

Economic performance across the country depends on maintaining efficient logistics networks. In Tottenham, restricting freight could weaken the entire network, or the local industries. Interventions that increase freight costs should be approached cautiously, ensuring efficiency gains are not outweighed by system-wide economic impacts.

Health & clean air

Access & Inclusion

Tottenham workplace & industry

Economic Function

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Mechanism 1: Diversify and modernise the vehicle fleet Subsidising a transition to vehicle adaptation Freight cannot simply be removed from the city. Every shop, construction site, and household depends on the continual movement of goods. The task is not to eliminate trucks, but to make them cleaner, quieter, and less intrusive within mixed-use environments. Modernising the fleet can significantly reduce emissions, vibration, and noise, while improving safety and curb efficiency. Fewer, fuller trips by compliant heavy vehicles, complemented by smaller lowor zero-emission vans and e-cargo bikes, can keep goods flowing without dominating streets designed for people.

Why subsidies? Freight produces a large share of transport emissions, but the sector’s fragmented, low-margin structure makes a voluntary transition to electric vehicles slow. Operators often lack the capacity to invest in new trucks or maintain fleets large enough to match vehicle size to each task. Without government intervention, fleet renewal will remain gradual and uneven, leaving older, more polluting vehicles in circulation and slowing the flow of secondhand EVs into the market.

centralised distribution

curfews mediate the amenity impacts on residential streets for unavoidable truck

some deliveries on cargo bikes

Figure 41. Flowchart of new freight route options as a result of vehicle modernisation strategy (Poetter, 2025).

Alternatives such as blanket regulations, bans, or congestion charges may reduce impacts but tend to penalise smaller operators rather than enabling change.

Creating a freight and people bus route Tottenham Station provides valuable rail access, but its further role as a local connector remains limited. There is no bus connection from the station, reducing its usefulness for many short or multi-leg trips. While this may reflect limited passenger demand, it also constrains the station’s ability to support more sustainable movement patterns within the industrial corridor. This proposal uses freight movement as a tool to expand the potential of a bus stop. Rather than running empty or underused services, routes could align with existing freight and workforce movements along Ashley Street and Sunshine Road. Where large vehicles already move goods, coordinated scheduling and shared-use infrastructure could transport people or small parcels on the same corridors, making better use of available capacity. Freight and workforce trips already connect production sites, recycling facilities, and distribution centres across Tottenham. Coordinating bus routes and freight schedules could move both people and materials more efficiently. For example, transporting waste products from a manufacturing site to a recycling facility, or workers between logistics hubs and Tottenham Station. As industrial and environmental linkages intensify, demand for these smaller, internal transfers is likely to grow. By linking freight efficiency with public mobility, this approach treats the corridor as a shared system. This reduces emissions and congestion while increasing access to jobs and services. It enables public transport to perform more effectively in an area where traditional passenger demand alone may not justify a full service.

Tottenham station would function as a depot for industrial materials that would be delivered via bus.

The proposal assists with the idea of TOM. By facilitating more public transport flowing toward industrial land.

In this context, subsidies are not just financial support, they are a strategic mechanism to align private logistics efficiency with the public interest.

Figure 42. Diagram of proposed bus route, adapted from (E Paul 2025)

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Mechanism 2: Let street context guide freight movement Freight should be directed to streets suitable for their size, frequency, and impact.

Freight and local access must coexist, but not every street can serve the same purpose equally. A contextbased hierarchy directs heavy vehicles to corridors designed for turning, loading, and through-movement, while quieter streets prioritise walking, cycling, and local access. This balance supports both efficient goods movement and safer, more liveable neighbourhoods.

Major road. A key street in community consultations in terms of wanting no trucks. Existing lane separation for bikes and pedestrians at south end. Direct connection between industrial areas - so important to enable industrial activity to flow.

centralised distribution

Major road connecting two industrial pockets.

curfews mediate the amenity impacts on residential streets for unavoidable truck

some deliveries on cargo bikes

Figure 43. Flowchart of new freight route options as a result of street context strategy (Poetter, 2025).

Figure 44. Diagram of proposed new street restrictions, adapted from (E Paul 2025)

No restriction on truck traffic. Classify as a ‘Primary Freight Corridor’ within DTP road strategies. For delivery vehicles. They must be electric or petrol, if they are above a certain weight.

Truck curfew.

Medium and heavy vehicles restricted between 10am and 5pm.

Pedestrian priority.

Create a design and development overlay for buildings that face onto this street. Require that their frontage and corresponding curb access must be aimed at supporting pedestrian access. (This may naturally restrict some trucks).

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Demonstration through scenario freight routes Recycling cardboard from Tottenham industry Cardboard and paper waste collected from Tottenham industrial and buffer districts and transported to Green Collect. Route outlined to the right and described in the image below.

Industrial company produces cardboard waste

Recyclable waste is put on a truck

Waste product sits in the storage at the bus stop

Picked up on the new bus route

New bus takes it (alongside people) to be recycled at Green Collect

Green

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2 ne l zo d a i r R t us ne Ind unshi S via

Trucks remain on Sunshine Rd

Vehicle size restrictions have made these delivery vehicles smaller on some streets

Bus is used instead of truck for this portion of the route because of the curfew on Ashley st

Due to the mechanisms, more pedestrian and cyclist activity is visible on the residential streets

Integrated bus and train station Encourages more public transport use for general travel

New vehicles are being used for transporting goods This is the result of the subsidy

Figure 45. Demonstration of the transportation of cardboard following freight interventions (Poetter, 2025).

Image source: Paul (2025)

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BRINGING IT ALL TOGETHER Image source: Palupi (2025)

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09 Bringing it All Together The collective demonstration brings together the project strategies into a single integrated vision for Tottenham’s industrial corridor. It illustrates how the existing freight-dominated and inaccessible industrial landscape can evolve into an inclusive, productive, and environmentally resilient employment precinct. By restructuring land use, improving landscape and interface design, and strengthening circular industry collaboration, the proposal positions Tottenham as a model for equitable industrial transition in Melbourne’s west. This demonstration highlights the interplay between the Transport-Oriented Manufacturing Activity Center (TOMAC), the Buffer/Interface Employment Activity Center (BIEAC), and the Data Center as an enabling industry. Together, these zones form a cohesive system that supports both local employment and regional economic flows while integrating public access, environmental restoration, and educational visibility of industrial work.

Stony Creek Functions primarily for storm-water management, offering little amenity or ecological connection

IN3Z Lighter industrial uses near residential areas act as transitional buffers,

Freight-Oriented Road Network Truck-dominated streets prioritise logistics operations.

Safeguards industrial land and logistics industries, ensuring continued local employment opportunities and resisting displacement by speculative or high-value commercial uses.

Introduces landscape buffers, civic nodes, and active travel routes that soften the boundary between residential and industrial areas

Making circular work visible and accessible, fostering civic pride and awareness of the local circular economy.

Freight routes are reclassified to match vehicle type and timing with surrounding land uses, supporting cleaner logistics fleets and safer conditions for pedestrians and cyclists.

TOMAC – Transport-Oriented Manufacturing Activity Center Safeguarded industrial land to supporting symbiotic, transitconnected precincts.

Data Center as Enabling Industry Supplies waste heat and shared data infrastructure to other circular actors

Manufactu ring

Warehouse

vit c ti A r

ffe Bu

enter

Cleaner and Smaller Freight Fleet Gradual transition from heavy diesel trucks to cleaner, smaller, and electric vehicles for local deliveries and industrial servicing.

Resid

C Data C

Differentiated Freight Network Freight routes are reclassified by vehicle type and time of day to reduce conflicts with residents and support industrial efficiency.

Manufacturing

Buffer Acti vit NEXTD

BIEAC Zone (Interface Employment Area) Transitional employment precinct integrating industry, services, and circular infrastructure

entia l Are a

Safe crossings, active travel integration

NEXT DC Data Center Operates as a closed, energyintensive facility with limited contribution to local employment

Creek and Landscape Buffer Green interface filters runoff and provides public visibility of sustainable industrial systems.

Resid

IN1Z Industrial zone accommodating manufacturing, logistics, and warehousing.

How the Collective Strategies Support Inclusivity in Tottenham

entia l Are a

The Collective Demonstration

Civic hub Acts as public learning

Figure 47. Render of outcomes of all interventions (Palupi, 2025). Figure 46. Demonstration of all interventions (Palupi, 2025).

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08 Bringing it All Together

Implementation Stages

Recognise and Regulate Data Centers as Industrial Land Users

• • • • • • • • •

Create New Activity Center Zone • Schedules • • •

Cluster and Connect Circular Industry Hubs

• •

•

Establish the Tottenham Circular Network Visual Framework

• • •

Outcome

Policy & Guideline Development Integration into Planning Schemes Stakeholder Consultation Exhibition & Regulatory Approval Ongoing Monitoring & Compliance

•

Research & Benchmarking Stakeholder Engagement Draft Zone Schedule Regulatory Review & Alignment Exhibition & Public Consultation Refinement & Approval Implementation & Monitoring

• • •

• •

•

Clear regulatory recognition of data centers. Reduced land use conflicts within industrial precincts More sustainable integration of high-energy industrial users

Protect industrial land Strong market certainty Create stable and skill matched employment Encourage industrial symbiosis

Timeframe

•

1-2 Years

Strengthen Green Collect as a Civic Node

• •

•

1-2 Years

•

Coordinate Circular • District Governance

Map existing circular and • manufacturing businesses to identify co-location • potential Develop council-led material • exchange and logistics coordination platform Facilitate shared resource infrastructure (e.g., waste heat, materials, and transport) Monitor industrial participation and flow efficiency

Builds industrial symbiosis across Tottenham Improves material efficiency and reduces waste Encourages cross-industry collaboration and innovation

Identify and map existing recycling, repair, and reuse industries Co-design signage and public identity system with local businesses Pilot interpretive signage and wayfinding at key industrial nodes Evaluate public awareness and engagement outcomes

Increases public understanding of Tottenham’s circular economy Strengthens collaboration and visibility among circular industries Builds a positive industrial identity and local pride

•

• •

•

1-3 Years

•

Street Reclassification

•

1-2 Years

Trial New Bus route

• • •

Conduct facility and access audit Design and implement public forecourt, repair workshop, and signage Partner with community groups and local government for programming Monitor community participation and employment impact.

•

Establish a council-led Circular Economy Taskforce Provide annual reporting on industrial visibility and collaboration outcomes Align planning incentives and land-use zoning with circular economy principles

•

Define freight priority hours and access conditions. Update local planning overlays to reflect freight role. For the e-vehicle one in particular, focus on monitoring to see if it works. Potential to remove/expand.

•

Launch a bus route connecting Tottenham Station with Green Collect and nearby industrial areas. Integrate parcel delivery or returns on select services. Advertise to organisations and local workers the existence of this. Build the infrastructure that connects it to the rail station properly (including storage). Collect patronage data.

•

• •

• • •

• • • •

Creates a civic interface between industry and community Promotes inclusive and visible circular work Supports local training, repair culture, and social enterprise employment

Ensures long-term coordination across industries and council Embeds circular economy goals into statutory planning Strengthens Tottenham’s identity as a circular and inclusive industrial district

Safer, clearer streets for all users. Freight recognised as essential city function. Fairer access to infrastructure investment. Reduced conflict between trucks and pedestrians/ cyclists. Better transport access for industrial workers. Affordable, shared delivery options for locals. Stronger links to reuse and repair networks. Lower congestion and emissions. Builds trust in inclusive, lowimpact freight.

2-3 Years

Ongoing (from year 3)

0-1 Year

2-3 Years

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Planning Project 4: The Lifecycle of Goods in Tottenham Rethinking Industry and Inclusion