directions 2031 doc lo res

directions2031

Draft Spatial Frameworkfor Perth and Peel

June 2009

Draft Spatial Frameworkfor Perth and Peel

June 2009

Western Australian Planning CommissionAlbert Facey House

469 Wellington StreetPerth, Western Australia

directions2031

ii draft spatial framework for Perth and Peel

Disclaimer

This document has been published by the Western Australian Planning Commission. Any representation, statement, opinion or advice expressed or implied in this publication is made in good faith and on the basis that the government, its employees and agents are not liable for any dam-age or loss whatsoever which may occur as a result of action taken or not taken, as the case may be, in respect of any representation, state-ment, opinion or advice referred to herein. Professional advice should be obtained before applying the information contained in this document to particular circumstances.

© State of Western Australia

Published by theWestern Australian Planning CommissionAlbert Facey House469 Wellington StreetPerth Western Australia 6000

Published June 2009

ISBN 0 7309 9908 4

internet: http://www.planning.wa.gov.auemail: [email protected]

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Copies of this document are available in alternative formats on application to the disability services coordinator.

directions 2031

Minister for Planning’sVision

The pause in economic growth that we are currently experiencing will not last for long. Western Australia’s medium and longer term outlook is for a resurgence of growth into the future and we must be prepared for that from a planning perspective.

Underpinning Western Australia’s economy is the projected future growth in population. We need to cater for our expanding population including new generations of Western Australians. It is estimated that by 2031, a future census year, the Perth and Peel region will need 328,000 more dwellings to accommodate an additional 556,000 residents. Our challenge is to find room for this new growth while

preserving our unique local environments and valued quality of life. Directions 2031 reconfirms the themes identified in previous strategic plans, which were to better use existing infrastructure and provide for a more sustainable city.

Directions 2031 recognises the benefits of a more consolidated city while working from historic patterns of urban growth. Importantly, the policy sets achievable goals which will promote housing affordability over the longer term. This is an area in which the State performed poorly during recent years. Directions 2031 balances urban growth needs with the goals to protect our natural ecosystems. The framework provides for different lifestyle choices, vibrant nodes for economic and social activity and will deliver on the aspiration of a more sustainable urban transport network. The framework will also encourage a long term approach to the provision of infrastructure in an economically sustainable way.

For any planning vision to be successful it must be in tune with the aspirations of both residents and businesses. The planned growth of the outer suburbs (already anticipated in the metropolitan and Peel region planning schemes) can meet the needs of most people seeking new and affordable accommodation in more peaceful suburban surroundings. Increasing numbers of people are also looking for apartments in established areas close to employment centres with good public transport access. Other people want to remain in the suburbs where they have lived for many years but no longer wish to maintain a traditional house and garden. The planning system needs to ensure that all of these lifestyle choices can be provided for.

It is also critical that the provision of infrastructure is fully integrated with land use planning and development. Directions 2031 strongly supports the development of a number of key strategic activity centres well connected by public transport. A focus on activity centres is essential if we are to create more efficient regions which facilitate economic development and reduce the need for travel.

We must of course continue to monitor how our regions develop and adjust our plans to meet global and local economic and environmental challenges. Directions 2031 as a guiding framework for regional planning will need to be both visionary and flexible in order to respond to changes in our environment and patterns of social and economic development.

I encourage your active participation in the long term planning of our unique regions.

John Day MLAMinister for Planning

Chairman’sVision

Western Australia has an enviable history of metropolitan planning starting with the adoption of the Stephenson-Hepburn plan in 1955. The Corridor Plan followed in 1970, Metroplan in 1990 and Network City in 2004. Network City differed from earlier plans in its focus on a connected network of activity centres with an expressed desire to accommodate a significant amount of growth from within the existing built-up area.

Directions 2031 Spatial Framework for Perth and Peel is not a replacement of Network City but more a successor to Metroplan. Its purpose is to spatially define how we think the city should grow,

identify structural changes necessary to support that growth, and identify planning and policy priorities for implementation. The 2003 adoption of a region planning scheme for Peel has expanded the framework in which this strategic land use planning can occur.

The planning timeframe for the spatial framework is the 2031 census year, but we also need to look beyond that date. The framework supports a more compact and environmentally sustainable city but acknowledges that we have to work with the city we have. We need to use land and infrastructure more efficiently and we must in the first instance prioritise land that is already zoned for development. Fortunately we already have nearly 19,000 hectares of undeveloped urban and urban deferred land, which can be used to accommodate most, if not all, of the expected growth to 2031.

Directions 2031 identifies the key policy and planning actions required for its implementation. The metropolitan centres policy has been reviewed and a new activity centres policy has been drafted. Work is also well advanced on the preparation of sub-regional growth management strategies and structure plans. Another key element is an integrated public transport plan currently under preparation.

The establishment of a strong urban development program will be critical to the success of Directions 2031 providing a mechanism for coordinating infrastructure provision and land development. A key component will be the active monitoring of land supply so that land release plans and urban consolidation projects can be approved in a more timely manner ensuring an adequate long-term supply of affordable land for housing and economic development.

Gary PrattleyChairmanWestern Australian Planning Commission

directions 2031

contents01 Executive summary 1 02 Planning for the future 3 Introduction Where have we been? What should we plan for? Planning for growth

03 Vision and key themes 7 A liveable city A prosperous city An equitable city An accessible city A green city A responsible city

04 Scenarios for growth 13 Compact city Connected city Linear city

05 Structural elements 17 Activity centres network Movement network Green network

06 Sub-regional areas 33 Central North-west North-east South-east South-west Peel

07 Implementation 63

Submission form 68

vdirections 2031

The 2004 release of Network City: community planning strategy for Perth and Peel signalled a shift in focus for metropolitan planning. Emerging from Dialogue with the City, a process that culminated in September 2003 with an interactive forum involving 1100 participants, Network City differed from its predecessors Metroplan (1990), the Corridor Plan (1970) and the Stephenson-Hepburn Plan (1955). While these earlier plans focused primarily on the identification of new urban growth areas to cope with rapid population expansion, Network City identified a range of aspirational strategies aimed at managing urban growth in response to community concerns about the future sustainability of the city.

Network city is not a traditional spatial plan that can be used to inform and guide future growth of the region. Therefore, in March 2006 the Western Australian Planning Commission (WAPC) released a draft state planning policy identifying nine priority tasks required to transform Network City from a diagrammatic representation of urban growth principles into a spatial framework that establishes firm benchmarks, targets and directions for growth.

What is Directions 2031?

Directions 2031 is a spatial framework; a high level strategic plan that establishes a vision for future growth of the Perth and Peel region, and provides a framework to guide the detailed planning and delivery of housing, infrastructure and services necessary to accommodate that growth. Directions 2031 builds on many of the aspirational themes identified in Network City, but also examines some of the strategy’s underlying assumptions in the context of contemporary growth trends and the existing structure and form of the city. It encompasses all land within the Perth and Peel region schemes, an area that is also referred to as the ‘city’ or ‘metropolitan region’ in this report. It represents the highest level of strategic land use planning for the city.

Directions 2031 responds directly to several of the tasks identified in the WAPC’s 2006 state planning policy, including detailing the metropolitan structure, determining local population housing and job targets, managing growth,

and developing the activity centre concept. It is not a final blueprint, but the latest in an evolving series of plans that have shaped the city over the past 50 years. Each successive plan is based on an understanding of contemporary factors that influence the shape and growth of the city, and includes assumptions about how the city will change into the future.

What are we planning for?

By 2031, a future census year, it is anticipated that Perth and Peel will have grown from the current population of 1.65 million, to more than 2.2 million. In order to accommodate this level of growth it is estimated that we will need another 328,000 houses and 353,000 jobs.

While this increase is significant, it is not unexpected. The Metropolitan Region Scheme and Peel Region Scheme include more than 18,000 hectares of land that is zoned either urban or urban deferred and is yet to be developed. Provided this land is planned and used effectively and efficiently, it is expected that it will be sufficient to comfortably meet growth demands to 2031.

However, while 2031 provides a useful medium term planning horizon, we must also be looking beyond that date to ensure the city is able to sustainably respond to longer term growth pressures. Directions 2031 has therefore identified a number of sites that are not currently zoned, but will be investigated further to determine their suitability for future residential and

industrial development.

Directions 2031Metropolitan spatial framework that builds on Network City aspirations

Growth StrategiesSetting growth policy, targets and staging for the city’s 6 sub-regions

Structure PlansStrategic land use plans to guide development within the 6 sub-regions

Centre PlansStrategic land use plans to guide the development of activity centres

Strategic planning hierarchy for Perth and Peel region

1 draft spatial framework for Perth and Peel

01 executive summary

What kind of city will it be?

Building on the community sentiment expressed through Network City, Directions 2031 has identified six strategic themes that will be used to help shape future urban growth in a way that captures the many and varied expectations we

have of our city; a liveable city; a prosperous city; an equitable

city; an accessible city; a green city; a responsible city

In addition, to inform the future physical character and extent of the city, Directions 2031 is based on the following key

assumptions:

• A more compact city is desirable: which means we must continue our efforts to achieve more consolidated

development in appropriate locations.

• We must work with the city we have: approximately 60 per cent of the city’s population currently lives beyond the inner-middle suburbs in the north-west, north-east, south -east, south-west and Peel. While continued consolidation will help to contain future growth, it is anticipated that by 2031 this proportion will remain fairly constant. We must acknowledge this and ensure that we plan equitably for future communities.

• We must make more efficient use of land and infrastructure: managing the scale of population and urban growth expected by 2031 will not only require more effective use of existing developed areas, but more efficient use of new land released for development. We are currently achieving an average residential density of 10 dwellings per zoned hectare on the urban fringe. We must increase this to at least an average of 15 dwellings per zoned hectare if Directions 2031 growth targets are to be achieved.

• We must prioritise land that is already zoned: we already have a significant supply of land that has been deemed suitable or potentially suitable for new urban development, and has been zoned accordingly under the metropolitan and Peel region schemes. This land will be

the first priority for new development.

Scenarios for growth

Directions 2031 considered three possible scenarios to accommodate expected growth:

• Linear city: which assumes the continuation of current trends to 2031 or business as usual growth patterns.

• Connected city: which assumes a more balanced distribution of housing, population and employment across the metropolitan area.

• Compact city: which assumes a more intensive redistribution of growth to existing urban areas.

The connected city is considered the most realistic model for growth of the city over the next 20 to 25 years. It reflects the key assumptions underpinning Directions 2031, while at the same time responding to some of the community aspiration expressed in Network City.

It also represents a significant shift in ‘business as usual’ growth patterns, and will require a concerted and continued effort to achieve the expected 50 per cent increase in infill development rates and 50 per cent improvement in average

residential densities in new development areas.

Structural elements

Directions 2031 has identified three integrated layers that will form the key structural elements of the city, and be used as a means of organising the city to reinforce the spatial framework objectives:

• Activity centres network: a network and hierarchy of centres that provide a more equitable distribution of jobs, services and amenity throughout the city.

• Movement network: an integrated system of public and private transport networks that are designed to support and reinforce the activity centres network, and reduce the time, cost and impact of travel.

• Green network: a network of parks, reserves and conservation areas that support biodiversity, preserve natural amenity and protect valuable natural resources.

Implementation

Directions 2031 has identified key policy and planning actions required for its implementation. Some of these actions, such as a review of the metropolitan centres policy, preparation of growth management strategies and sub-regional structure plans, and development of a metropolitan public transport strategy, are already being progressed and will be released over the coming year. Others will be prioritised and further developed in consultation with key stakeholders.

directions 2031 2

IntroductionOver the past thirty years the Perth and Peel region has

experienced sustained growth and is now home to a

population of approximately 1.65 million. These growth trends

are expected to continue and by 2031 it is estimated that the

population will have reached 2.2 million, adding more than

half a million new residents to the city. Planning for these extra

residents, along with the housing, infrastructure, services and

jobs they will require presents a significant challenge for state

and local governments.

Directions 2031 sets out a spatial framework for

accommodating this expected growth, and represents the

highest tier of strategic planning for the areas covered by the

Perth and Peel region schemes. Directions 2031 is informed by

community, economic and environmental issues; however, it is

not an economic development plan, community development

strategy or environmental management plan. It provides a

strategic framework for managing urban growth over the next

20 to 25 years and guiding investment in infrastructure and

services, but it will rely on more detailed planning and policy

development for its implementation.

Directions 2031 provides a vision for the region and key

principles and directions for its growth. It identifies the key

structural elements to support these future directions and

identifies criteria against which its implementation can be

monitored.

Where have we been?The evolution of a city is seldom, if ever, constant. In many cases the evolutionary cycle of a city is characterised by short periods of intensive development, associated with significant economic, social or technological change, followed by lengthier periods of relatively steady growth. In the case of Perth and Peel, growth has been closely aligned to the fortunes of the city’s hinterland, in particular the agriculture and mining sectors.

02 planning for the future

Since the 1950s, the State Government has sought to guide this growth through the preparation and adoption of successive spatial plans. Importantly, these plans not only define where urban growth should occur, but also areas that should be protected from development pressure.

The Plan for the Metropolitan Region, Perth and Fremantle (otherwise known as the Stephenson-Hepburn Plan) was released by the State Government in 1955. The plan provided the early basis for the city’s current spatial form, characterised by urban corridors separated by green wedges of non urban land uses. The plan was designed to accommodate a population of 1.4 million people by 2005, and provided for the establishment of three contemporary planning instruments – the Metropolitan Region Scheme, the Metropolitan Region Planning Authority (now the Western Australian Planning Commission) and the Metropolitan Region Improvement Fund.

The Corridor Plan for Perth was adopted by government in 1970, and was developed in response to rapidly increasing car ownership and lower than expected residential densities. The Corridor Plan addressed the prospect of endless urban growth by consolidating new urban development areas along major transport corridors and around a network of sub-regional centres.

In 1987, a review of the Corridor Plan and the Metropolitan Region Scheme resulted in a new planning approach, Metroplan. Metroplan sought to accommodate a projected population of between 1.27 and 1.37 million people by 2001, and stated that:

“the principal themes of the preferred planning strategy are

the consolidation of existing and future urban development, the facilitation of job creation and employment growth in a new pattern of centres throughout the middle suburbs, high levels of accessibility via both public and private transport and a new system of metropolitan parks. It will be achieved, in part at least, by improved urban management.”

Network City was released in 2004 following the Dialogue with the City process. It emphasised growth management, in an effort to contain fringe urban growth and enhance opportunities for urban regeneration and renewal within the existing urban area. The theme of Network City was to integrate transport and land use in a network of places connected by corridors that allow for the movement of freight and people. These places of exchange were defined as activity centres, and were connected by activity corridors. Public transport was to be supported by a range of activities at the centres as well as the land uses along the activity corridors linking the centres.

Although planning approaches for the region span fifty years, there are a number of consistent themes running through them:

1. an emphasis on limiting urban expansion;

2. concern for the protection of green spaces;

3. the promotion of a series of well designed places or centres and movement corridors (although the location of these may differ); and

4. the need to plan for population and employment growth.

directions 2031 4directions 2031

What should we plan for?By 2031 the population of Perth and Peel is expected to grow by between 35 and 40 per cent. This has significant implications for the city and must be planned carefully to ensure we preserve the qualities and characteristics we most value - the beaches, parks and bushland, the Swan River, lakes and wetland habitats, and the Darling Escarpment.

With growth comes the opportunity to complement the abundant natural assets of the region with some of the more urban qualities that are characteristic of cities with a critical threshold of population and activity - civic and cultural pursuits, art and entertainment, and a greater diversity of housing and employment opportunities.

The planning challenge is to influence the growth of the city in such a way that a critical threshold of activities are delivered in locations that are accessible to the growing population, while at the same protecting those areas that are valued and give

our city its distinctive character.

Previous planning approaches focused on limiting the take up of land for urban development. However, the urban area of the Perth region has continued to grow.

Directions 2031 builds on earlier planning frameworks for the Perth region to provide direction on:

1. How we provide for a growing population whilst ensuring that we live within available land, water and energy resources.

2. Where development should be focused and what patterns of land use and transport will best support this development pattern.

3. What areas we need to protect so that we retain high quality natural environments and resources.

4. What infrastructure we need to support our growth.

192566 km2

1974378 km2

2002631 km2


02 planning for the future

Planning forgrowthCity growth presents many challenges in terms of land supply, access to services and infrastructure, and protection of natural resources. However, while the forecast increase in population is significant, it is not unexpected. The metropolitan and Peel region schemes include more than 18,000 hectares of land that is zoned either urban or urban deferred and is yet to be developed.

Provided this land is planned and used effectively and efficiently, it is expected that it will be sufficient to comfortably meet growth demands to 2031. Equally important will be the changing demographic profile of the city. As the chart below shows the population of the city is gradually ageing, and by 2031 a significant proportion of residents will be over 55. This has important implications for planning and the provision of

infrastructure and services.

Forecast population growth 2008 - 2031 Forecast demographic profile 1981, 2006 and 2031

By 2031 the region will have a population of 2.2 million

people. This represents: over half a million new residents

to be housed in 328,000 new dwellings

and needing 353,000 new jobs.

2008830 km2


03 vision and key themes

Vision

“By 2031, Perth and Peel people will have created a world class liveable city; green, vibrant, more compact and accessible with a unique sense of place.”

ThemesWe all have expectations about the place we live - our personal comfort, the neighbourhood we live in, the services and facilities we use and the impact that we have on the environment. Our expectations vary depending on our particular situation but generally include a place that:

• is clean, green, productive and distinctive;

• has good public transport, cycling and pedestrian systems;

• is equitable, inclusive, safe and prosperous;

• provides high standards of affordable housing, education and health care;

• maintains high levels of employment;

• is tolerant and embraces diversity;

• is culturally and intellectually stimulating; and

• gives people a sense of identity, pride and belonging.

Directions 2031 acknowledges these values and has identified six strategic themes that will be used to help shape future urban growth in a way that captures the many and varied expectations we have of our city.

A liveable cityLiving in or visiting our city

should be a safe, comfortable and enjoyable experience

A prosperous cityOur success as a global city will

depend on building on our current prosperity

An equitable cityAll Western Australians should enjoy the benefits of growth and changes

in the city

An accessible cityPeople should be able to easily

meet their education, employment, recreation, service and consumer

needs within a reasonable distance of their home

A green cityWe should grow within the

constraints placed on us by the environment we live in

A responsible cityWe have a responsibility to manage urban growth and make the most efficient use of available land and

infrastructure


Directions 2031 builds on these key themes and has identified a series of principles within each of them to guide the spatial framework and help inform the development of plans and policies that will underpin its implementation.

For places to be well used and appreciated they must be safe, comfortable, interesting and attractive. Good urban design can help deliver these things, and promote a sense of community ownership and pride in public places.

However, the things that we value about our neighbourhood are often less tangible. It may be the view down a certain street, the way children use the local park for games of football or the fact that we can walk to our local shops to buy the milk and paper. It is important that neighbourhood character and values are not lost or unnecessarily compromised by new development.

Equally important is the unique identity that we have as Western Australians, and residents of one of the most isolated cities in the world. That identity is expressed in our shared heritage and culture, and also in the way that our towns, suburbs and streets have developed over time. These are the things that differentiate us from other cities, and that sense of place must be acknowledged by planners and developers as the city continues to grow.

Continued prosperity is important for the wellbeing of a growing community; however, it is only possible if we are able to grow and expand our economic and employment base in line with expected increases in population.

Employment and access to jobs are important considerations for a growing city. At present the Perth central area provides one in every six jobs throughout the metropolitan region. While the Perth central area is expected to maintain a significant share of total jobs, it is evident that this employment imbalance is placing increasing pressure on our transport systems, leading to longer commuting times and increased congestion.

1 LiveableLiving in or visiting our city should be a safe, comfortable and enjoyable experience

• Promote good urban design and development to enhance people’s experience of the city.

• Identify, protect and build on neighbourhood character and sense of place.

• Protect heritage places and values.

• Improve community safety.

• Provide good quality passive and active public open space.

• Foster our cultural identity.

2 ProsperousOur success as a global city will depend on building on our current prosperity

• Provide a hierarchy of places and locations for a range of economic activity and employment across the Perth and Peel region.

• Increase the levels of employment self-sufficiency in sub-regional areas.

• Ensure an adequate supply of well located land for industrial development.

• Protect access to productive natural resources and agricultural land.


03 key themes

To assist in addressing this issue, Directions 2031 has identified a network of activity centres to complement the role of the Perth central area and provide a greater distribution of jobs throughout the metropolitan region.

Directions 2031 will also ensure that suitable land is identified to support the economic activity of the city and State, particularly for infrastructure provision and industrial development. In addition, the city cannot grow without access to basic raw materials for construction and production of goods. Directions 2031 will continue to protect these important assets.

It is also important to recognise the significance of locally based agricultural production. Market gardens in the north, east and south of the region provide an important food source for the growing population. Agricultural activity in the Swan Valley, particularly vineyards, also provides a valuable export and tourism resource.

New urban areas often do not enjoy the same level of facilities or amenity as the more established communities. Directions 2031 will reinforce Liveable Neighbourhood principles and require the comprehensive planning of new communities to ensure that they provide for a range of local activities at the early stages of development, including living, working and recreational opportunities.

The creation of walkable neighbourhoods that make it easy to walk or cycle to facilities and services, and access public transport, will help to provide a healthier environment and reduce our dependence on the private car and vulnerability to rising fuel prices.

In recent years housing affordability has become a significant community issue. Western Australians have long aspired to the goal of home ownership but now, for many, this goal may be out of reach. Directions 2031 recognises that part of the affordability challenge relates to the lack of diversity in the Perth housing market, which is dominated by single detached housing. The provision of a range of housing types, particularly housing that meets the needs of young adults and older people, will assist with providing greater housing choice at different price points in the market.

Since the 1950s Perth, like many cities shaped by significant post war population growth, has been planned and developed in response to a preference for suburban living enabled by the emergence of the car as an affordable means of private transport. The underlying assumption has been that most daily trips (work, school, recreation and shopping) will be

made by car.

3 EquitableAll Western Australians should enjoy the benefits of growth and changes in the city

• Plan for an equitable distribution of public and community infrastructure throughout the city.

• Improve the timing and coordination of infrastructure for new areas.

• Improve access to local services and facilities.

• Ensure an adequate supply of affordable housing.

4 AccessiblePeople should be able to easily meet their education, employment, recreation, service and consumer needs within a reasonable distance of their home

• Improve the relationship between land use and public transport.

• Plan for new public transport services to improve access to a greater propor-tion of the community.

• Recognise and build on the growing preference for non-motorised forms of transport - walking and cycling.

• Promote connections between activity centres.


Given these historic patterns of development, it is likely that private vehicles will continue to be the predominant mode of transport for the foreseeable future, particularly for the movement of goods and freight, and the provision of everyday services to a growing community.

Directions 2031 will seek to reduce the growth of individual car use by encouraging changes in travel behaviour and supporting the creation of neighbourhoods and activity centres that are based on walking, cycling, and access to effective public transport services.

Government decisions to electrify the metropolitan rail system and invest in the northern and southern rail lines have delivered significant improvements in the quality and patronage of our public transport system, and have presented many opportunities to make more efficient use of land surrounding stations.

Examples such as Subiaco redevelopment and the city rail project demonstrate the positive impact of integrating land use with public transport. Directions 2031 supports the principles of transit oriented development in the planning and re-planning of activity centres to achieve better integration of land use and transport services.

Directions 2031 promotes the connection of centres by effective public transport links. It also supports a more balanced distribution of employment and living opportunities in centres throughout the Perth and Peel region to provide work opportunities closer to people’s place of residence.

By its very nature urbanisation has a significant impact on the environment. Appropriate planning can limit the impact and areas of particular environmental or resource value can be identified and protected.

The Perth and Peel region is environmentally diverse and careful planning has protected a series of high quality natural areas such as Kings Park, Bold Park, Whiteman Park and Yanchep National Park. Our rivers and beaches are publicly accessible and protected by reservation. Areas of significant landscape value, such as the Swan Valley and Darling Escarpment are valued and there is a growing awareness of the importance of our wetlands to the overall health of our environment.

The extensive coastal and river system is one of the city’s most valued features. The desire to live close to the beach and rivers can place increasing pressure on these environments if development is not appropriately planned. State planning policies will continue to preserve the qualities of these important areas.

The protection of surface and groundwater supplies and the water catchments will become increasingly important as the city grows. The continued preservation of these resources through the Perth and Peel region schemes, and the application of State Planning Policy 2.7 Public Drinking Water Source Policy will help to maintain adequate water supplies for a growing population.

5 GreenWe should grow within the constraints placed on us by the environment we live in

• Protect and manage significant natural resources.

• Protect our coastline and rivers.

• Protect water supplies.

• Reduce energy use and greenhouse gas emissions.


03 key themes

One of the key planning challenges for the growth of the city is to understand the impact of climate change. One important way to minimise this impact is to influence a change in personal travel patterns, in particular encouraging alternatives to private car use which uses substantial energy and generates significant greenhouse gas emissions. Directions 2031 aims to address this challenge by improving the relationship between land use and public transport, identifying opportunities for new public transport services, encouraging a shift to non-motorised forms of transport, and encouraging higher levels of employment self-sufficiency to reduce travel demand.

Urban land is an important asset for a growing city and must be used as efficiently and effectively as possible to ensure the impacts of growth are minimised. Directions 2031 has identified a target of 50 per cent increase in infill development rates and 50 per cent improvement in average residential densities in new development areas to ensure growth of the city can be sustained beyond 2031.

Directions 2031 also contends that land which has been deemed suitable or potentially suitable for new urban development, and has been zoned accordingly under the Perth and Peel region schemes, should be prioritised for new development.

Part of the rationale for this more consolidated growth strategy is to improve the efficiency of existing public infrastructure, reduce the demand for new infrastructure and services, and avoid the spread of development that is not contiguous with the existing urban front and infrastructure network.

Directions 2031 recognises the need for improved coordination of land use and infrastructure planning. Accordingly the Department of Planning intends to implement an urban development program as a matter of priority. The program will play a key role in aligning strategic development and infrastructure provision, and will contribute to a shared understanding among local councils, developers and infrastructure and service providers of issues relating to land supply, development activity, and infrastructure and service constraints and requirements.

The planning system will also need to address the increasing potential for conflict between land uses and key infrastructure. Buffer areas need to be identified early and then protected against encroachment from inappropriate land uses. At present many such areas are treated as land banks for future development.

Current policy settings relating to infrastructure and service provision will also be reviewed to ensure the increasing costs

of delivery are equitably distributed as the city grows.

6 ResponsibleWe have a responsibility to manage urban growth and make the most efficient use of available land and infrastructure

• Ensure growth occurs in places that provide for long term viability and liveability.

• Prioritise the development and use of land that is already zoned urban or urban deferred.

• Develop a coordinated and systematic approach to infrastructure and land use planning and development.

• Minimise conflict between land use and key infrastructure assets.

• Ensure the cost of infrastructure provision is shared equitably.


By 2031, the population of the city will have increased by over half a million people. While there are many ways the city could grow to accommodate this population, it is the role of the spatial framework to identify a preferred growth scenario to provide guidance to the development of policies and plans, and the provision of infrastructure necessary to support that growth.

Directions 2031 has established the following criteria to help identify a preferred growth scenario:

• A more compact city is desirable: which means we must continue our efforts to achieve more consolidated development in appropriate locations.

• We must work with the city we have: approximately 60 per cent of the city’s population currently lives beyond the inner-middle suburbs in the north-west, north-east, south- east, south-west and Peel. While continued consolidation will help to contain future growth, it is anticipated that by 2031 this proportion will remain fairly constant. We must acknowledge this and ensure that we plan equitably for future communities.

• We must make more efficient use of land and infrastructure: managing the scale of population and urban growth expected by 2031 will not only require more effective use of existing developed areas, but more efficient use of new land released for development. We are currently achieving an average residential density of 10 dwellings per zoned hectare on the urban fringe. We must increase this to at least an average of 15 dwellings per zoned hectare if 2031 growth targets are to be achieved.

• We must prioritise land that is already zoned: we already have a significant supply of land that has been deemed suitable or potentially suitable for new urban development, and has been zoned accordingly under the metropolitan and Peel region schemes. This land will be the first priority for new development.

Directions 2031 considered three possible scenarios for future growth based on a constant set of input data and applying key

variables.

Input data

• WA Tomorrow: WA Tomorrow forecasts have been used as the baseline estimates of population and housing growth to 2031.

• Housing targets: these targets have been developed collaboratively by the Department of Planning and metropolitan local governments as an indicator of capacity for growth in infill and greenfields housing to 2045.

• Urban growth monitor: the urban growth monitor has been used to define how much urban and urban deferred land is available for development.

Key variables

The key variables used to differentiate the growth scenarios, are:

• Extent to which infill housing targets are achieved

• Residential densities per gross hectare for greenfields development

Growth scenarios

• Linear city: assumes the continuation of business as usual development patterns with the majority of growth occuring on the urban fringe.

• Connected city: assumes a more balanced distribution of infill and greenfields development.

• Compact city: assumes a more consolidated pattern of growth with an emphasis on infill development.


04 scenarios for growth

Measure Scenario 1

Compact cityScenario 2

Connected cityScenario 3

Linear city

Cons

tant

Expected increase in populationby 2031

556,000 556,000 556,000

Dwellings required to house new residents to 2031

328,000 328,000 328,000

Amount of zoned land available to develop new houses

18,600 ha 18,600 ha 18,600 ha

Varia

ble

Percentage of infill housing targets achieved

75 % 55 % 35 %

Average density per gross hectare for greenfields housing development

17.5 du/gha 15 du/gha 10 du/gha

Scen

ario

Outco

me

Percentage of all new dwellings accommodated within existing developed areas (infill)

64 % 47 % 30 %

Area of zoned land required to accommodate housing outside of existing developed areas (greenfields)

6,700 ha 11,500 ha 23,000 ha

Balance of zoned land available for development beyond 2031

11,900 ha 7,100 ha - 4,400 ha

Preferred scenariodu = dwelling unitsgha = gross hectare


Preferred growth scenario

Scenario 2 - Connected city has been identified as the preferred growth scenario for the city to 2031. It recognises that the future growth of the city will be shaped in part by planning and development decisions that have already been made. However, it will require significant improvement over the next 20 to 25 years in both targeted infill development and greenfield residential densities.

On current trends it is estimated that the amount of infill residential development achieved as a proportion of total development between now and 2031 will be between 30 and 35 per cent. The connected city scenario seeks a 50 per cent improvement on current trends and has set a target of 47 per cent or 154,000 of the required 328,000 dwellings as infill development. The Department of Planning will continue to work with local governments and service delivery agencies to further develop the housing targets program and move to start realising infill development opportunities.

Similarly, the connected city scenario expects an improvement in the residential densities being achieved for new greenfield development on the urban front. At present, new residential development is being constructed at densities of 9 to 11 dwelling units per urban zoned hectare. The connected city scenario has set a target of 15 dwellings per gross hectare and the Department of Planning and Western Australian Planning Commission will be reviewing current policy settings

to ensure that this target can be achieved.

Scenario 1 - Compact city is a desirable model in terms of maximising the use of existing urban land and infrastructure. However, it is a model that would require a substantial cultural shift to change the way that people are currently choosing to live in this city, and significant intervention on the part of governments to revisit earlier planning and development decisions and potentially remove entitlements, either real or

perceived. In particular

1. There is a substantial amount of land that is currently under development with some 49,000 lots granted

conditional approval in the system.

2. Significant planning and due diligence has been undertaken for new urban growth areas on the basis of

successive strategic planning decisions.

3. Communities are generally protective of their neighbourhoods and there is understandable resistance to significant infill development that, if not planned appropriately, will change the character and amenity of these areas.

In addition, without change to economic policy there is a significant risk that the compact city model would exacerbate housing affordability issues, as it would potentially constrain the supply of land and force new housing development into

the more expensive areas of the city.

Scenario 3 - Linear city is considered the least sustainable of the three growth scenarios as it consumes the greatest amount of new urban land, exhausting the supply of zoned land well before 2031, and requires significant public and private investment in the provision of infrastructure to support new growth. The additional 4,200 hectares of urban land required to deliver this growth model also has the potential to impact on areas of environmental and resource

protection value.

Connected city profile

The following charts summarise the anticipated population, housing and employment profile for the connected city

scenario in 2031 in the content of the six planning sub-regions:

• central (inner and middle sectors)

• north-west

• north-east

• south-east

• south-west;

• Peel.


04 scenarios for growth

Population distribution

The connected city scenario will result in changes to the distribution of population anticipated under WA Tomorrow. A greater emphasis on consolidation will see an increased distribution of new residents to the central sub-region, and an easing of fringe urban development pressures in traditional growth areas - the north-west, north-east and Peel. The south-east and south-west are expected to see a consolidation of growth around existing and planned urban areas.

Dwelling distribution

Under the connected city scenario, as with population, the most significant proportion of the 328,000 new dwellings is expected to be constructed in the central sub-region. This does not mean that existing inner and middle suburbs will be subject to blanket redevelopment, rather that the Department of Planning will work with local governments and communities to identify targeted opportunities for increased housing density and diversity.

Employment distribution

One of the key objectives of Directions 2031 is to improve the relationship between distance, where people live and work, to reduce commuting time and cost, and the associated impact on transport systems and the environment. The connected city scenario is expected to deliver improved levels of employment self-sufficiency across all sub-regions. The structural changes necessary to support employment growth and the equitable distribution of jobs are outlined in the following sections.

directions 2031 directions 2031 16

Perth, like all cities, is a multi-layered system of land use and activity networks. The physical form of a city is determined largely by the way in which these networks are planned and developed over time. In the case of Perth and Peel, land use and activity networks have been developed to reinforce a lineal pattern of growth focused primarily on the Perth central area.

To achieve the connected city scenario Directions 2031 proposes that new growth occurs in a more balanced way around a diverse activity centres network, linked by a robust movement network and supported by a green network of

parks, conservation and biodiversity areas.

Activity centres networkActivity centres are community focal points for people, services, employment and leisure. Some will provide a diverse range of employment, housing, retail, community, education and medical services, while others will simply cater for the basic day-to-day needs of the local community. Some of these activity centres already exist while others are yet to be developed.

Role and function of centres

The role and function of centres, and the diversity of activity within them will vary depending on their catchment; however,

in general they will:

• provide services, employment and activities that are appropriate and accessible to the communities they support;

• be integrated with and encourage the efficient operation of the transport network, with particular emphasis on promoting public transport, walking and cycling and reducing the number and length of trips;

• be designed based on transit oriented development principles;

• provide opportunities as places to live through higher density housing (with the exception of industrial centres) and the development of social and cultural networks;

• encourage the agglomeration of economic activity and cultivation of business synergies; and

• support the development of local identity and sense of place.

Importantly, activity centres will become a major focus of business and employment, particularly in the upper tiers of the activity centres hierarchy. While Perth central area is expected to maintain a significant share of total employment, a key objective of Directions 2031 is to influence a shift of businesses and jobs to emerging centres beyond Perth, and encourage greater levels of employment self-sufficiency in

middle and outer urban areas.

Hierarchy of centres

Directions 2031 has identified a hierarchy and spatial distribution of centres that will be the core focus of the growth over the next 20 to 25 years. The hierarchy builds on earlier centre classifications contained in Corridor Plan and Metroplan, while acknowledging the functional differences of centres within the same tier of the hierarchy. Directions 2031 has also introduced a new tier of primary centres to provide a more balanced distribution of employment, services and amenity to the 60 per cent of the population that will live

outside of the inner and middle areas by 2031.

Activity centres hierarchy

Perth central area

Primary centres

Strategic centrescity centres specialised centres industrial centres

Regional centrestown centres specialised centres industrial centres

District centrestown centres industrial centres

Neighbourhood centres

Local centres


05 structural elements

Perth central area

Perth central area is the most diverse centre of activity in the metropolitan area, with the greatest range of high order services and jobs, and the most intense concentration of commercial and residential development. It is and will continue to be the preeminent centre in the metropolitan hierarchy and the main focus of civic, cultural, administrative, business, retail and tourism activity. Perth central area will become more diverse with the continued growth of its residential population, and the introduction of services and facilities to support that population. High levels of amenity and accessibility will ensure that Perth central area remains an attractive investment choice

for business, tourism and housing.

Primary centres

By 2031 it is estimated that 60 per cent or 1.3 million of the city’s 2.2 million population will live outside the inner and middle sectors of the metropolitan area. Without any structural change to the way the city currently operates (ie with Perth central area as the single focus of high end employment, services and transport activity) it is anticipated that the emerging challenges of traffic congestion, increased commuting distances and times, rising travel costs, and poor employment self-sufficiency will increase.

To address this growing imbalance between where people live and work, Directions 2031 has introduced a new tier in the activity centres hierarchy - primary centres. Primary centres are functionally similar to strategic city centres, with the exception that they are the preferred location for investment in high-order public and employment generating infrastructure outside of the inner and middle sectors. Locating primary centres in growth areas away from Perth central area is expected to contribute to employment self-sufficiency and reduced travel distance for employees living in outer and middle sectors, while also providing a recognisable business address and opportunities for agglomeration.

Two primary centres have been identified - Joondalup to the north and Rockingham to the south. These centres have been selected due to their central location in the city’s major growth catchments, and their access to high-order public transport infrastructure. Other centres may be considered for elevation to primary centre status in the future.

Based on current population and employment projections it is anticipated that there will only be sufficient economic activity for the consolidation and growth of two such centres in the period to 2031.

To improve employment self-sufficiency in outer growth areas, primary centres must evolve from a population driven consumer goods and services profile by attracting knowledge intensive and producer service businesses. To achieve this, primary centres must build on their existing assets and invest in the attributes that influence the locational decisions of these businesses, including accessibility, land availability, local amenity, communications and technology, and the availability of skilled labour.

Strategic centres

In their most common form, strategic centres are the main regional centres for consumer transactions, providing convenience and comparison retail, domestic community and health services, and professional and business services to a large catchment population. Directions 2031 has defined these as strategic city centres.


There are other types of centres that belong in the same tier of the activity centres hierarchy due to the level of social and economic activity, accessibility, investment in infrastructure, and capacity for employment generation, but perform a different function to the strategic city centre. Directions 2031 has defined these as strategic specialised centres and

strategic industrial centres.

Strategic city centres

Strategic city centres are multi purpose centres that provide a mix of retail, office, community, entertainment, residential and employment activities, and are well serviced by high frequency public transport. There are seven existing strategic city centres spatially distributed throughout the metropolitan region (Fremantle, Stirling, Morley, Midland, Cannington, Armadale and Mandurah) and one proposed centre to service future population growth in the north-west corridor (Yanchep). The purpose of these centres is to provide a range of housing, services, facilities and activities necessary to support the communities within their catchments, thereby reducing the requirement for travel outside of the catchment. This diversity will be a key component in developing the liveability of these centres.

Strategic specialised centres

Directions 2031 has identified four additional centres in the strategic tier of the hierarchy (UWA-QEII, Murdoch, Curtin and Perth Airport) that are focused on specific activities and generate a high number of daily work and visitor trips. These centres are differentiated from strategic city centres by their primary focus on a specialised institutional or economic activity. Strategic specialised centres are an important part of the metropolitan centres network as they are key drivers of innovation and information exchange, and generators of employment. They also provide significant opportunities for the development of business synergies and agglomeration of like activities. Due to their specialised nature, these centres generally have a wider catchment than strategic city centres and rely on a high level of access, particularly to public transport, for their effective operation. Mixed uses that complement the primary function will be encouraged, at a scale that will not compete with other centres in the hierarchy.

Strategic industrial centres

Maintaining a strong and regionally dispersed network of industrial centres is critical to the continued economic growth and prosperity of the city. Directions 2031 recognises that not all industry is the same and has identified a classification of industrial centres in the activity centres hierarchy. Strategic industrial centres provide for the highest level of industrial activity throughout the metropolitan area, with a focus on heavy manufacturing, processing, fabrication and overseas export. There are five existing strategic industrial centres (Kwinana, Henderson, Kewdale-Welshpool, Oakley and Wagerup) and one planned for future development (Hope Valley-Wattelup). The key focus of Directions 2031 will be to ensure that these centres are well serviced by industrial transport infrastructure (road and rail) and appropriately located intermodal facilities, and are accessible to their skilled workforce.

Regional centres

Regional centres form the next tier of the activity centres hierarchy. They share similar characteristics with strategic centres but generally serve smaller catchments and offer a more limited range of services, facilities and employment opportunities. They are also more spatially dispersed and numerous (34 in total either existing or planned) and perform an important role in the city’s economy, and provide an essential service to their catchment populations.



The continued development of this tier of centres is essential to supplement the network of primary and strategic centres, particularly in the outer areas of Perth and Peel where fewer of the higher tier centres exist. Like strategic centres, there is a functional differentiation of centres in the regional centres classification that have different spatial and planning requirements which need to be acknowledged.

Regional town centres

Regional town centres are important suburban centres that are generally based around retailing offering a range of convenience and comparison goods and services. They also include office, housing, community, recreational and in some cases entertainment. While many of these centres are retail dominated, some have emerged to be important mixed use and employment centres. Opportunities exist to encourage more mixed use development in appropriately located centres, especially if they are located on high frequency public transport routes.

Regional specialised centres

Regional specialised centres, like their strategic counterpart, are centres with a specific institutional or economic activity focus. These centres are smaller in scale than strategic specialised centres and are expected to generate fewer daily work and visitor trips. However, like strategic specialised centres they are important generators of economic activity and offer opportunities for the agglomeration of complementary businesses and services. Directions 2031 has identified two regional specialised centres (Jandakot Airport and Shenton Park).

Regional industrial centres

Regional industrial centres are primarily focused on providing industrial products and services to the metropolitan region and its hinterland. They cater for a broad range of manufacturing, fabrication, processing, warehousing and bulk goods handling activities. Given the nature of their customer base and catchment, these centres rely heavily on the efficient movement of goods and services throughout the metropolitan region. It is therefore important that there is a balanced distribution of centres across the city to reduce freight handling and improve the provision of products and services to the broader community. Directions 2031 has identified ten

existing and three planned regional industrial centres.

District centres

District centres have a greater focus on servicing the daily and weekly needs of residents. The composition and diversity of activity in a district centre varies throughout Perth and Peel according to the size and maturity of its catchment. However, their relatively smaller scale enables them to have a greater local community focus and provide services, facilities and employment opportunities that reflect the particular needs of their catchments. The continued development of this tier of centres is essential to ensure local communities have good access to a minimum range of services. District centres are grouped into two separate classifications that reflect functional characteristics.

District town centres

District town centres generally serve the main weekly household shopping, service and community needs of the district. They are predominantly retail focused but many also include a limited mix of other uses such as offices, medical and professional services, hospitality and entertainment and housing. Some also include or are associated with civic, community and recreation facilities.

District industrial centres

District industrial centres are primarily focused on the provision of general and light industrial services and products to meet the personal household and transport needs of the local population (eg plumbers, mechanics, landscapers, building supplies). These centres provide an essential local service, although some are under increasing pressure for redevelopment. Directions 2031 recognises the importance of district industrial centres and promotes the identification of suitably located and serviced land to meet the local industrial needs of a growing community.


Neighbourhood centres are important local community focal points that perform a vital role in providing for the main daily shopping and community needs of the neighbourhood. Neighbourhood centres will typically include a minor supermarket together with a range of ancillary convenience tenancies. They may also include some minor community

facilities.


Local centres

There are a significant number of local centres spread throughout the metropolitan region that provide for the incidental convenience shopping needs of the local community within their walkable catchments. These centres will typically include a corner deli and newsagent but are generally limited in retail offering. However, they provide an important and highly accessible service to local communities and will continue to be promoted as part of the overall activity

centres hierarchy.

The need for diversity in activity centres

A key difference between Directions 2031 and earlier metropolitan spatial planning is the way in which activity centres are conceptualised. Previous plans and policies focused primarily on the retail function of centres; however, Directions 2031 recognises that the most successful centres are those that offer a diverse range of services, activities and amenity to their catchment populations. Perth central area, Fremantle and Subiaco are good examples of centres at different levels of the hierarchy that offer a diversity of activity and experiences, and have become popular and distinctive destinations as a result.

Greater diversity in centres not only provides a more equitable distribution of services and facilities throughout the metropolitan region, but it has the potential to significantly reduce the number and length of trips by locating those activities closer to the people that want to access them. Therefore, it is essential that these centres incorporate transit oriented development principles. Direction 2031 acknowledges that not all activity centres in the hierarchy can or will achieve these levels of diversity. However, the intention is that the higher order centres (ie those in the top four to five levels of the hierarchy) will become more diverse over time through focused planning and policy intervention.

The role of housing in activity centres

Directions 2031 recognises that the role of housing is critical to developing a diverse and sustainable network of activity centres (other than industrial centres), and can deliver the following benefits:

1. Increasing dwelling densities in activity centres (particularly around public transport nodes) will relieve the pressure on urban fringe locations to provide the bulk of new housing in the form of single detached dwellings.

2. Higher densities and innovative dwelling designs will improve access to a variety of housing types, and potentially improve housing affordability.

3. Increased catchment populations close to activity centres will increase the expenditure available to support businesses in food and beverage, clothing and footwear, and entertainment and professional services, which will in turn increase the level of amenity available to attract knowledge intensive and producer service businesses.

4. Increased residential populations at activity centres will promote employment self-containment, which is important for attracting knowledge workers and reducing journey-to-work trip generation.

5. Increased public transport patronage will moderate growth in individual car use, while improving the viability of the public system and promoting network extensions and improvements in service frequency.

6. The introduction of resident populations in centres provides the opportunity for development of social and cultural networks, and the creation of local identity and

sense of place.

It will be necessary to stipulate minimum residential densities to ensure these benefits will be maximised in activity centres.

Role of employment in activity centres

Employment is a key driver of continued economic growth and prosperity. It underpins our collective standard of urban living and supports the provision of essential goods and services to the community. Directions 2031 also recognises that employment has an important role to play in the ‘liveability’ of a city, and that significant benefits can be derived from locating jobs and businesses within activity centres:

1. improving the relationship between where people live and work can result in reduced travelling times, reduced traffic congestion and emissions, and increased opportunities for non-car based commuting such as walking, cycling and public transport.

2. achieving a greater distribution of employment opportunities throughout the metropolitan region can



reduce the pressure on traditional employment areas (such as Perth Central Area) and increase employment self sufficiency in other parts of the city.

3. focusing employment in centres provides significant opportunities for the agglomeration of compatible businesses, which can lead to greater productivity through information and technology exchange, and more efficient use of infrastructure and services.

Planning of activity centres

Directions 2031 has identified a number of priority actions necessary to support implementation of the new activity centres network. These include:

1. Following public review and any associated amendments, endorse Directions 2031 as the spatial framework for Perth and Peel over the next 20 to 25 years.

2. Develop an activity centres policy that aligns with and supports the strategic directions outlined in the spatial framework.

3. Prepare and regularly review growth management strategies and structure plans for sub-regional areas to ensure staging of new development and investment in infrastructure supports and reinforces the spatial distribution of centres.

4. Undertake an activity centres planning program in collaboration with local governments, key stakeholders and the community, to plan for the continued development and diversification of activity centres.

Items 1 to 3 are being actioned by the Department of Planning and Western Australian Planning Commission as a matter of priority. Item 4, the activity centres planning program is an ongoing program of works that will include the following key elements:

1. Activity centres audit: the Department of Planning will carry out an audit of the identified activity centres in collaboration with local governments, for the purpose of:

− determining what plans have been prepared for centres, the status of those plans and what additional work is required to influence a transition to the new centres typology;

− developing a prioritised work program for any planning or re-planning of centres that may be required; and

− preparing business plans and securing associated funding for the implementation of the activity centres planning program.

2. Activity centre model framework: the preparation of a set of guidelines to be adopted as a model framework for the future planning and design of activity centres. These guidelines will complement the Liveable Neighbourhoods policy and are intended for use by state and local governments and the private sector in the preparation of centre plans.

3. Activity centre plans: where necessary the state government will work in partnership with local governments, key stakeholders and the community to prepare plans for activity centres and develop strategies for their implementation.

4. Activity centre implementation: consideration will be given to the introduction of stronger planning mechanisms, such as planning assessment panels, planning control areas, improvement plans, and call in powers for projects of regional significance, to ensure that strategic objectives for activity centres are achieved.

Spatial distribution of activity centres

The spatial distribution of the top tiers of the activity centres hierarchy is shown on the following pages. Greater detail of the activity centres hierarchy is shown on the spatial framework plan and in the description of the sub-regional areas.

Activity corridors

Network City introduced the concept of activity corridors as “connections between activity centres that provide excellent, high frequency public transport to support the land uses that will occur along the activity corridors and at activity centres”. Directions 2031 supports the principle of activity corridors, and the intensification of residential development where appropriate along their length. However, it does not support the expansion or ribbon development of commercial activities beyond the core of activity centres, as it diminishes the viability of centres and has the potential to create access and traffic conflicts along the corridor. To guide the implementation of activity corridors, the Department of Planning is currently undertaking two pilot projects, along Stirling Highway and Scarborough Beach Road. It is intended that these projects will inform the future policy position on activity corridors.


Activity centres hierarchy

Perth central areaPerth East Perth

Northbridge West Perth

Primary centresJoondalup Rockingham

Strategic centresCity centres Specialised centres Industrial centres

Armadale Midland Curtin1 Kwinana3

Cannington Morley Murdoch Hope Valley-Wattleup

Fremantle Stirling UWA-QEII2 Henderson

Mandurah Yanchep Perth Airport Kewdale-Welshpool4

Oakley

Wagerup

Regional centresTown centres Specialised centres Industrial centres

Alkimos Leederville Jandakot Airport Bayswater- Bassendean

Malaga

Ashfield Maddington Shenton Park6 Nambeelup

Belmont Mirrabooka Bibra Lake Neerabup

Booragoon Pinjarra Canning Vale O’Connor

Burswood Subiaco Forrestdale Osborne Park

Claremont Victoria Park5 Hazelmere East Rockingham

Cockburn Wanneroo Maddington- Kenwick

Wangara

Ellenbrook Warwick

Karrinyup Whitfords

Kwinana

District centresTown centres Industrial centres


Local centres

Footnotes:

1. Curtin includes Curtin University, Bentley Technology Park and the Department of Agriculture and Food.2. UWA-QEII includes University of WA and Queen Elizabeth II Medical Centre.3. Kwinana includes Kwinana Beach and Naval Base.4. Kewdale-WelshpoolincludesForrestfield.5. Victoria Park includes Victoria Park and East Victoria Park.6. Shenton Park includes Shenton Park, Mt Claremont and Karrakatta.



JOONDALUP

PERTH

ROCKINGHAM

FREMANTLE

MURDOCH

ARMADALE

MANDURAH

STIRLING

UWA-QEII

MORLEYMIDLAND

PERTHAIRPORT

CANNINGTON

CURTIN

YANCHEP

Perth central area

Primary centre

Strategic city centre

Strategic specialised centre

Regional town centre

Urban

Strategic industrial centre

Regional industrial centre

Non urban

Rural

Major roads

Railways - passenger

Legend

Regional specialised centre

Sub-region boundary

NORTH-EAST

NORTH-WEST

SOUTH-EAST

SOUTH-WEST

PEEL

CENTRAL

Activity centres - top four tiers

Movement networkThe day to day functioning of a city is highly dependent on the effectiveness of its transport network. A significant amount of time, money and energy is consumed in the movement of people and goods around the city, so it is important that the movement network is as efficient as possible.

There are currently an estimated 5.8 million trips made per day throughout the Perth region. By 2031, this number will have grown to approximately 7.7 million per day, placing increasing pressure on our transport system.

Directions 2031 encourages a change in travel behaviour to more sustainable options, and anticipates that improved integration of land use and transport through the development of the activity centres network will lead to a reduction in the length of individual trips and reliance on the private motor vehicle.

While this approach is expected to moderate growth in individual car use, it is recognised that private vehicles will continue to be the predominant mode of transport for the foreseeable future, particularly for the movement of goods and freight and the provision of everyday services to a growing community. Directions 2031 has identified the following strategies to address continued demand for private transport, while at the same time encouraging a shift to other modes and identifying opportunities for new investment in transport infrastructure that supports and reinforces the activity centres network:

Connect communities with jobs and services

A key objective of Directions 2031 is to improve the relationship between communities and the activities, services and places of work that they access on a daily basis. The spatial distribution of growth in and around a network of mixed use, highly accessible activity centres will help to achieve this objective, and deliver the associated benefits of reduced travel distance, reduced travel costs, and reduced pressure on the city’s transport networks.

The challenge will be to ensure that the planning and growth of activity centres is supported by timely delivery of appropriate transport infrastructure. Implementation of the activity centres planning program in partnership with local governments, communities and key service providers, will assist in the planning and development of centres and coordination of service and infrastructure delivery.

Improve the efficiency and effectiveness of the public transport network

Over 318,000 trips are made daily on Perth’s public transport system. While this is an important contribution to the movement network, particularly in a spatially dispersed and relatively low density city, it represents only 5.5 per cent of total daily trips throughout the Perth and Peel region and an estimated 9.2 per cent of all trips during the morning and afternoon peak hours when major road infrastructure is close to capacity.

In recognition of the important role that public transport must play in shaping the future growth of the city and reducing dependence on the private car, the State Government is preparing a public transport strategy to guide the next generation of investment in public transport infrastructure and identify opportunities to increase public transport’s share of total travel. The existing public transport system is designed primarily around the efficient movement of people to and from the Perth central area as the commercial epicentre of the metropolitan region. Continued growth of the city will necessitate the extension of these services to ensure residents in new growth areas have access to high quality public transport infrastructure.

As residential densities in existing urban areas increase and centres outside of the Perth central area begin to achieve a critical threshold of social and economic activity, there will be a need to re-balance the system to reduce growing levels of public transport congestion in central Perth, improve the efficiency of the existing network by promoting contra-flow passenger movement, and deliver a more effective public transport service to the emerging network of activity centres.



To assist this process, Directions 2031 has identified key public transport connections required to support and service the proposed activity centres network. These connections will be subject to further consideration and refinement as the public transport strategy is developed. In addition, to maximise the effectiveness of the public transport network, it will be necessary to identify minimum residential densities around key transport nodes. It is expected that these densities

will be substantially higher than current levels.

Encourage a shift to more sustainable transport options

An increasingly important consideration in the planning of new urban areas is the contribution that walking and cycling makes to total transport. In 2006, walking and cycling

JOONDALUP

YANCHEP

ROCKINGHAM

STIRLING

MORLEY

FREMANTLE

UWA/QEII

MURDOCH

CANNINGTON

PERTH AIRPORT

MIDLAND

ARMADALE

MANDURAH

ALKIMOS

WANNEROO

WHITFORDS

WARWICK

KARRINYUP

MIRRABOOKA

SUBIACO

CLAREMONT

BOORAGOON

COCKBURN

MADDINGTON

BELMONT

VICTORIAPARK

NEERABUP

WANGARA

MALAGA

WELSHPOOL/KEWDALE

CANNINGVALE

HENDERSON

KWINANA

LEEDERVILLE

ASHFIELD

PINJARRA

OAKLEY

ELLENBROOK

WAGERUP

SHENTON PARK

JANDAKOT AIRPORT

BURSWOOD

FORRESTDALE

O’CONNOR

BIBRA LAKE

HAZELMEREBAYSWATER

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OOOKABOBOMIRRABBO A

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EREMANTLEEEERRRFRFRRF

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WWATERBAYSSWWWAWATERWABAYSSWWAWA

STIRLINNG

SUUBBIA

ALAREE TTEMEMMO TTTEEMONTTE

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LAMMIDLM L NND

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represented 15.5 per cent or close to 1 million of the estimated 5.8 million trips made per day throughout the region. If current mode share is maintained, the number of trips by walking and cycling would increase to approximately 1.2 million per day. If we see a continuation of recent trends in walking and cycling, the share of total trips would increase to 19 per cent by 2031, or close to 1.5 million of the estimated 7.7 million trips per day throughout the region.

Directions 2031 recognises the importance of walking and cycling as not only the most sustainable form of transport, but also for the contribution it can make to the overall travel picture as other parts of the movement network become more heavily congested.

Activity centres will be planned and designed on transit oriented development principles to promote walking and cycling as an alternative to the private car. Liveable Neighbourhoods transport design principles will continue to be reinforced in new urban growth areas.

The 1996 Perth Bicycle Network Plan is being reviewed with the aim of creating a strategic bicycle network and developing policy to support state and local government initiatives to increase cycling activity.

In addition, the Walk WA: A Walking Strategy for Western Australia (2007 – 2020) takes a

whole-of-government approach to support the development of accessible environments in which the decision to walk is easier. Implementation of this strategy will assist in achieving the continuation of the increasing trends in walking.

The State Government will also continue its highly successful TravelSmart program which works directly with individuals in their households to help them make informed travel choices about how to get to places using their cars less and walking, cycling and using public transport more. TravelSmart also works with local communities, including local governments, schools, universities, hospitals and workplaces, to help them self-manage the process of change. In this way, TravelSmart helps to build the capacity of organisations and institutions to influence the travel behaviour of their staff and customers.

Possible key public transport connections


Maximise the efficiency of road infrastructure

Trips by private vehicle account for approximately 57 per cent, or 3.3 million of the estimated 5.8 million trips made per day throughout the region. If trends toward other forms of transport continue then the proportion of trips by private vehicle may reduce to approximately 50 per cent or 3.85 million of the estimated 7.7 million total trips per day by 2031. However, when coupled with anticipated increases in bus patronage, it is clear that the road system will continue to play a significant role in the movement network for the foreseeable future.

The State Government recognises that this continued demand cannot be satisfied by simply building more roads, and is investigating new approaches to improve the efficiency of the road network and respond to the growing challenge of traffic congestion.

Main Roads Western Australia is investigating and trialing congestion management approaches including real time road user information, incident management and ramp metering. In addition, Main Roads WA is investing in a range of intelligent transport systems to deliver smoother running on our roads and freeways, improved road safety, transport cost savings and reduced greenhouse gas emissions.

Protecting the movement economy

Perth, perhaps more than other cities due to its relative isolation and primary economy, depends heavily on the efficient movement of freight in and around the city. Freightmovement affects all domestic consumers of goods as well as those involved in our manufacturing and export industries. As the city grows, the amount of freight to be transported and the increasing distances involved in distribution will place significant pressure on transport infrastructure.

Most of our freight is transported by road because of the flexibility of door-to-door pick up and delivery. While many of us associate freight transport with large trucks and semi-trailers, in reality close to 70 per cent of freight is distributed throughout the city by light commercial vehicles. As a result, freight vehicles interact with general traffic on a daily basis, with the potential for conflict if not managed appropriately. Smaller freight vehicles are more compatible with general traffic, however, a balance is required between the flexibility and relative safety of light commercial vehicles and the efficiency of heavy vehicular options.

In the past rail has accounted for only a small proportion of intra-urban freight transport, however it is increasingly being recognised as a more efficient and sustainable option for freight movement. A number of opportunities have been identified to achieve a better balance between road and rail freight, including the improvement of rail linkages between Kewdale, Kwinana and Fremantle Port, together with the collocation of intermodal facilities and improvements in industrial operations.

Directions 2031 recognises the importance of freight movement to the city’s economic prosperity. The Western Australian Planning Commission State Planning Policy Road and Rail Transport Noise (Draft) identifies a freight movement network of road and rail infrastructure. In planning for the future growth of the city it will be critical to ensure that the freight network is well connected to key industrial areas and a

balanced system of well planned intermodal facilities.



Intermodal freight terminal

Airport

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Primary freight road (Main Roads jurisdiction)

Future primary freight road (Main Roads jurisdiction)

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Primary freight road and rail routes


Parking

Directions 2031 recognises that parking is an important element of the land use and transport systems of Perth and Peel, and that parking supply, demand, and rights of parking allocation must be carefully managed to support broader accessibility objectives.

An understanding of parking supply, access criteria and balance of types of parking is necessary to ensure continued growth of the city, the development of individual centres, and to provide consistency between competing centres as they grow and evolve.

In larger emerging activity centres such as Stirling and Cannington, the application of traditional parking provisions, is having significant impacts on traffic congestion and local amenity. The application of appropriate standards and a management approach to parking that reflects the individuals’ desire for travel efficiency and convenience, but also broader community land use efficiency, and amenity objectives is required.

In addition, there is increasing awareness of the need to determine the role of parking in relation to public transport. This includes parking at transit nodes, the impact of parking on modal choice and congestion, and servicing the needs of public transport users.

The Department of Planning is developing a medium to long term parking strategy for the metropolitan region, which will address:

• the appropriate levels of parking provision;

• future supply and management in centres;

• the price of parking;

• how parking is to be funded and delivered;

• guiding principles for local governments on good parking practices; and

• the relationship between commuter parking and transit oriented developments.

Green networkSouth Western Australia is recognised as one of the worlds biodiversity hotspots. Biodiversity hotspots are areas that support natural ecosystems which are largely intact, and where native species and communities associated with these ecosystems are well represented. They are also areas with a high diversity of endemic species.

The development and growth of a city is clearly a significant intervention into this highly biodiverse area, and one that regularly places us in conflict with our competing desire for environmental protection. Directions 2031 acknowledges this inherent ideological conflict, but also recognises that there are things we can do in planning for the growth of the city to help mitigate our impact on the environment, and protect and manage areas that have high conservation and biodiversity

value.

Protect and manage significant biodiversity areas

Key to maintaining a degree of biodiversity within an intensive urban setting is the identification, protection and management of areas that demonstrate genetic, species and ecosystem diversity. Directions 2031 supports the following initiatives aimed at improving the biodiversity of our city:

• The ongoing implementation of Bush Forever, a whole-of-government initiative designed to identify, protect and manage regionally significant bushland on the Swan Coastal Plain. This is a key part of the State Government’s contribution to the National Strategy for the Conservation of Australia’s Biological Diversity. It is anticipated that this initiative will eventually be expanded into the Peel region through Swan Bioplan, an initiative of the Department of Environment and Conservation.

• Implementation of the Local Government Biodiversity Planning Guidelines, an initiative aimed at identifying and integrating local biodiversity considerations into land use planning.

• The ongoing preparation and implementation of state planning polices that support the protection of significant environmental attributes in the Perth and Peel region. For example, State Planning Policy 2.9 Water Resources recommends that water resources that are identified as significant, such as conservation category wetlands, are not developed.



Continued collaboration with the Environmental Protection Authority, Department of Environment and Conservation, Department of Water and local governments in identifying significant biodiversity areas is crucial if they are to be protected using land use planning mechanisms.

Protect water supplies

Ongoing water security is a significant issue affecting cities in Australia and around the world. Maintaining adequate drinking water supplies for a growing population presents environmental, social and economic challenges. Directions 2031 supports existing State Government initiatives aimed at addressing these challenges:

• Protection of surface and groundwater drinking supplies and their water catchments through appropriate strategies, zonings, reservations and special control areas in the metropolitan and Peel region schemes.

• State Planning Policy 2.7 Public Drinking Water Source Policy adopted by the Western Australian Planning Commission to ensure that land use and development is compatible with the protection and long-term management of water supplies.

Continued collaboration with the Department of Water and water suppliers will ensure that Perth and Peel will have an adequate supply of water to cater for future growth and that future supplies are appropriately protected. This will also include measures to ensure more efficient use and where appropriate, reuse of water.

Minimise the impact of stormwater run-off on water resources and their environments

The quantity and quality of stormwater entering our water resources is a significant management issue in existing urban areas, and will require careful consideration and planning in future development or redevelopment areas. Directions 2031 promotes the application of water sensitive urban design principles as the most effective way to manage stormwater in an urban setting, to achieve;

• more efficient and effective use of water; and

• better outcomes for the environment and urban form.

This approach is based on total water cycle management which recognises the interconnectedness of all forms of water, including water supply, groundwater, stormwater, wastewater, flooding, wetlands, watercourses, estuaries and coastal waters. The urban water cycle should be managed as a single system in which all urban water flows are recognised as an important natural asset and potential resource.

Better Urban Water Management has been adopted as the preferred policy approach in working towards water sensitive urban design. This approach was collaboratively developed by the Department for Planning and Infrastructure, Department of Water, the Western Australian Local Government Association and the Australian Government Department of the Environment, Water, Heritage and the Arts. This policy has been designed to ensure an appropriate level of consideration is given to the total water cycle at each stage of the planning system.

Protect our coastline

The coastal environment is one of the most recognisable and highly valued features of our city. It forms a significant part of our local identity and is the source of much regional pride. However, our close association with the beach and desire for access to it places significant pressure on the city’s coastal environment from residential, recreation, entertainment and tourism development.

Directions 2031 recognises that planning for future growth of the city must manage these increasing pressures on our vulnerable coastal environment by balancing development with the protection, conservation and enhancement of coastal values, and the anticipated impacts of climate change, particularly sea level rise. The following initiatives will support this approach:

• The Perth Coastal Planning Strategy, the purpose of which is to:

− provide guidance and support to decision-making on the future land use, development and conservation of the Perth metropolitan coastline;

− promote integrated coastal zone management; and

− provide guidance for the location, scale and density of developments appropriate for the Perth coastline over the next 10 to 15 years.

• An assessment of Western Australia’s coastal vulnerability to climate change and sea level rise including the Perth

and Peel region.

Reduce greenhouse gas emissions and energy use

Addressing climate change is currently one of the key economic and environmental challenges facing Australia and the rest of the world. The Federal Government’s policy response to climate change is based on three pillars:

• reducing Australia’s greenhouse gas emissions;

• adapting to climate change that we cannot avoid; and

• helping to shape a global solution.

In July 2008, the Federal Government released its Carbon Pollution Reduction Scheme Green Paper followed by a White Paper in December 2008. Implicit in the scheme is the acknowledgement that greenhouse gas emissions, carbon dioxide in particular, represent Australia’s greatest contribution to climate change. While the majority of total emissions are generated by the energy sector, the transport sector makes a significant contribution.

One of the key planning challenges is to influence a change in personal travel patterns, in particular encouraging alternatives to private car use which generates over 50 per cent of total transport emissions. Directions 2031 seeks to address this challenge by:

• improving the relationship between land use and public transport - making optimum use of existing infrastructure;

• identifying opportunities for new public transport services to improve access to a greater proportion of the community;

• recognising and building on the growing preference for non-motorised forms of transport - walking and cycling; and

• promoting higher levels of employment self-sufficiency in sub-regional areas, thereby reducing commuting

distances and times.

The planning and development industry can also make a significant contribution to reducing energy use by designing communities to maximise the opportunities to be climate

responsive and energy efficient. Solar orientation design principles have recently been introduced to Liveable Neighbourhoods, the policy for the design and assessment of structure plans and subdivision for new urban areas. Not only will this encourage the location of a building to be energy efficient, it will also promote and maximise the use of renewable energy sources such as solar panels.

To target behavioural issues, Living Smart has been developed to guide household improvements in the areas of water, energy, waste and travel. This innovative community engagement program has the potential to have a significant impact on reducing energy use and as a consequence, it will not only impact on future infrastructure planning, but also reduce the income effects on lower income households from increasing transport, home energy and water costs.

Continued cooperation with the Office of Climate Change will ensure that the most effective action in dealing with these important issues is taken. In addition the Western Australian Planning Commission will develop and integrate mitigation and adaptation responses to climate change into land use planning policy.

Promote the reduction of the amount of waste generated and promote reuse and recycling

Waste management is a fundamental issue that faces all growing regions and Perth and Peel are no different. Substantial qualities of waste are produced everyday from households, businesses and industry.

Waste management and reduction in Western Australia is overseen by the Waste Authority and the Department of Environment and Conservation. The Department of Planning will continue to work with these agencies to:

• provide advice on the suitability of locations for future waste management facilities, their transport routes and any necessary buffers to sensitive land uses; and

• encourage waste generators and businesses that might use or recycle these wastes to co-locate where possible.

The Living Smart program will also make a significant contribution to waste management as it includes guidance to households on minimising waste and promotes reuse and recycling.



Improve air quality

Air quality can adversely affect human health and the environment. Perth and Peel, like most urban areas in Australia, experience occasional episodes of poor air quality. The main issues affecting our city are photochemical smog in summer and particle haze during winter. Major sources of pollution are motor vehicles, domestic sources (principally wood heaters) and industry. In new urban areas, dust can also be a problem.

Directions 2031 supports approaches to improve air quality, including planning for population growth in such a way that reduces dependence on the private car (thereby contributing to a reduction in air pollution) and ensuring that new development proposals meet minimum standards for atmospheric pollution

Integration of natural resource management into land use planning

Striking a balance between the need to protect our environment and cater for growth, while at the same time providing certainty to the development sector and timely consideration of proposals, is a challenging task. Nevertheless, to achieve more effective, timely and equitable outcomes, it is essential that environmental matters are considered as early as possible in the planning process. This can be achieved by:

• ensuring the alignment of state planning and environmental legislation and policy; and

• providing better environmental information to inform decision-making.

The Western Australian Planning Commission recently endorsed a series of recommendations and actions to improve the integration of environmental matters into land use planning as part of the EnviroPlanning initiative. This initiative is focused on natural resource management, and identifies a number of areas for improvement under the following key themes:

1. establising clear policy direction for integrating natural resource management into the planning framework.

2. ensuring whole-of-government involvement in natural resource management and land use planning.

3. promoting local government support for integration of natural resource management into land use planning.

Directions 2031 supports the EnviroPlanning initiative to improve regulatory decision-making, and reduce the time and cost associated with approvals processes.

Directions 2031 also supports the development of contemporary policy responses to deal with the protection of important natural resources that are fundamental to supporting our local economy. In particular, the impact of urban development needs to be carefully considered where it may adversely impact on priority agricultural activity and essential basic raw materials.

Risk management is also a very important consideration in dealing with natural resources, in particular bush fire protection. While bush fire has been a natural part of our environment for thousands of years, it presents a major challenge to our community given the potential devastating loss to life, property and biodiversity. Maintaining appropriate bushfire management plans and planning guidelines will help

to minimise the risks associated with bushfire.

Expand and enhance our open space network

Regional and local open space makes an important contribution to the greening of a city. Through progressive application of the metropolitan and Peel region schemes, the Metropolitan Region Improvement Fund, and local planning schemes our city has developed an impressive and enviable network of regional and local open spaces.

Directions 2031 supports the continued identification, acquisition and management of public open space to service a growing population. It also recognises that while the population is growing, its characteristics are changing. What was considered acceptable provision of open space 20 years ago, will need to evolve to cater for a different population composition in 20 years time. The provision, design and layout of open spaces must reflect the diverse needs of the communities they serve. While some communities may require ready access to large areas of active recreation space for sporting pursuits, other communities, particularly higher density communities, may prefer smaller parks and public

places.


06 sub-regional areas

Sub-regionalareasDirections 2031 has identified six sub-regional planning areas that will form the basis of future planning and policy development:

• Central

• North-west

• North-east

• South-east

• South-west

• Peel

Each sub-region has its own distinctive characteristics. The central sub-region exhibits a more mature urban form, particularly in relation to land use type and intensity, and infrastructure characteristics. The outer sub-regions are generally less developed and exhibit a patchwork of urban areas interspersed with rural and semi-rural areas. Consequently, each of the sub-regions presents a unique set of challenges and must be planned accordingly.

Growth management strategies and structure plans will be prepared for each of these sub-regional areas to give clear direction regarding the planning, management and staging of urban growth. These strategies and plans will reinforce the strategic objectives outlined in Directions 2031, and will inform:

• the preparation of strategic and statutory plans and policies, by landowners, land and infrastructure developers, and government; and

• the consideration and approval of local planning scheme amendments and structure plans by state government agencies, local governments, the Western Australian Planning Commission and the Minister for Planning.

The following sections outline the key characteristics, challenges and planning considerations for each of the sub- regional areas.

Importantly, where reference is made to areas “under investigation” generally by the private sector for future residential or industrial development. It should not be assumed that these areas will be rezoned for urban or industrial development at any time. The suitability for

development of the areas identified for investigation for residential or industrial use and the staging of such development will require comprehensive assessment in the context of existing and future transport and servicing, employment potential, environmental and social impact, which will be incorporated into the growth management strategies and structure plans for the sub-region. With respect to areas under investigation for residential use, given the amount of land already available for urban development, a compelling case will need to be made to rezone these areas.

Controlling the spread of urban development into non-urban areas is critical to achieving the objectives of Directions 2031. In this regard, the future of rural-residential and eco-lifestyle developments will be reviewed to determine their extent and location.

NORTH - EAST

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ARMADALE

Central sub-regionThe central sub-region comprises 17 inner and middle local government areas. The inner local governments include the cities of Perth, Subiaco, Nedlands, Fremantle, East Fremantle and South Perth, and the towns of Victoria Park, Vincent, Cambridge, Mosman Park, Cottesloe, Claremont and Peppermint Grove. The middle local government areas include the cities of Stirling, Canning, Bayswater and Melville, and the Town of Bassendean.

The central sub-region is characterised by some of the state’s oldest urban settlement patterns and has a high level of amenity due to its proximity to the river and the coast. The sub-region also features important remnants of the city’s pre-urban environment, retained in significant reserves such as Kings Park, Bold Park, Wireless Hill, Lake Monger, Herdsman Lake, the Swan and Canning river system, and coastal foreshore.

A particular characteristic of the sub-region is the dominance of the traditional grid form of neighbourhood subdivision, which provides important opportunities for targeted infill development and redevelopment to meet changing community needs. Blanket redevelopment or intensification of these traditional suburbs will not be considered unless these initiatives are supported by the local communities.

In addition, challenges associated with heritage, development costs, servicing capacity and the provision of social infrastructure are more likely to influence development in the central sub-region, and must be considered in the planning of new areas to ensure they do not unduly constrain consolidation opportunities.

In recent years there has been an increase in the population of many inner and middle suburbs where previously there had been a general decline in growth associated with ageing populations and competition from other land uses. The demand for inner city residential locations is expected to continue for housing forms that can accommodate younger people and those wishing to remain in the neighbourhoods they grew up in. However, there is also a need to introduce greater diversity in the new housing market to accommodate families.

Under the connected city scenario, it is estimated that by 2031 the population of the central sub-region will have grown by 29 per cent to 910,000. Due to its concentration of existing commercial and employment centres, the sub-region enjoys a very high level of employment self-sufficiency. This trend is expected to continue, with Perth central area remaining the highest order activity centre in the metropolitan region. With high employment self-sufficiency comes the challenge of managing the movement of people and goods into, out of, and around the sub-region. Transport congestion, capacity, and travel time and cost are therefore critical issues to be

addressed in future planning.

Characteristic 2008 2031 Change

Urban and urban deferred area 29,500 - -

Urban area already developed 29,000 - -

Population 705,000 910,000 205,000

Dwellings 319,000 440,000 121,000

Labour force living in the area 342,000 469,000 127,000

Jobs in the area 423,000 570,000 147,000

Employment self-sufficiency 124% 121% -


Activity centres network

Perth central area: is the capital city of the Perth and Peel region. It is the primary centre of civic, economic, cultural, entertainment and tourism activity, and is one of the most recognisable and historically important settings in Western Australia. Perth central area encompasses Perth, East Perth, West Perth and Northbridge, and provides the highest concentration of commercial and employment activity in the metropolitan area. Perth central area also houses most of the state’s major institutions including government, cultural and public organisations. More recently there has been an increase in the number of people choosing to live in the area, particularly younger people seeking a more urban lifestyle and older residents who no longer have the need for larger family homes.

Perth central area will remain the primary centre of activity, and will continue to evolve as a diverse, urban and internationally recognised city. Significant planned interventions such as Perth waterfront and Northbridge link will add greater depth to the city, and reconnect it with the Swan River and the cultural

and entertainment heart of Northbridge. However, this must all occur within a strategic context and the Department of Planning, in consultation with the City of Perth, is currently preparing a Perth central area planning framework. It is expected that the Central Perth Planning Committee will take a leading role in preparing the framework together with key stakeholders. The City of Perth is also currently developing an urban design framework – A Vision for Perth 2029. The framework sets out the desired future development of the central city and establishes the principles on how new development can be integrated into the city environment. It is anticipated that the framework will be a major influence on the form of private sector development, encourage high quality public places and identify key aspirations for how the city can be developed in the future.

One of the key challenges will be managing access to and through the area as the city grows. Perth central area is the focal hub of the primary road and passenger rail network. While much of the traffic using the network is accessing the city, a significant proportion is either passing through or bypassing the city to other destinations. An important objective of Directions 2031 is to strengthen the role of strategic centres in the central sub-region, and improve cross-regional connections between these centres to reduce growing pressure and congestion on the Perth central area transport network.

Strategic city centres: the central sub-region is also supported by a network of strategic city centres. The functional characteristics of these centres varies from being highly diverse to predominantly retail. Directions 2031 recognises that these centres will need to play a greater role in the provision of high-order jobs, services and facilities to the sub-region, and supports their continued diversification.

• Fremantle is already a highly diverse strategic city centre with a strong heritage and cultural identity as a port city and the site of first colonial settlement. Fremantle is a recognised tourism and entertainment destination, and is home to important institutional facilities such as Notre Dame University and Fremantle Hospital. Continued growth and development of the centre will need to be balanced against the heritage and cultural features that give Fremantle its recognisable character.

• Stirling city centre was historically developed as a general and light industrial area, and has evolved over time to become a major regional destination for bulky goods retailing and, more recently, commercial and office development. The Stirling Alliance has been formed



by key stakeholders to re-plan the centre, improve its integration with the passenger rail network, and reduce the current level of car dependency. It is anticipated that Stirling will ultimately develop to complement Perth central area as a major employment centre, and will become more diverse with the progressive introduction of housing and associated social infrastructure.

• Morley is distinct from other strategic city centres in that it is not connected to the metropolitan passenger rail network. It is serviced by high frequency bus routes and a bus transfer station. Morley is predominantly a retail centre, but will be encouraged to become more diverse over time by providing greater housing and employment opportunities.

• Cannington like Morley is predominantly a retail shopping centre, with a mix of bulky goods retail, showroom and commercial activity extending north-south along Albany Highway. Planning is currently underway to redefine the centre, consolidate and diversify the land use mix, and better integrate the centre with the adjacent railway station.

Strategic specialised centres: the central sub-region contains all four of the currently identified strategic specialised centres. Strategic specialised centres are differentiated from strategic city centres by their principal focus on a specialised institutional or economic activity. These centres generally have a wider catchment than strategic city centres, generate a high number of daily work and visitor trips, and depend on a high level of access for their effective operation.

• Murdoch is a major planned centre that will bring together existing institutional facilities such as the St John of God Hospital, TAFE complex and Murdoch University with the new Fiona Stanley hospital. Extensive planning has already been undertaken for the town centre precinct adjacent to the new Murdoch railway station, and broader structure planning is currently underway for the wider Murdoch area. The centre will have a primary health and education focus, and is expected to generate significant employment and agglomeration opportunities.

• UWA-QEII is also focused on the delivery of high order education and health services from the University of Western

Australia and QEII Medical Centre campuses. UWA-QEII provides significant employment opportunities not only for the western suburbs area, but for the broader knowledge based sector. The current land uses generate significant movement of students, staff, patients and visitors, and opportunities exist for the improvement of public transport connections.

• Curtin incorporates major institutional and commercial land uses including Curtin University, Bentley Technology Precinct, CSIRO and the Department of Agriculture and Food. Substantial planning has been undertaken to improve the physical relationship between the various land uses, consolidate and diversify the centre, and improve public transport connections to Canning Bridge railway station and Cannington.

• Perth Airport has the potential to capitalise on already high levels of activity and access by creating a consolidated business and commercial hub. The creation of additional industrial land to complement the Welshpool-Kewdale strategic industrial centre will generate important employment opportunities for catchments in the eastern metropolitan area. Access upgrades are already being planned for major road connections, and planning is being undertaken to extend the metropolitan rail network to service the area.


Strategic industrial centres: provide for the highest level of industrial activity, with a focus on heavy manufacturing, processing, fabrication and overseas export.

• Welshpool-Kewdale is one of the main industrial areas sevicing the metropolitan region. It supports major manufacturing and processing activities, and plays a key role in servicing the resource sector of the state. It is also a key staging and distribution point for interstate freight movement, and incorporates important intermodal infrastructure. Access to and from Welshpool-Kewdale is critically important to the continued economic prosperity of the state, therefore, future planning of the city must acknowledge and protect strategic freight movement corridors from potentially conflicting development.

Regional centres: the central sub-region is supported by a distributed network of regional town centres and regional industrial centres. Most of these centres are located on or near major public transport routes, and are accessible to their local catchments. The regional town centres offer opportunities for increased intensity and diversification of activity, particularly in areas such as Leederville and Burswood.

Regional industrial centres, conversely, require protection from competing land uses to ensure they can continue to provide an effective industrial service to the metropolitan area. This is particularly important for centres such as Osborne Park where the traditional industrial function is slowly being eroded by the introduction of other land uses.

Movement network

The central sub-region is serviced by a series of major road and rail routes that radiate from the Perth central area to the wider metropolitan region. The Mitchell and Kwinana freeways converge on Perth central area, along with other key arterials Wanneroo Road-Charles Street, Fitzgerald Street-Alexander Drive, Guildford Road-East Parade, and Albany Highway.

While this radial network provides unparalleled access to the Perth central area, it also draws a high proportion of daily metropolitan trips through the centre to other destinations resulting in increased network congestion.

Building better connections between activity centres within the central sub-region will help to moderate increasing pressure on Perth central area, by reducing the need for trips through or into and out of the city to reach other destinations. Public transport will play a critical role in reducing the reliance on car trips to access these centres.

The central sub-region is relatively well serviced by public transport particularly where the destination is the Perth central area. However, some bus routes are becoming congested as they move through the inner area and may require lane priority to ensure service efficiency is maintained as the city grows.Walking and cycling will be encouraged and opportunities will be reinforced through the creation of diverse centres which are located within easy walking and cycling distance for residents

and workers.

Green network

While the central sub-region is extensively urbanised, there are a series of parks, lakes and waterways that support significant biodiversity in the area. The most notable of these are the Swan and Canning rivers system, coastal foreshore reserves, Kings Park and Herdsman Lake. As the intensity of development in the sub-region increases, the protection of the surrounding natural environment in the rivers, parks, wetlands and coastal areas will become more important.

Management of these spaces to ensure their continued integrity and improvement, while providing access for residents and visitors will be very important. Balancing the protection of the natural environment levels in the central sub-region against more intensive development will present

a significant challenge as the city grows to 2031 and beyond.



directions 2031 directions 2031 40

Planned urban growth areas

The central sub-region has a number of areas that are at an advanced stage of planning and/or development, and will accommodate some of the forecast growth to 2031.

Redevelopment authority areas: continued planning and development of strategic inner-city sites by the East Perth and Subiaco redevelopment authorities, including Northbridge Link, New Northbridge, Riverside and Subi Centro.

Perry Lakes: delivered under the Perry Lakes Redevelopment Act 2006, the project includes the consolidation of existing state sporting facilities in the Mt Claremont sports precinct, and redevelopment of the 15 hectares Perry Lakes site for inner city housing.

Murdoch strategic specialised centre: continued planning and development of the town centre precinct and wider Murdoch area to create an integrated and economically important centre specialising in the delivery of high quality

education and health care. Transit oriented development principles will play an important role in designing its future form and maximising its excellent access to public transport.

Stirling strategic city centre: a full review of the existing structure plan is being undertaken with a view to creating a new mixed use, transit oriented activity centre focused on Stirling railway station.

Burswood Peninsula district framework: developed collaboratively by key state and local government agencies, the district framework establishes a long term vision for Burswood Peninsula based on the development of two transit oriented, high density, mixed use urban centres around Burswood and Belmont Park railway stations. Maylands-Guildford district framework: a major state and local government initiative to re-plan existing centres along part of the Midland railway line on transit oriented development principles, making more efficient use of existing urban land and infrastructure.

Ashfield precinct: The aim is to take advantage of its strategic location and prime regional access characteristics. The Ashfield area represents a key opportunity for major employment and transit oriented development.

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North-west sub-regionThe north-west sub-region encompasses the local government areas of Joondalup and Wanneroo. It extends north to Two Rocks, south to Beach Road, east to Gnangara and is flanked by the Indian Ocean to the west. The sub-region contains approximately 17 per cent of the total developed land in the Perth metropolitan area.

The north-west is serviced by the Mitchell Freeway and Joondalup railway line which provide direct, high volume transport connections to the Perth central area. Joondalup town centre is the prominent commercial centre in the sub-region and is located 25 kilometres north of the Perth central area. Average peak hour travel times between Joondalup and Perth are 26 minutes by rail and 60 minutes by car.

The sub-region has attracted significant population growth over the past 20 years, due primarily to its proximity to the ocean and access to high-order transport infrastructure. However, despite significant investment in Joondalup town centre, the sub-region is yet to develop a strong local employment base. As a result, the majority of residents must travel outside the area for work, placing increasing pressure on transport infrastructure and making the growing population more vulnerable to increases in travel time and associated costs.

Under the connected city scenario it is estimated that by 2031 the population of the north-west sub-region will have grown by 39 per cent to 395,000. Directions 2031 contends

that employment self-sufficiency must increase from the current level of 41 per cent to at least 60 per cent if the negative impact of a relatively weak local employment base is to be moderated. Attracting the additional 72,000 jobs required to achieve this level of employment self-sufficiency presents a significant challenge for the sub-region in the coming decades.

Directions 2031 has identified the following structural opportunities to support this level of predicted growth and help increase local employment self-sufficiency.


Primary centre: Joondalup town centre will be planned and progressively developed to become one of two primary activity centres in the metropolitan area. As outlined earlier, primary centres are functionally similar to strategic city centres with the exception that they are the preferred location for investment in high-order public and employment generating infrastructure outside of the inner and middle sectors (the central sub-region). The state government, local government and private sector have invested heavily in Joondalup, and that investment must be given the opportunity to mature and generate dividends for the local community.

Transitioning Joondalup town centre to a primary activity centre that will be the major employment centre of the north- west sub-region is a significant undertaking and one that is unlikely to be completed by 2031. However, governments, planners, developers and investors must begin making


Urban and urban deferred area 20,500 ha - -

Urban area already developed 13,000 ha 16,600 ha 3,600 ha

Population 285,000 395,000 110,000

Dwellings 107,000 172,000 65,000


Jobs in the area 56,000 125,000 69,000


SOUTH PINJAR

EAST WANNEROO

WANGARA

REID HWY


decisions with the end goal in mind if Joondalup is to evolve from a population driven consumer goods and services centre, to a more intense and diverse centre that attracts knowledge based and producer service businesses. A new city centre structure plan is currently being developed to guide future commercial and residential development. The structure plan also proposes to extend the city centre boundary to include the area east of the Edgewater station, which has been identified for future transit oriented development.

The expected increase in commercial floor space is likely to come from two sources – redevelopment of brownfield commercial areas and greenfields sites. The existing low density developments within the city centre, which were developed according to the needs at the time, have significant latent potential for higher density mixed use development.

In addition, LandCorp’s southern business district site (The Quadrangle), which is approximately 34 hectares in size, will ultimately deliver high amenity office developments, business parks and other mixed uses. Other significant vacant landholdings are the 8 hectare Edith Cowan University site and 3 hectares of various council-owned sites. In total, it is estimated that an additional 450,000 m2 of vacant land will become available for development.

Strategic city centre: a new strategic city centre will be developed at Yanchep to support longer term urban growth in the north of the sub-region. This new centre will be planned to provide a full range of services, facilities and activities necessary to support its catchment, thereby reducing the requirement for travel outside of the area to meet the daily needs of residents. The centre will offer local employment opportunities, and will be well connected to public transport services.

Regional town centre: in the medium term, a new regional town centre will be developed at Alkimos to ensure local residents have access to a range of convenience and comparison goods and services, together with opportunities for local employment.

Regional industrial centre: the planned industrial estate at Neerabup will also assist in diversifying the local employment base and providing a more equitable distribution of industrial products and services throughout the metropolitan region.

Strengthened by existing regional town centres (Wanneroo, Whitfords and Warwick), regional industrial centres (Wangara) and the network of existing and planned district, neighbourhood and local centres, the north-west sub-region has the potential to significantly improve its level of employment self-sufficiency while providing its growing population with high level access to goods and services. Coastal villages are planned to be developed at key locations including Jindalee, Alkimos, Eglinton Rocks and Capricorn Village, which have

the potential to become local tourism destinations.

Movement network

Accessibility is critical to the effectiveness and viability of the activity centres network. It is important that the movement network is designed to support and reinforce the spatial distribution of centres, and ensure they are accessible to the catchments they are developed to serve. At the same time, the sub-region must strengthen its transport connections, both public and private, with the wider metropolitan area to improve the efficiency of intra-regional movement of people, goods and services. Directions 2031 has identified the following key initiatives to enhance the movement network and reinforce the distribution of activity centres:

Passenger rail: The northern rail line currently carries between 7000 and 7500 peak hour passengers. The Joondalup-Two Rocks extension of the railway line will form the principal public transport spine serving the northern growth areas, providing residents with a direct rail connection to Joondalup, Perth central area and other parts of the metropolitan region. The rail corridor will provide an important opportunity for the development of transit oriented centres within the walkable catchments of existing and planned stations.

Mitchell Freeway: is the primary road servicing the north-west sub-region. The future role of the freeway will be to support the high volume movement of people and goods



within the sub-region and to the wider metropolitan area. The Mitchell Freeway currently terminates at Burns Beach Road but will be extended to support staged growth of the sub-region, and provide high-order connections to key centres of activity - Joondalup, Yanchep, Neerabup, etc.

Marmion Avenue and Connolly Drive: Marmion Avenue and, to a lesser degree, Connolly Drive will continue to play an important complementary role to the Mitchell Freeway, as key corridors for intra-regional public and private transport movement. Running in a north-south direction, they will also be the primary focus for development of higher-order, transit oriented activity centres as the sub-region continues to grow, particularly at points of intersection with key east-west streets.

Wanneroo Road: will continue to be the primary movement corridor servicing existing and proposed new urban areas east of Lake Joondalup. It will be progressively upgraded to divided carriageway standard to ease pressure on the Mitchell Freeway. Its status will be reviewed as a key rural road north of Pippidinny Road through the Yanchep National Park.

Walking and cycling: will continue to be promoted as the most sustainable form of transport throughout the sub- region. Planning for new activity centres and neighbourhoods will be expected to demonstrate best practice design and infrastructure provision, including both trip and end of trip facilities.

Green network

Continued urban growth in the north-west sub-region must protect and appropriately manage areas that have a high conservation value, are important natural resources, and contribute to the natural amenity of the area. The sub-region contains many environmentally significant features, including groundwater mounds, coastal environments, wetlands, lakes, flora and fauna that are worthy of protection.

Biodiversity: a system of biodiverse wetlands and lakes between the Mitchell Freeway and Wanneroo Road are protected by the Yellagonga Regional Park, Neerabup National Park and Yanchep National Park. Substantial areas of forest and their respective eco-systems are also conserved in the parks.

Conservation and resource protection: the Gnangara groundwater mound is a highly important source of potable water for the entire metropolitan area and is likely to become increasingly important in the future. Other significant

conservation areas in the vicinity of Gnangara groundwater mound include some 23,000 hectares of state forest and the East Wanneroo wetlands.

Coastal foreshore: the extensive coastal foreshore reserve needs to be appropriately managed to ensure the protection of vulnerable coastal environments, while at the same time providing beach access to a growing population. Development and the location of facilities will be required to comply with State Planning Policy 2.6 State Coastal Planning Policy.


Areas that are currently zoned urban and urban deferred under the Metropolitan Region Scheme will be prioritised for new growth. Under the connected city scenario, it is expected that the additional 65,000 dwellings required by 2031 will be accommodated on land that is already zoned, however staging of new development will be expected to support and reinforce the proposed activity centres network.

Alkimos-Eglinton: is on the verge of the coastal urban front and is expected to be developed in the medium term. The area is zoned urban under the Metropolitan Region Scheme, and requires the approval of a district structure plan before development can proceed.

Yanchep-Two Rocks: is zoned urban and urban deferred under the Metropolitan Region Scheme. A district structure plan is currently being prepared for consideration by the Western Australian Planning Commission.

Areas under investigation

Directions 2031 has also identified areas that are currently under investigation to determine their suitability for future urban and industrial development. However, it should not be assumed that these areas will be rezoned for urban or industrial development at any time. (refer to page 34).

East Wanneroo: has been earmarked for further investigation and a sub-regional structure plan for the area is currently being developed.

South Pinjar: is currently being considered for future industrial development to support growth in the north-west sub-region.


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BUSHMEAD

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North-east sub-regionThe north-east sub-region encompasses the City of Swan and the shires of Kalamunda and Mundaring. The sub-region is bordered by the Shire of Chittering to the north and the shires of Northam and Toodyay to the north-east and east. The Town of Bassendean and the cities of Bayswater and Belmont define the southern and south-eastern boundary of the sub-region.

The north-east is predominantly non-urban with only 9 per cent of land being zoned for urban purposes. The natural and modified landscapes of the North Eastern Hills, the Darling and Gingin

Escarpments and the unique character of the Swan Valley combine to provide an attractive setting for residents and visitors. Midland is the

principal centre of activity in the sub-region and is located approximately 16 kilometres east of the Perth central area. Midland is a diversified centre that acts as a gateway to the

Swan Valley and provides a range of services, facilities and employment opportunities to a large

hinterland catchment. Midland has also benefited from State Government investment via the Midland Redevelopment Authority.

Under the connected city scenario, the north-east sub-region is forecast to grow to an estimated population of 258,000 by 2031, a 37 per cent increase on current population levels. The additional 40,000 dwellings necessary to accommodate this growth will need to be carefully planned to ensure the natural attributes of the area are protected.

The north-east has a diverse local employment base and enjoys a relatively high level of employment self-sufficiency at 63 per cent. Directions 2031 predicts that the trend for increasing levels of local employment are likely to continue, and has identified a target of 75 per cent employment self-sufficiency. To achieve this target, it is estimated that the sub-region will need to attract another 42,000 jobs by 2031.


Strategic city centre: Midland will continue to be the principal centre for the provision of retail, commercial, community, entertainment, residential and employment activities. Midland is directly connected to Perth central area via the passenger rail network, and is linked to the wider metropolitan area and beyond via Great Eastern Highway, Roe Highway and the Great Northern Highway.

The continued planning and development focus of the Midland Redevelopment Authority will see significant changes in the city centre and surrounding Clayton,




Population 189,000 258,000 69,000

Dwellings 73,000 113,000 40,000


Jobs in the area 56,000 98,000 42,000



Helena, Eastern Enterprise and Woodbridge precincts over the next 20 years, injecting an estimated $1.2 billion into the local economy and creating more than 7,500 jobs.

Regional town centre: Ellenbrook will continue to evolve as a regional town centre and provide a range of convenience and comparison goods and services to support the local population within its catchment. A greater diversification of activity will be encouraged to improve opportunities for local employment.

Movement network

The north-east sub-region is the eastern and northern gateway to the city and serves a catchment that extends beyond its boundaries. As a result, the area is serviced by a strong intra and inter-regional movement network.

Passenger rail: the Midland line of the metropolitan passenger rail network provides a high volume public transport service to the sub-region. The rail line extends north-east of Midland, and forms part of the Avon Arc rail service. Extensions of the Midland passenger rail service will be considered to service urban growth areas in the foothills of the Darling Escarpment.

Freight rail: the Midland freight rail line is situated within the sub-region and services the state’s primary road-rail intermodal terminal at Kewdale. Studies have been undertaken to investigate the realignment of this freight rail line, which currently bisects Midland town centre. Should this realignment eventuate, it will provide significant opportunities for development of Midland as a strategic city centre.

Great Eastern Highway: traverses the sub-region and connects Midland with Perth Airport and Perth central area. It is also the major road transport route to the Wheatbelt, eastern Goldfields and the eastern states, and provides important access to the Shire of Mundaring and surrounding hills communities. Continued planning and management will be required to ensure that the potentially divisive impacts of traffic growth on Midland strategic city centre are minimised.

Perth-Darwin Highway: as its name suggests, the Perth-Darwin Highway is planned as the major road connection between the Perth metropolitan area, the northern regions of the state, and the Northern Territory. When constructed it is expected that the Perth-Darwin Highway will alleviate heavy vehicle traffic along Great Northern Highway and Toodyay Road.

Perth-Adelaide Highway (the orange route): is planned to follow the alignment of Toodyay Road to Gidgeganup, and then east to connect with the Great Eastern Highway near Wundowie. The Perth-Adelaide Highway is expected to alleviate growing freight transport pressure on Great Eastern Highway.

Freight handling: a $14.5 million container offloading facility is under construction at the Forrestfield marshalling yard and it is predicted that this will be the largest facility of its kind in

Australia.

Green network

The north-east sub-region has vast areas of state forest and the Shire of Kalamunda alone has 24,000 hectares (74 per cent of the total shire) of conservation area. The sub-region also contains significant groundwater protection areas and bushland reserves, including the Gnangara groundwater mound, Walyunga National Park, John Forrest National Park, Whiteman Park and the Avon Valley.

Another important environmental asset is the Middle Helena catchment area. Surface water from the catchment area is collected in the Helena Pumpback Dam, which is a source of water for Lake CY O’Connor. The Helena Pumpback Dam contributes 25 per cent on average and 40 per cent in dry years to the inflow of Lake CY O’Connor. The lake is the sole water source for the Goldfields and Agricultural Water Supply Scheme and also supplies part of the Perth Metropolitan Water



Supply Scheme. In addition, the Helena River has important ecological values and provides habitat for numerous plant and animal species.

The strategic importance of the area has been recognised by preparation of a land use and water management strategy for the Middle Helena catchment area.


Areas that are currently zoned urban and urban deferred under the Metropolitan Region Scheme will be prioritised for new growth. Under the connected city scenario, it is expected that the additional 69,000 people or 40,000 dwellings required by 2031 will be accommodated within land that is already zoned.

Swan urban growth corridor: includes the future urban cells of Albion, West Swan and Caversham, and has been identified as a major opportunity to accommodate new growth in the sub-region over the coming decades. It is estimated that the corridor will ultimately house 33,000 residents in 12,500 dwellings. A sub-regional structure plan has been prepared to guide further detailed planning and development of the corridor.

Consolidation of existing townsites such as Bullsbrook, Stoneville and Parkerville will be given priority over proposals for new urban settlements, to maximise the use of existing urban land and infrastructure, and reduce inefficiencies and environmental impact associated with isolated development. Proposals for new urban areas that are not contiguous with existing development will not be supported.


Directions 2031 has identified the following areas that will be investigated for possible future residential and industrial development. However, it should not be assumed that these areas will be rezoned for urban or industrial development at any time. (refer to page 34).

Midland train station: redevelopment proposals for the train station, bus interchange and Centrepoint Shopping Centre area offer the opportunity for residential, retail, commercial and civic uses, that will contribute to energising the city centre.

Bullsbrook: the Draft Bullsbrook Townsite and Rural Strategy prepared by the City of Swan is currently being considered. It represents an overall strategic vision and land use management plan for Bullsbrook. In addition, industrial development potential to the south of the military airport, together with the eventual construction of the Perth-Darwin Highway, could potentially provide a catalyst for employment generation.

Bushmead is under preliminary investigation for possible long-term residential development.

South Bullsbrook and Cullacabardee are under preliminary investigation for possible future industrial development.

Gidgegannup: is under preliminary investigation for possible long term urban development.

Hazelmere industrial precinct: a structure plan is being prepared to explore the possible expansion of the industrial area and identify appropriate interface treatments between the existing residential and planned future industrial areas of the Hazelmere precinct.

Several areas have potential for increased residential development to accommodate the expected high growth associated with the expansion and development of the adjacent airport, freight rail and container handling facility development. These areas include Kalamunda, Maida Vale, High Wycombe and Forrestfield


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Forrest Lakes

Gosnells

Kelmscott

Mundijong

Thornlie

ARMADALE

KENWICK

CHAMPION LAKES

WUNGONG

WEST MUNDIJONG

SOUTHFORRESTDALE

FORRESTDALE

SOUTHERN RIVER

MADDINGTON

Perth central area

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Regional centre

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Major roads

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ALBANY HWY

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Population 170,000 228,000 58,000

Dwellings 65,000 100,000 35,000


Jobs in the area 32,000 63,000 31,000


South-east sub-region

The south-east sub-region encompasses the cities of Gosnells and Armadale and the Shire of Serpentine Jarrahdale. It includes a variety of landscapes, ranging from highly urbanised areas to semi rural, rural and state forest. The topograghy is generally characterised by relatively low-lying coastal plains to the west and elevated hill country to the east, dominated by the Darling Escarpment.

The south-east is serviced by the Armadale railway line, Albany Highway and Tonkin Highway, which provide high volume connections to the Perth central area, Perth Airport and the wider metropolitan area. Albany Highway and the South West Highway also provide important regional connections to the south and south-west of the state.

Armadale is the principal centre of activity within the sub-region and, with the benefit of State

Government investment in the Armadale Redevelopment Authority, is evolving into

a diverse centre offering a range of services and facilities to its catchment.

Notwithstanding this investment, the south-east sub-region has a relatively low level of employment self-sufficiency, which means that a significant number of residents must travel outside of the area for work.

Under the connected city scenario it is estimated that by 2031 the population of the sub-region will have grown to 228,000, a 34 per cent increase on current population levels. Directions 2031 has identified an employment self-sufficiency target of 55 per cent for the sub-region, which will require 31,000 new jobs by 2031. This is a significant increase on current employment levels and will require concerted action over the next two decades if it is to be achieved.

Based on these growth estimates, the south-east sub-region will also need to accommodate an

additional 35,000 dwellings.


Strategic city centre: Armadale is the major centre of the sub-region and is identified as a strategic city centre under the activity centres hierarchy. In addition to its commercial function, it also provides a diverse range of facilities and services, such as local government administration offices, government and institutional facilities


(Curtin Centre for Regional Education, Armadale TAFE, Magistrates Court and regional employment agencies), major transport infrastructure, regionally significant open spaces and recreational areas, and a cultural and heritage precinct.

Establishment of the Armadale Redevelopment Authority in 2001 has brought about significant change to the city centre as part of the Armadale City Centre Revitalisation, Armadale Rail Precinct, and City West Precinct projects. This continued effort in collaboration with the City of Armadale to improve the amenity of the city centre and capitalise on the area’s distinctive cultural and locational attributes will be critical to attracting new business and employment to the area, and improving employment self-sufficiency.

Regional town centre: the Maddington Kenwick Sustainabile Communities Partnership is a collaboration between state and local government established for the purpose of delivering an improved model for urban regeneration. The partnership has identified a number of key regeration actions for the Maddington town centre, including the Maddington Station Precinct and Blackburn Main Street projects, and new residential development adjacent to Maddington Oval. The centre is highly accessible by public and private transport and is expected to play an increasingly important role in the delivery of services, facilities and jobs to the sub-region.

Regional industrial centres: the regional centres of Maddington-Kenwick and Forrestdale will add significant depth to the industrial capacity of the sub-region. They will be progressively developed to cater for a range of manufacturing,

processing, warehousing and bulk goods handling activities. They are well connected to intermodal freight facilities at Welshpool-Kewdale strategic industrial centre, and are ideally located to develop synergies with major export oriented industrial centres at Kwinana and Hope Valley-Wattelup.

District centres: district town centres and industrial centres will play an important role in supporting future growth of the sub-region, particularly in areas such as Byford and Mundijong.

Movement network

Passenger rail: the sub-region is serviced by the Armadale railway line, which provides connection to the Perth central area. Access to this service has further improved with the construction of the Thornlie spur-line from Kenwick. Extension of the Armadale service will also be considered to support growth in Byford and Mundijong. The Armadale line is also used by the Australind, a train service that operates twice daily between Bunbury and Perth, stopping in Serpentine, Mundijong, Byford and Armadale before running express to Perth.

Tonkin Highway: is the primary road servicing the sub- region. It is a 45 kilometre limited access dual carriageway connecting Reid Highway in the north with Thomas Road in the south. Main Roads WA has planned for it to be extended further south as required. The planned route takes it through many undeveloped or semi-rural areas such as Mundijong, Cardup and Jarrahdale. South of Mundijong, the planned route deviates east to terminate at South Western Highway near Jarrahdale Road. Tonkin Highway provides important connections to Perth Airport, Welshpool-Kewdale strategic industrial centre, and northern metropolitan areas.

Albany Highway: provides the main road connection between the Armadale city centre and Perth central area, passing through Maddington town centre and Cannington city centre. It is a lower speed road than Tonkin Highway, and is more suitable for connecting non-industrial activity centres. However, Albany Highway is also a high volume traffic route carrying significant private and public transport, therefore, future commercial development extending beyond the boundaries of identified centres will not be supported.

South Western Highway: The South Western Highway is the major link between Perth and the south-west of the State. It also provides an important connection between Armadale,



Byford, Mundijong and Serpentine. The planned extension of Tonkin Highway is expected to alleviate growing freight transport pressure on the South Western Highway.

Armadale Road: is the main east-west connection to the Kwinana Freeway, and further west to Kwinana and Fremantle. It is being progressively upgraded and will provide an important freight and private transport movement corridor between the south-east and south-west sub-regions.

Ranford Road: is identified as a regionally significant road connection and provides an important link between Armadale and Fremantle.

Green network

The south-east sub-region is characterised by a number of important environmental features include the state forest areas to the east (along the Darling Escarpment), the palusplain towards the south and the Jandakot groundwater supply mound to the west.

Biodiversity: the environmental integrity of the palusplain is critical to the long term biodiversity of the region as it drains into the Peel Estuary. While the area is still largely rural, proper management and planning is essential to ensure that the impacts from agricultural and urban activities are minimised.

Jandakot groundwater mound: covers an area of about 540 square kilometres extending from the Swan River in the north to the Serpentine River in the south, and from the Darling Escarpment in the east to the Indian Ocean in the west. The aquifer is an important source for public water supply, agriculture, industry, market gardens and local authority use. The Water Corporation has the capacity to draw up to 10 gigalitres per year without affecting drawdown on the aquifer, and anticipates that with good management the Jandakot scheme could supply an additional three gigalitres per year - enough water for 12,500 homes.

Darling Escarpment: creates unique challenges for human settlement due to poor drainage in the adjacent low-lying lands. The subsequent combination of soil types, hydrology, topography and climate present major challenges for urban development.

Surface water supplies: The south-east sub-region contains a number of dams that are crucial to water supplies. These

include Canning, Wungong and Serpentine dams.


The following areas have been identified to accommodate anticipated growth in the sub-region to 2031.

Southern River/Forestdale District Structure Plan area: includes the localities of Southern River in the City of Gosnells, and Forrestdale, Brookdale and Wungong in the City of Armadale. Local structure planning is currently being progressed, and it is estimated that the area will ultimately support a population of 56,000 new residents.

Armadale redevelopment areas: the Armadale Redevelopment Authority will continue to plan and deliver major residential and industrial developments including, Armadale city centre, South Armadale, Brookdale, Forrestdale, Champion Lakes and Champion Drive.

Byford: the Byford District Structure Plan has identified growth capacity for a future population of 38,000 residents, which is anticipated to be sufficient to accommodate demand beyond 2031.



Mundijong: the town of Mundijong is experiencing significant development pressure. Structure planning for the area has recently been initiated and has identified capacity to accommodate 30,000 residents over the long term. It is expected that development in Mundijong will follow Byford, and is therefore considered a medium to long term growth opportunity (ie beyond 2031).

Areas underinvestigation


Armadale development areas: selected sites in the eastern part of Armadale have been identified for possible future development. These sites comprise a total of approximately 1,250 hectares. Given the current rural nature of the area, coupled with the environmental characteristics, high-density residential development in these areas is unlikely.

West Mundijong: a 500 hectare site immediately west of Mundijong has been identified for possible future industrial development. This land is considered strategically important to support the future growth of Byford and Mundijong townsites, providing access to industrial goods, services and jobs.

Serpentine and Jarrahdale: approximately 150 hectares has been identified in the Serpentine-Jarrahdale area for possible future urban development. At present, there is more than sufficient urban and urban deferred land available closer to employment areas and this land will only be investigated for development in the long-term (beyond 2031).

Maddington-Kenwick: proposed expansion of the Maddington industrial area is currently being investigated due to its excellent location. This is significant to the sub-region to improve its employment self-sufficiency.

South Forrestdale: potential long-term industrial area requiring detailed investigation to determine suitability.

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Hope Valley-Wattleup (Latitude 32)

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Jandakot Airport

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Bibra Lake

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Tow

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Baldivis Karnup

Cockburn Coast

Mandogalup Spearwood

Secret Harbour

Warnbro

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SOUTH BALDIVIS

KARNUP

KERALUP

NORTH-EAST BALDIVIS

KWINANA

HOPE VALLEY - WATTLEUP

MANDOGOLUP

COCKBURN

COCKBURN COAST &PORT COOGEE

JANDAKOTAIRPORT

HENDERSON

BIBRA LAKE

EAST ROCKINGHAM

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S

R

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Regional centre

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South-west sub-regionThe south-west sub-region encompasses the cities of Cockburn and Rockingham, and the Town of Kwinana. The sub-region has experienced considerable economic and population growth driven by continued high demand for coastal locations, historically strong demand for lower density suburban development, and a consistently high level of industrial activity.

The sub-region is serviced by primary road and rail infrastructure including the Kwinana Freeway and the Mandurah railway line, which provide high volume and high frequency connections to the Perth central area and enable the effective movement of people, goods and services throughout the sub-region. Rockingham is the principal centre of mixed use activity and is classified under Directions 2031 as a primary centre. The sub-region is also home to the Kwinana and Henderson strategic industrial centres, which are a major focus of heavy industrial and export-oriented industry and employ over 10,000 workers.

Under the connected city scenario it is estimated that by 2031 the population of the south-west sub-region will have grown by 34 per cent to 278,000. The sub-region currently enjoys a relatively strong employment self-sufficiency rate of 60 per cent, however with the intensification of Rockingham as a primary centre and progressive development of the Latitude 32 industrial area, Directions 2031 expects the sub-region to increase its employment self-sufficiency rate to 70 per cent, which will require 41,000 new jobs by 2031.


Primary centre: Rockingham has been identified as one of two primary activity centres within the metropolitan area. It will provide a full range of services, facilities and activities necessary to support the communities within its catchment. Along with Joondalup, it will also be the preferred location for investment in high-order public and employment generating infrastructure outside of the central sub-region.

A draft centre plan prepared collaboratively by state and local government has identified significant potential for transit oriented development to accommodate approximately 35,000-40,000 new residents based on main street development principles. The draft centre plan encourages high-density mixed use development along the Rockingham shuttle route which links directly to the Mandurah railway.

The proposed development pattern will provide significant retail and office floor space between the railway station and the beachfront. Rockingham primary centre is located adjacent to significant employment opportunities provided within the nearby Kwinana industrial area and the adjacent East Rockingham industrial park.

Strategic industrial centres: Kwinana, Henderson and the proposed Latitude 32 (Hope Valley - Wattleup) strategic industrial centres will continue to be a major focus of metropolitan and state industrial activity, with a focus on heavy manufacturing, processing, fabrication and export. They will make an important contribution to meeting the short, medium and long term market demand for industrial land in metropolitan Perth, and will generate significant




Population 208,000 278,000 70,000

Dwellings 82,000 123,000 41,000


Jobs in the area 52,000 93,000 41,000



employment opportunities for the sub-region. The planned outer harbour in Cockburn Sound will provide a regional hub for the continued growth of national and international trade.

Regional town centres: Cockburn and Kwinana have an important role to play in delivering a range of facilities, services, employment, and housing opportunities within their catchment areas, and will focus on ensuring that local residents have access to a range of convenience goods and services. Cockburn Central and Kwinana townsite are currently undergoing detailed planning and development to increase the density and diversity of activities.

Regional specialised centre: Jandakot Airport is principally focused on the provision of aviation services; however, it is anticipated that it will also incorporate a significant commercial development precinct for mixed business and light industrial uses.

Regional industrial centres: the areas of Bibra Lake in Cockburn and the East Rockingham industrial area will continue to be significant areas of employment and contributors to the production of industrial output.

Movement network

Passenger rail: the Mandurah railway has had a significant impact on commuter patterns and travel trends in its first year of operation, and it is likely to continue to play a significant role into the future. The south-west sub-region is currently servced by stations at Cockburn Central, Kwinana, Wellard, Rockingham, and Warnbro. Additional stations are planned to service future growth in the sub-region.

Kwinana Freeway and Perth-Bunbury Highway: the opening of this primary road in mid-2009 will provide a four-lane controlled access freeway standard road between Perth and Bunbury. The Perth-Bunbury Highway has been planned to cater substantially for longer distance regional traffic rather than local traffic; however, it will significantly improve accessibility for residents and businesses within the sub-region to areas in the south and south-west of the state.

Ennis Avenue and Mandurah Road: the Ennis Avenue and Mandurah Road coastal corridor provides an important regional function separate from the function of the Perth- Bunbury Highway. Even with the Perth-Bunbury Highway constructed, this road will carry significant volumes of traffic and it is important that the regional transport function of this route is protected.

Thomas Road: Main Roads WA has assumed responsibility for this road between the Kwinana Freeway and Tonkin Highway, and it is proposed to be upgraded to a primary regional road.

Rowley Road and Anketell Road: are both under consideration as major freight routes providing access to the Kwinana, Henderson and Latitude 32 strategic industrial centres,and the proposed outer harbour.

Mundijong Road: this road is classified as an other regional road for its entire length from the South West Highway to Rockingham. A proposal is currently under consideration to connect Mundijong Road directly into the Fremantle Rockingham controlled access highway to improve access into the various industrial complexes.



Green network

Continued urban growth in the south-west sub-region must protect and appropriately manage areas that have a high conservation value, are important natural resources, and contribute to the natural amenity of the area. The sub-region contains many environmentally significant features, including groundwater mounds, coastal environments, wetlands, lakes, flora and fauna that are worthy of protection.

The most significant environmental feature in the sub-region is the Beeliar Regional Park which contains significant vegetation complexes and protects a series of important wetlands including The Spectacles and Thomsons Lake.


Port Coogee: is a major redevelopment of former industrial land in to a marina-based residential community fronting Cockburn Sound. When complete Port Coogee is expected to accommodate 2,300 new dwellings and a population of more than 5,000.

Cockburn Coast: is a significant urban regeneration project located south of Fremantle and overlooking the Indian Ocean. The project will involve the remediation and redevelopment of approximately 120 hectares of former industrial land, as a new oceanside community with an estimated population of 10,800. The Department of Planning has prepared a district structure plan to guide further detailed planning and development.

Hope Valley-Wattleup (Latitude 32): this project is an essential part of meeting short, medium and long term market demand for industrial land in metropolitan Perth. Encompassing some 1400 hectares, Latitude 32 is expected to generate approximately 10,000 new jobs over the medium

to long term.



Mandogalup: an area situated west of the freeway / railway line between Rowley Road to the north and Anketell Road to the south has potential for urban development subject to resolution of Alcoa industrial buffer issues

Karnup: the future of the southern Karnup area is likely to be influenced by transit oriented development plans for the Karnup station at the intersection of Mandurah and Paganoni Roads intersection.

Keralup: this land to the east of the freeway is zoned rural and has environmental and services/engineering constraints. Its future urban potential needs to be proven through further study.

South Baldivis: significant engineering and environmental constraints need to be resolved in order for its residential potential to be realised.

North-east Baldivis: an area situated within north-east Baldivis has been nominally identified as one of several potential future sites for industrial land use as part of the draft industrial land strategy for the Perth metropolitan and Peel regions.


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Peel sub-regionThe Peel sub-region is situated immediately south of the Perth metropolitan region boundary, and comprises the local government areas of Mandurah, Murray and Waroona.

The area is characterised by an extensive coastal plain stretching from the Indian Ocean in the west to the Darling Escarpment in the east. The coastal plain contains three major river systems (Serpentine, Murray and Harvey rivers) that drain into the Peel- Harvey Estuary, and a system of inter-connected wetlands (including the internationally recognised and Ramsar registered Peel-Yalgorup system), which contribute to the complex hydrology of the area. Beyond the Darling Escarpment are significant tracts of state forest and important surface water catchment areas that feed the North and South Dandalup rivers and dams.

The sub-region has experienced significant population growth over the past decade, with much of this growth occurring in the coastal City of Mandurah. Under the connected city scenario it is estimated that by 2031 the population of the Peel sub-region will have grown by 50 per cent to 133,000 residents, generating demand for an additional 26,000

dwellings. This level of growth will place significant pressure on existing infrastructure and will need to be carefully planned to ensure it does not unduly impact on the sensitive environmental features of the area.

High population growth has been accompanied by strong growth in retail, consumer service and producer service activities, which has enabled the sub-region to sustain a relatively high level of employment self-sufficiency at 71 per cent. Directions 2031 has identified a future employment self-sufficiency target of 80 per cent for the sub-region, which will require the creation of an additional 23,000 jobs.


Strategic city centre: Mandurah is the main sub-regional centre for consumer transactions, providing convenience and comparison retail, community and health services, and professional and business services to a large catchment population.

The Mandurah strategic city centre will continue to be the primary focus for commercial and social activity in the sub-region, and provide a full range of services, facilities and activities to the communities within its catchment. A city centre precinct plan is currently being developed to guide commercial, residential,




Population 88,000 133,000 45,000

Dwellings 38,000 64,000 26,000


Jobs in the area 21,000 44,000 23,000



tourism and mixed use development. This will allow Mandurah to evolve and enhance its standing as a significant strategic

city centre.

Strategic industrial centres: Oakley and Wagerup strategic industrial centres are a critical component in the future development of the sub-region. These mineral processing enterprises generate substantial export revenues, provide significant employment and business agglomeration opportunities, and support research and development.

Regional town centre: Pinjarra should complement and support the strategic centre of Mandurah by providing a range of facilities and services, and employment opportunities to its catchment area.

Movement network

The regional road and railway network plays a fundamental role in catering for inter and intra-regional traffic and road freight. Directions 2031 has identified the following as being key elements of the regional movement network:

Mandurah railway: the recent opening of the Mandurah Railway has provided the Peel sub-region with high volume, high frequency public transport access to the Perth central area and the wider metropolitan area. The line currently terminates in Mandurah.

South-western railway: the South-western railway will continue to play an important passenger and freight function, with particular regard to planned new industrial areas.

Perth-Bunbury Highway: is a four-lane highway planned to cater for longer distance regional traffic. Opening in mid-2009, the highway will significantly relieve congestion on Mandurah Road, and improve road access to areas north and south of the sub-region.

South Western Highway: runs through Pinjarra and Waroona and into the south-west areas of the state. The South Western Highway provides an important regional function and carries a significant number of heavy vehicles. Any future development along the South Western Highway will need to be carefully planned and managed to ensure that it does not compromise the regional transport function of this route. In the future there may be a need to plan for deviations around some of the built-up areas.

Mandurah Road: this coastal corridor provides an important regional function separate from the function of the Perth- Bunbury Highway. Following completion of the Perth-Bunbury Highway, Mandurah Road will continue to carry significant volumes of traffic and it is important that the regional transport function of this route is protected.

Pinjarra Road: provides an important east-west link between the Mandurah strategic city centre and Pinjarra regional town centre. As the sub-region grows, Pinjarra Road will become an important public transport corridor.

Green network

The sub-region contains environmentally significant features and attributes including coastal environments, groundwater mounds, wetlands and associated drainage areas, and a complex hydrology. Future growth within the sub-region must be undertaken in accordance with the following environmental priorities:

Protection of wetlands and waterways: the wetlands and waterways of the sub-region are of regional and international significance in the role they play to maintain biodiversity. All wetlands and waterways (including the Peel-Yalgorup system, EPP lakes, conservation category wetlands, resource enhancement wetlands, and floodways and flood fringe areas of the rivers) are to be protected from urban development pressure.

Water, nutrient and soil management: all development in the sub-region must be in accordance with an urban water management strategy and plan (to be prepared in terms of the Better Urban Water Management guidelines). Particular regard is to be given to the protection of environmental assets, the management of urban water use, the management of surface water, the management of groundwater, and the management of water quality.

Landscape protection and urban design: there are a number of landscape protection and urban design issues that must be considered in future development in the sub-region, including natural landform and visual amenity, transit oriented development opportunities, energy and water efficient design of urban areas and any potential impact from sea level rise.




As mentioned, most of the additional 26,000 dwellings required by 2031 will be accommodated on land already zoned urban and urban deferred in the Peel Region Scheme. For the first 8-9 years, it is expected that the greater proportion of residential development will continue to occur in the coastal areas of the City of Mandurah. As undeveloped coastal areas are filled, an increasing proportion of development is expected in areas between Mandurah and Pinjarra together with higher density residential redevelopment in areas closer to the Mandurah city centre.

City of Mandurah: areas are still available for development both north and south of the city. The inner Mandurah precinct plan proposes significant redevelopment and increased residential densities.

Shire of Murray: an increase in the rate of development on existing urban zoned land at South Yunderup, Ravenswood and Pinjarra could occur with completion of the Forrest Highway. Also, redevelopment in the existing Furnissdale townsite could provide further housing opportunities in the near future. However, more-substantial levels of development are expected in these areas once the availability of suitable land in coastal areas decreases. Additionally, residential and tourist development is expected to occur at Point Grey during the next 15 years.

Nambeelup: is currently being planned as a regional industrial centre and is to be primarily focused on providing industrial products and services to the Peel sub-region.



Furnissdale-North Yunderup: background work to investigate these areas is currently underway. Subject to the outcome of investigations, this area may provide for up to 5,000 additional dwellings, thereby increasing the range of housing opportunities in the vicinity of Mandurah.

Keralup, North Ravenswood, West Pinjarra and Nirimba: these are potential areas for long term development or protection, beyond 2031. The extent of possible development will depend considerably on the outcome of the Murray Drainage and Water Management Plan, currently being prepared by the Department of Water (due for completion in 2010). This process may raise feasibility issues relating to development on the palusplain.

North Dandalup, Preston Beach and Waroona: investigations for a North Dandalup townsite are underway which may provide for up to 2,000 additional dwellings. At Preston Beach a proposed townsite strategy is under preparation, and will be released for public comment in 2010.In March 2009, the Western Australian Planning Commission endorsed the Shire of Waroona Local Planning Strategy which incorporates proposals for urban expansion to the north of the townsite, and detail structure planning for Waroona North is

being undertaken for this purpose.

Greenlands: currently being investigated as a potential regional industrial centre.


ImplementationDirections 2031 provides the framework for the future growth and development of Perth and Peel within which more detailed policies and programs will be progressively developed and refined. It is important to recognise that this is not a statutory plan, but rather a long-term strategic guide to decision-making.

The metropolitan and Peel region schemes are perhaps the most visible aspect of regional planning, but there is a need for supporting implementation measures to provide specific direction and coordination necessary to plan for anticipated growth.

A set of key actions has been identified to support the implementation of Directions 2031. These are outlined on the following pages and have been grouped into four key areas - planning, environment, transport and economy. Some of the actions are already being addressed through the development of policies and plans, while others will be prioritised to ensure the objectives outlined in Directions 2031 are achieved.

In addition, Directions 2031 has been developed in the context of broader planning and governance reform that will ultimately result in changes and improvements to the planning system. One of the key reform initiatives is the State Government’s Building a Better Planning System consultation paper that identifies a number of actions to address:

1. simplifying planning approvals

2. developing more effective planning instruments

3. prioritising major projects

4. improving the integration and coordination of infrastructure and land use planning

5. developing a comprehensive regional planning framework.

6. strengthening governance and institutional arrangements.

Without pre-empting the outcomes of the Building a Better Planning System consultation process, a stronger set of planning implementation mechanisms will be required to implement key aspects of Directions 2031. It is anticipated that amendments will be required to existing local planning scheme and structure planning provisions and the Residential Planning Codes to allow the Western Australian Planning Commission to apply minimum densities for development in addition to the current controls based on maximum densities.

Alternative models of development control will also need to be considered, such as the use of development assessment panels to ensure that consistent decisions are made about diversity and density of development. The State Government will also need to consider introducing call in powers for projects of regional significance in order to implement key components of Directions 2031.

MonitoringTo ensure that Directions 2031 remains aligned to the growth of the city, a process of monitoring and review will be established by the Department of Planning, which will include:

• Benchmarking for Directions 2031 for the purposes of a five-yearly performance review, undertaken in line with the release of census data.

• Regular reviews to ensure alignment with contemporary policy settings.

• Periodic reporting against key elements of the framework.

The urban development program will be the main vehicle for periodic monitoring and reporting on land use and infrastructure matters, including the provision of baseline data on:

• zoned land supply

• consumption of zoned land

• housing density and diversity

• subdivision activity (including the percentage of existing approvals that are active)

• current region scheme amendments and status

• strategic planning in progress including major structure plans and their status

• strategic infrastructure provision.

Other monitoring tools will be used or developed to measure the social, economic and environmental performance of Directions 2031.


07 implementation

PlanningInitiative Overview

Spatial Framework for Perth and Peel

Finalise and endorse Directions 2031 as the spatial framework for the Perth and Peel region.

Growth management strategies Preparation of growth management strategies for the north-west, north-east, central, south- east, south-west and Peel sub-sectors to provide a sub-regional strategic planning framework to guide future development and more detailed planning.

Sub-regional structure plans Preparation of sub-regional structure plans to guide land release, staging of infrastructure provision, and areas to be protected from urban development.

Activity centres policy Review of State Planning Policy 4.2 Metropolitan Centres for Perth to ensure it aligns with and supports the strategic directions outlined in the spatial framework.

Activity centres planning program A program led by the Department of Planning in collaboration with local governments and key stakeholders with three key objectives:1. activity centres audit

2. activity centres model framework

3. activity centre planning.

Liveable Neighbourhoods review Ongoing review to update and incorporate contemporary approaches to structure planning and subdivision design. Priority issues include public open space, school sites, road standards and urban water management.

Residential Design Codes review Program

Review State Planning Policy 3.1 Residential Design Codes by:

1. Preparation of a multi unit housing design code that will focus on multiple and grouped dwellings and the residential component of mixed use development.

2. Review of the existing codes to focus on single residential development.

Review Guidelines for the Lifting of Urban Deferment

Update guidelines to ensure consistency with the intent of Directions 2031 in dealing with future residential development.

Funding options for strategic land acquisitions

Investigate options to source funding to acquire land for the Peel Region Scheme.

Demography and indicators program

Ongoing implementation to provide:1. population, dwelling and employment projections to advise on the strategic delivery of

all government services;

2. demographic and economic expertise and advice to land use planning and transport projects and policy development;

3. knowledge and understanding of demographic trends and their future impacts on population, dwellings and employment.

Housing strategy for Perth and Peel Prepare a housing strategy to deliver a responsive housing system that meets the changing needs, aspirations and choices of the residents of Perth and Peel taking into account affordability and equity.

Planning Schemes Manual review Review the Planning Schemes Manual to reflect contemporary approaches to preparing local planning strategies with particular regard to housing, commercial, activity centres and local biodiversity components.

Activity corridor program A program to guide the Western Australian Planning Commission in developing activity corridor policy through progressing two pilot projects on Stirling Highway and Scarborough Beach Road.

Perth central area planning frame-work

Preparation of a planning framework to guide the future development of the Perth central area.


EnvironmentInitiative Overview

Biodiversity protection program • Ongoing implementation of Bush Forever to protect regionally significant vegetation.

• Land use planning support to Swan Bioplan to identify significant natural areas on the Swan Coastal Plain including Perth and Peel.

• Supporting the implementation of the Local Government Biodiversity Planning Guide-lines, to identify and integrate local biodiversity considerations into land use planning.

• The ongoing preparation, review and implementation of state planning polices that consider the protection of significant environmental attributes in the Perth and Peel region.

• Finalisation of guidelines for the determination of wetland buffer requirements.

Coastal planning program • Finalisation and implementation of the Perth coastal planning strategy to provide development and conservation guidance for the Perth metropolitan coastline.

• Finalisation of the Coastal Planning Guidelines to provide supplementary guidance to State Planning Policy 2.6 State Coastal Planning Policy.

• Review of State Planning Policy 2.6 State Coastal Planning Policy.

• Assessment of Western Australia’s coastal vulnerability to climate change study to investigate the impact of climate change and sea level rise, with Perth and Peel a priority assessment.

Natural resource management and land use planning program

• Implementation and review of the recommendations of the EnviroPlanning Directions report to improve the integration of Natural Resource Management into land use planning by focussing on the following themes:

- establish a clear policy direction for integration including the better alignment of planning and environmental policy;

- facilitate a whole-of-government approach; and

- provide guidance and seek assistance for local government.

Please refer to the EnviroPlanning Directions report at www.planning.wa.gov.au.

• Prepare a southern metropolitan and Peel region Natural Resource Management protection plan to guide land use and conservation planning.

Better urban water management Implementation of preferred methodology for water sensitive urban design.

Water supply protection program Preparation and review of water supply protection strategies and policies including the:

• Middle Helena land use and water management strategy and the regional planning context; and

• future land use options for the Gnangara mound east of Wanneroo project.

Industrial buffer policy review Review State Planning Policy No. 4.1 State Industrial Buffer Policy.

Kwinana industrial area and air quality buffer state planning policy

Develop a state planning policy to reflect outcomes of the review of the Kwinana air quality buffer study by the Department of Environment and Conservation.

Bush fire protection planning guidelines

Preparation of planning guidelines to address bush fire hazard.

Regional recreational open space strategy

Preparation of a strategy to guide location and use of future regional recreation open space that has or will be identified as parks and recreation in the metropolitan and Peel region schemes.

Climate change strategy A strategy that articulates the position of the Western Australian Planning Commission with respect to land use planning mitigation and adaptation responses to climate change.


07 implementation

TransportInitiative Overview

Perth and Peel transport strategy Preparation of an integrated regional transport strategy for Perth and Peel.

Metropolitan Freight Network Strategy

Ongoing implementation including the Fremantle Port rail service support between Kewdale intermodal terminal and the port.

Road and rail transport noise and freight considerations state planning policy

Develop a state planning policy to provide guidance on new major road and rail infrastructure, location of freight handling facilities and the designated Perth primary freight road network.

Road reservations review program • Transport route planning review of the road reservation requirements for major road network links including North West Transport Network Review and South Metropolitan and Peel Transport Network Review.

• Reviewing and identifying primary regional road reservations in the Metropolitan Region Scheme that are surplus to requirements to progress their sale, improve the statutory process for approvals along these roads and create landowner certainty

Transit oriented development program

To provide for the preparation of land use plans and associated infrastructure implementation strategies at strategic precincts throughout Perth and Peel that will facilitate the delivery of transit oriented development.

Perth Airport transport plan The preparation of an investment strategy for road and rail transport access to and around Perth airport for the next 15 to 20 years.

Fremantle outer harbour project To expand the existing Fremantle Port by establishing a port in Cockburn Sound, including associated road and rail infrastructure. The project will be undertaken in conjunction with the Fremantle Port Authority.

Accessible communities Development of a policy approach to facilitate the delivery of a more accessible built environment which better highlights and provides for the needs of pedestrians, cyclists, seniors and people with disabilities, as well as the designing out crime and physical activities strategies.

Walking project To provide strategic management, advocacy and coordination of Walk WA: A Walking Strategy for West Australians 2007-2020 including Perth and Peel.

TravelSmart household program Continuation of the program to reduce car dependency and promote alternative modes of travel. Incorporates the living smart program.

Public transport strategy Prepare a public transport strategy for the Perth and Peel region.

Metropolitan parking strategy Prepare a parking strategy for the Perth and Peel region that includes.

• the appropriate levels of parking provision; • future supply and management of parking within centres;• the price of parking;• how parking is to be funded and delivered;• guiding principles for local governments on good parking practices; and• the relationship between commuter parking and transit oriented developments.

Perth Bicycle Network Plan review Review with the aim to create a strategic bicycle network and developing policy to support state and local government initiatives to increase cycling activity.


EconomyInitiative Overview

Perth and Peel economic and

employment strategy

Prepare an economic strategy for Perth and Peel that:

• facilitates sustainable business growth and investment;

• fosters innovation, entrepreneurship and collaboration;

• enhances workforce development;

• identifies the retail and commercial floor space requirement;

• promotes employment generation; and

• identifies the required enabling infrastructure.

Urban development program Review and replace the metropolitan development program with the urban development program

to improve the strategic integration of infrastructure provision with urban growth, which will be

supported by a land and infrastructure strategy.

Industrial land development

program

Ongoing program designed to monitor and identify general industrial land in Perth and Peel and

includes preparation of an industrial land strategy and industrial land supply profile.

Basic raw materials program

review

Preparation of a basic raw materials strategy and review of State Planning Policy 2.4 Basic Raw

Materials to include Perth and Peel.

Agricultural policy review Review State Planning Policy 2.5 Agricultural and Rural Land Use Planning and Development

Control Policy 3.4 Subdivision of Rural Land.

Tourism Planning Taskforce Implementation of taskforce recommendations including identification of state wide strategic tour-

ism sites and proposed state planning policy on land use planning for tourism

Perth employment survey Ongoing collection of employment and floorspace information on land zoned commercial and

industrial and reserved for public purpose and recreation open space to add to departmental

information for guiding policy development.


07 implementation


The Western Australian Planning Commission is seeking public comment on Directions 2031

All comments received will be considered by the WAPC before the final document is released.

All submissions will be treated in the strictest confidence.

When making a submission, it is very helpful to:

• clearly state your opinion and the reasons for your opinion;

• if possible, outline possible alternatives or solutions to your area of interest;

• if possible, include the section or page number which relates to your area of interest; and

• provide any additional information to support your comments.

A public submission form is included overleaf for your convenience. If you prefer to make a comment in an alternative format, please remember to include the relevant details as outlined on the submission form.

The closing date for submissions is Wednesday 26 August 2009

If you would like more information on making a submission, please contact:

Project Manager

Tel: 08 9264 7777 Fax: 08 9264 7566 Email: [email protected] Web: www.planning.wa.gov.au

Please send your submission to:

Directions 2031 Public Submission Western Australian Planning Commission 469 Wellington Street Perth WA 6000

We look forward to receiving your submission

Public Submissions onDirections 2031 Draft Spatial Frameworkfor Perth and Peel


Name:

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Organisation (if relevant):

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I/we would like to make the following comments on Directions 2031 and would like them to be considered in the preparation of the final document.

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Public Submissions onDirections 2031 Draft Spatial Frameworkfor Perth and Peel


Notes

directions 2031 doc lo res

Documents