TAYLOR BURRELL BARNETTTAYLOR BURRELL BARNETTTown Planning and Design

JUNE 2007

KeralupK E R A L U P | m a s t e r p l a n

KERALUP MASTERPLAN

SEPTEMBER 2007

Prepared for: Department of Housing and Works

Prepared by: Taylor Burrell Barnett 187 Roberts Road SUBIACO WA 6008 Ph: 9382 2911 Fax: 9382 4586 admin@tbbplanning.com.au

In Association with: MaunsellATA Environmental Riley Consulting Conti Consult Syme Marmion & CoPlan E

i

TABLE OF CONTENTS

FOREWORD I

SUMMARY II

1.0 INTRODUCTION 1 1.1 Steering Committee 1

2.0 PROJECT AREA 2 2.1 Site Details 2 2.2 Existing Landuse 2

3.0 STRATEGIC & STATUTORY PLANNING FRAMEWORK 3 3.1 Regional Planning 3

3.1.1 Metropolitan Region Scheme 3 3.1.2 Peel Region Scheme 3

3.2 Local Planning 3 3.2.1 City of Rockingham Town Planning Scheme No. 3 3 3.2.2 Shire of Murray Town Planning Scheme No. 4 3

3.3 Bush Forever 3 3.4 Network City 4 3.5 Inner Peel Region Structure Plan 5 3.6 Environmental Review 6

4.0 REGIONAL CONTEXT 7 4.1 Regional Transport 7 4.2 South-West and Peel Residential Land Capacity 7

4.2.1 Introduction 7 4.2.2 Land Supply 8 4.2.3 Surplus/Shortfall 8 4.2.4 Current Plans 9 4.2.5 Implications 9 4.2.6 Summary 10 4.2.7 Conclusion 10

4.3 Employment & Education (Syme Marmion & Co) 11 4.3.1 Keralup in its Region 11 4.3.2 Demographics 11

4.3.3 Employment Access 12 4.3.4 Employment Locations 14 4.3.5 Consequences for Keralup 16

5.0 LOCAL CONTEXT 17 5.1 Environmental (ATA Environmental) 17

5.1.1 Introduction 17 5.1.2 Acid Sulphate Soils 17 5.1.3 Wetlands 19 5.1.4 Vegetation 20 5.1.5 Flora 23 5.1.6 Reptiles, Amphibians and Mammals 24 5.1.7 Avifauna 24 5.1.8 Species of Conservation Significance 24 5.1.9 Biodiversity Value 25 5.1.10 Ecological Functional Value at the Ecosystem

Level 25 5.1.11 Adjacent Land Use Compatibility 25 5.1.12 Odour Emissions 25 5.1.13 Noise Disturbance 26 5.1.14 Opportunities and Constraints 26 5.1.15 Conclusion 32

5.2 Engineering (Maunsell) 32 5.2.1 Landform 32 5.2.2 Geotechnical Detail 33 5.2.3 Bulk Earthworks & Site Preparation 33 5.2.4 Drainage 34 5.2.5 Water Supply 36 5.2.6 Sewerage 37 5.2.7 Electrical 38 5.2.8 Gas 38 5.2.9 Communications 38

6.0 TRAFFIC (RILEY CONSULTING) 39 6.1 Purpose 39 6.2 Summary and Recommendation 39 6.3 Base Traffic Volumes 39

6.4 Keralup Traffic Assumptions 40

7.0 MASTERPLAN 43 7.1 Vision 43 7.2 Regional Planning 43 7.3 Design Principles 45

7.3.1 Liveable Neighbourhoods and Transit 45 7.3.2 Density, Compactness, Mixed Use and Jobs 45 7.3.3 Structure and Access 46 7.3.4 Transit, Density and Diversity 47 7.3.5 Defined Edges and Legibility 47 7.3.6 Soft Footprint on the Landscape 47 7.3.7 Linear Parklands and Arborways 48

7.4 Town Creation – Delivering Mixed Use/Retail Analysis (Patrick Partners) 49 7.4.1 Creating the Employment Environment 50 7.4.2 Keralup Centres and Corridors 52 7.4.3 General Conclusions on Town Creation 56

7.5 Public Open Spaces 56 7.5.1 Dirk Brook Community Park 56 7.5.2 Serpentine River – Peel Regional Park 56

7.6 Movement Systems 59 7.6.1 Transit Corridors and Bus Routes 59

7.7 Staging 61

8.0 KARNUP TOD 63 8.1 Planning Context 63

9.0 THE WAY FORWARD 65

10.0 CONCLUSION 66

I

FOREWORD The development and release of residential land to provide affordable and sustainable housing for West Australians is a key objective of the State Government. This has been pursued through the acquisition of strategic land parcels for future housing developments.

Keralup (formerly Amarillo), a property at Karnup, was purchased in 1991 to provide future land for housing in the Southwest Metropolitan sector.

With the construction of the Southern Metro railway, Keralup is an exciting project, situated in a corridor experiencing a strong demand for land and capable of providing at least a twenty five (25) year land supply.

The Keralup Master Plan outlines a vision for the future development of Keralup and defines the size of the development, how it could look and what features will be offered to its residents.

The size and uniqueness of Keralup will allow the State Government to provide a variety of housing products including a range of affordable housing options.

Strong environmental links and an array of sporting, recreational and social facilities, including an abundance of open space and water, will be central to this development. The Plan reflects the need for future designs to be conscious of the area’s sensitive environment and its sustainability. Protecting Keralup’s environmental assets will be a major consideration with around 730 hectares of the site to be reserved as regional parkland. Large sections of the Serpentine River and its environs will become part of the park. Our goal is to retain wetlands, improve water quality in the Serpentine River, and create new wildlife corridors.

Located only ten (10) kilometres to the north of Mandurah, the development will also provide additional employment opportunities and has a potential link to the Southern Metro rail at the proposed Karnup Station.

The completion of the Master Plan is a significant milestone in the planning process. The next step is to undertake detailed investigative studies on the key issues identified by the Master Plan including a strategic environmental assessment, employment opportunities, transport, and Aboriginal heritage issues. The State Government is investing $2.7 million to undertake these studies.

Keralup will be the most significant single urban development project by the State Government in the next decade. Our aspiration is to create a state-of-the-art, fully integrated urban community that could house up to 90, 000 people.

Hon Michelle Roberts MLA Minister for Housing and Works

II

SUMMARYThe State Government, through the Department of Housing and Works (DHW), engaged a multi-disciplinary team of consultants led by Taylor Burrell Barnett, to formulate a Masterplan for Keralup. The consultants’ brief was to examine the project area and determine the project area and the tasks and issues that need resolution in order to deliver a ‘state of the art’ new town.

Responding to the Network City initiatives of sustainability, activity centres and employment corridors gives rise to a new form of urban design, a form which produces a compactness and walkable catchments around centres of activity, whilst maintaining a light footprint on the natural landscape.

A Steering Committee, chaired by Mr Bill Griffiths, comprising stakeholders and experts from a wide range of agencies and interests is guiding and facilitating the orderly and proper planning of the project area.

Keralup

Keralup is a unique property of 4000 ha in government ownership in the south west corridor lying 10 km to the north-east of Mandurah. The unique features of this asset can be summarised as follows:

4,000 ha property in single ownership

Situated in the rapidly growing Southern Metro/Peel region:

17 km from Rockingham 10 km from Mandurah 20 km from Pinjarra

Connected to Perth-Bunbury Highway at Paganoni Road

Direct link to future Karnup railway station

Potential Tonkin Highway extension

Of the 4000 ha, approximately 1000 ha will be set aside for the Peel Regional Park (Serpentine River), Dirk Brook Community Park, local open space and conservation areas

The Strategic Importance of Keralup

Keralup is a large, single ownership land parcel located on transport infrastructure which warrants close attention in regional planning terms. When viewed in relation to Nambeelup and Ravenswood, it is of strategic planning and economic importance for its ability to deliver affordable land, employment and infrastructure for the wider area. The rationale for the Keralup development strategy may be summarised as follows:

Peel Region requires more urban land – less opportunity to absorb housing demand through infill and urban renewal

Strategically placed on regional transport routes to maintain affordable land supply in South West Metro/Peel Region

Keralup is substantially unconstrained

Single ownership in government control:

Greater ability to pioneer world’s best practice in community development Through design, Keralup can deliver urban diversity and housing affordability Able to take a long-term view to sustainability

The scale of the development is so substantial as to generate a level of self-sustainability and to contribute to more sustainable growth outcomes for the whole region

When viewed in the context of Mandurah and the Pinjarra Growth Corridor, Keralup is a logical part of the district structure and needs to be planned and developed in a timely manner to meet local demand for housing, jobs and community facilities.

III

Planning Structure and Statistics – Keralup Masterplan

Based on the review of planning to date and the consultant team’s assessment, the key facets of the Keralup Masterplan are:

4,000 ha, of which approximately 1000 ha could be POS, drainage and conservation.

3,000 ha is the development area.

Environmental Review (PER) – 1997 (expired). Need for Strategic Environmental Review.

Section 16 Environmental Assessment for the Keralup Masterplan – to provide advice on any particular environmental aspects to be further investigated.

Keralup supports the regional transport network through bus/light rail links.

Transit oriented development for Karnup station and its environs should be promoted in conjunction with Keralup.

Keralup to have mixed use town centre and villages.

Town centre to be approximately 50-60,000 m2 NLA.

60,000 population – could increase to 80-90,000 people through transit, employment and activities being delivered.

This will require regional shopping as well as village and neighbourhood centres – limit size to one regional centre with village and neighbourhood centres in support rather than two district centres.

Employment – The aim is to be reasonably self sufficient with localised employment opportunities. This will be complemented by Nambeelup (by LandCorp) and existing centres.

Keralup can provide an employment corridor linking through Nambeelup to Mandurah via Lakes Road through its delivery of transit and robust mixed use town design.

Vision

The consultant team and Steering Committee prepared a vision statement which was tested at the design workshop. The key outcomes of that vision statement are as follows:

Regional Roads and Public Transportation

Regional planning required to provide framework for Keralup. Effective and sustainable regional transit links with connection to the heavy rail network.

Karnup Station Stage 1 – Park n Ride Karnup Station Stage 2 – TOD

IV

Transit Oriented Development

Provide legible, shared streets and boulevards integrated with public transport. Position for growth towards the creation of a premium place and desirable lifestyle choice.

Karnup Station TOD

Compactness and diversity

Facilitate diverse, affordable and adaptable built form. Provide a range of densities offering a high level of walkability. Create safe and secure design outcomes. Design for urban convenience with a country lifestyle.

Early community formation

Provide good quality community facilities early. Offer a sense of place and well-being based on a vibrant and attractive lifestyle.

V

Mixed use town and villages

Provide for around 60 to 90k plus people catering for a full range of needs and a place for everyone in a non-suburban setting.

Provide mixed use sustainable and integrated development offering diverse housing types, commercial, retail, high street, etc.

Create a strong, compact mixed use town centre supported by neighbouring villages providing diversity and density.

Keralup Town Centre

Employment and Education

Maximise educational, employment, recreational and entertainment opportunities within the location.

Contribute to self sustainability and viability of the south-west metropolitan and Peel regions.

Site sensitive and environmentally responsive design

Produce new landscape and high quality public amenity.

Differentiate on eco-responsive development with strong environmental links and management and access to open space, and relationships to water (the Serpentine River) and country.

Enhance the existing natural environment:

Retain quality wetlands and vegetation. Improve water quality in the Serpentine River. Maintain existing and create new wildlife corridors within the development and linking with external corridors. Conserve and enhance existing fauna and flora. Mitigate environmental risk including mosquitoes, acid sulfate soil, etc.

VI

The Way Forward

The anticipated timeline and process for Keralup involves identifying and addressing key strategic issues. Key issues that have a strategic influence on the unfolding of the project are listed below:

Strategic Environmental Assessment (SEA) Detailed site analysis, particularly water table and drainage

management studies are required as a prerequisite for a Metropolitan Region Scheme Amendment. (Department of Housing and Works)

Integrated Transport Study Investigations into the unfunded stations (Gordon Road, Lakelands,

Karnup and Stakehill) and bus routes that make up the district public transport network need to be carried out. (Department for Planning and Infrastructure and the Public Transport Authority)

Note: Karnup station has been identified as a key station for the delivery of comprehensive transit oriented development (TOD) involving the Golden Bay land and Western Australian Planning Commission land within close proximity of the station.

The Peel Regional Park DPI Mandurah has carried out detailed studies into the proposed

regional parklands along the Serpentine River and the consultant team has incorporated these land requirements into the Masterplan. The condition of the river and its margins is of concern and a whole of government approach is required to carry out remedial works and improvements. (Whole of Government)

Dirk Brook Community Park Currently an agricultural drain carrying nutrient rich waters and

sediment to the Serpentine River, the Masterplan provides for an extensive community park to improve and polish the water as it passes through. This project aims at developing a multi-use corridor and living stream system which will benefit the community and perform the essential nutrient and sediment management. (Plans

by DHW, MOU with Water Corporation for detail design and construction, funding from both State and Commonwealth sources).

Metro South/Peel Region Study DPI is conducting a series of scoping workshops and will present its

findings on the region planning implications of this work in mid 2007. The completion date for this work is not known, however, Keralup, Nambeelup and Ravenswood have been identified as important areas of interest. The consultant team has been working with DPI and other stakeholders to assist in this important study. (Continue to assist DPI).

Infrastructure Provisions The Metropolitan Development Programme (MDP) should, subject to

the Metro South/Peel review, reflect the new urban and industrial areas to be developed in the short to mid term. Clearly there is a need for the economic and infrastructure coordination to be matched into the MDP to ensure the timely provision of infrastructure and services. (DPI to coordinate).

Employment Investigation is needed into the creation of high end jobs focused

around one location in the region as a land use planning, infrastructure provision task and as a matter of economic policy.

Indicative Timeframe

In June 2007, DHW will proceed with strategic studies, including strategic environmental assessment, integrated transport, regional planning and infrastructure provisions.

In 2009, DHW will proceed with an MRS Amendment, Local Scheme Amendment and Structure Plans.

In 2011, DHW will lodge an application for subdivision.

TOWN CENTRE

POTENTIAL TOWN CENTRE

VILLAGE CENTRE

NEIGHBOURHOOD CENTRE

DIRK BROOK COMMUNITY PARK/DRAINAGE

REGIONAL PARK

TRANSIT EMPLOYMENTAND RESIDENTIAL

LINEAR PARKLAND

EMPLOYMENT

HIGHEST

LOWEST

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TOWN CENTRE

PAGANONI ROAD

TO KARNUP STATION

TO MANDURAH AND RAVENSWOOD

TO STAKE HILL STATION AND ROCKINGHAM

DENSITY AND DIVERSITY DELIVERED THROUGH AMENITY TRANSIT AND EMPLOYMENT

L E G E N D

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BURRELL BARNETTTown Planning and DesignK E R A L U PVIEW LOOKING SOUTH ALONG THE EMPLOYMENT CORRIDOR WITHTHE DIRK BROOK PARKLANDS IN THE FOREGROUND

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NORTHERN VILLAGE

EMPLOYMENT CORRIDOR(TRANSIT BOULEVARD)

L E G E N D

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pllllllllllllllllllllllllaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaall plllllllll pllllllllllllllllllllllllllllllllllllllllll pl pll pl p TAYLOR BURRELL BARNETTTAYLOR BURRELL BARNETTTown Planning and DesignK E R A L U PVIEW LOOKING NORTH EAST WITH STAGE ONE IN THE FOREGROUNDAND THE SERPENTINE REGIONAL PARK IN THE MID-GROUND

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TOWN CENTRE

NORTHERN VILLAGE

DIRK BROOK PARKLANDS

LAKE AMARILLO

SERPENTINE REGIONAL PARK

PAGANONI ROAD

KWINANA FREEWAY

STAGE 1 - 1000 UNITS

ELLIOT ROAD - TO SOUTH WEST HIGHWAY

EMPLOYMENT CORRIDOR

L E G E N D

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1.0 INTRODUCTIONThe Keralup Project is a key element in the Government’s efforts to provide an affordable land supply in the Perth South-west Metropolitan sector. It will act as a strategic land bank in a corridor anticipated to be the focus of continued development associated with the South West Metropolitan Rail. Keralup will exert significant influence upon maintaining affordable housing land prices and ensuring provision of a sustainable mix of commercial, community and open space areas.

Taylor Burrell Barnett was engaged by the Department of Housing and Works (DHW) to undertake the preparation of the Keralup Masterplan in association with a team of technical specialists comprising:

Taylor Burrell Barnett Town Planning, Urban Design, Project Management

Maunsell Engineering and Environmental Services Review

ATA Environmental Environmental Riley Consulting Traffic Conti Consult Marketing Analysis Syme Marmion & Co Economic Viability and Employment Plan E Landscape Architecture

The purpose of the commission was to develop a Masterplan for Keralup through thorough investigation of the land and its regional and local context.

1.1 Steering Committee

DHW has assembled a steering committee, chaired by Mr Bill Griffiths, comprising relevant experts from a broad range of government agencies and other stakeholders to guide and facilitate the orderly and proper planning of the project area. The Steering Committee presently comprises:

Steering Committee Member Organisation

Bill Griffiths Chairman

Ian Hill Director Community & Economic Development City of Mandurah

Bob Jeans Director Planning & Development Services City of Rockingham

Matt Selby Director Planning & Development Services Shire of Murray

Cr. Morris Bessant Nth East Ward Shire of Murray

Gary Merritt Services Development Manager Public Transport Authority

Nicole Nugent Regional Development Coordinator Peel Development Commission

Gary Norwell Executive Director Technology & Environment Main Roads Western Australia

Leo Coci Project Director, new Perth Bunbury Highway Main Roads Western Australia

John Chortis Program Leader Department for Planning & Infrastructure

Steve Hiller Manager Land Development Water Corporation

Dr Sally Talbot MLC Member for South West Region

Mark Jeffries Manager Planning & Infrastructure Assessment Department of Environment & Conservation

Paul Plowman Atticus Communications

Richard Elliot Department of Housing & Works

Vernon Langdon Department of Housing & Works

Geoff Hayward Community Representative

Bill Burrell Taylor Burrell Barnett

Lex Barnett Taylor Burrell Barnett

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2.0 PROJECT AREA

2.1 Site Details

The subject land for the Keralup land development project is formally known as Lot 100 Stakehill Road, Lot 802 River Road, and Lot 801, Karnup. It covers approximately 4,000 ha, in the single ownership of the DHW. The site is bounded to the north by Henderson Road, to the west by the proposed Kwinana Freeway extension and the Serpentine River, and on the south by rural residential activities of Nambeelup and on the east by a high tension power line.

Keralup is situated in the rapidly growing Southern Metro/Peel region approximately 17 km south east of Rockingham, 10 km north east of Mandurah and 20 km northwest of Pinjarra. The land enjoys excellent connection to existing and planned regional transport opportunities including the Kwinana Freeway, the future Karnup railway station and a potential Tonkin Highway Extension.

2.2 Existing Landuse

Keralup is presently used for farming purposes. The primary farming activity is cattle grazing, supplemented by plantation tree farming. The majority of the site has been parkland cleared and used for grazing of cattle over an extended period. Most of the site is cleared of remnant native vegetation. Exceptions to this include the fringing and riparian vegetation of the Serpentine River, the north-south aligned wetlands and the remnant Banskia woodlands near the eastern boundary of the study area.

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3.0 STRATEGIC & STATUTORY PLANNING FRAMEWORK

3.1 Regional Planning

3.1.1 Metropolitan Region Scheme

The boundary between the Metropolitan Region Scheme and the Peel Region Scheme transverses Keralup. The northern portion of Keralup is contained within the Metropolitan Region Scheme.

The portion of the subject land contained within the Metropolitan Region Scheme is zoned ‘Rural’.

3.1.2 Peel Region Scheme

The southern portion of Keralup is contained within the Peel Region Scheme.

The portion of the subject land contained within the Peel Region Scheme (PRS) is zoned ‘Rural’.

3.2 Local Planning

3.2.1 City of Rockingham Town Planning Scheme No. 3

The northern portion of the subject land is contained within the City of Rockingham. The land subject to the City of Rockingham Town Planning Scheme No. 3 is zoned ‘Rural’.

3.2.2 Shire of Murray Town Planning Scheme No. 4

The southern portion of the subject land is contained within the Shire of Murray. The land subject to the Shire of Murray Town Planning Scheme No. 4 is zoned ‘Rural’.

3.3 Bush Forever

Bush Forever identifies regionally significant bushland to be retained and protected forever. It is one of the most significant conservation initiatives ever undertaken in Western Australia. Following guidelines set by the World Conservation Union, Bush Forever aims to protect a target figure of at least 10 per cent of the 26 original vegetation complexes within the Swan Coastal Plain portion of metropolitan Perth, and to conserve threatened ecological communities.

The subject land contains a Bush Forever site (Site No. 394), that predominantly encompasses the Serpentine River and its foreshore. Bush Forever only applies to the portion of the subject land within the MRS and is approximately 168.7 hectares (including the Serpentine River). In the usual manner in relation to Bush Forever sites, the ultimate outcome will be via negotiation.

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3.4 Network City

Network city is the new strategic framework for guiding Perth and Peel to a sustainable future. It resulted from an open, consultative process initiated by the Minister for Planning and Infrastructure. Unlike previous metropolitan strategies Network City is a community plan, developed through the ‘Dialogue with the City’ process.

Notwithstanding that the subject land is not identified in Network City, the location and intended development of the site is consistent with the overall intent of Network City which aims 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 are activity centres, and are connected by activity corridors. To ensure that a lively and vital community can develop around these centres, and along their connecting corridors, through-traffic (for people and freight) flows along nearby transport corridors. Public transport is supported by a range of activities at the centres as well as the land uses along the activity corridors linking the centres.

Keralup satisfies the sustainability principles of Network City, including:

Activity Centres Employment corridors Transit Density/Compactness Diversity Affordability Environmental Sustainability

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3.5 Inner Peel Region Structure Plan

The Inner Peel Region Structure Plan was adopted by the then Ministry for Planning in 1997. The purpose of the Structure Plan is to ensure a comprehensive approach to planning and development in the Peel Region through the identification of key land uses and services, including the following:

Extent and location of future urban land.

Extent and location of future regional open space.

Arrangement and location of the future transportation infrastructure.

Arrangement and location of infrastructure and servicing corridors.

Arrangement and location of major activity centres, including employment areas; areas zoned for industry; major commercial hierarchy; major social institutions such as universities, regional hospitals and regional recreation facilities.

The Structure Plan identified the subject land for the Keralup land development project as being ‘Future Urban – Category B’, which may be suitable for urbanisation but which have identified constraints. The Structure Plan highlights that these areas could become available for development in the longer term (up to 2041).

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3.6 Environmental Review

A previous proposal to develop Amarillo Farm for residential purposes was formally assessed by the EPA in 1997 in the form of a Public Environmental Review (PER). The environmental factors considered relevant to the proposal at that time were:

Surface water Wetlands Vegetation - System 6 Noise - Serpentine Airfield Odour and noise - Piggery Groundwater Mosquitoes - both on-site and regional.

The EPA concluded that the residential proposal could be managed to meet the EPA’s objectives subject to the satisfactory implementation of the recommended EPA conditions and procedures and the proponent’s commitments.

In summary, the EPA’s conditions were that:

the proponent prepare detailed Environmental Management Programmes (EMPs) which address drainage management with particular attention to nutrients, control of discharge to the Serpentine River, and mosquito control;

the proposal should proceed on a staged basis, with the proponent demonstrating that the initial stages can meet the agreed performance criteria. The initial stage should not exceed 10% of the total proposed urban area;

the proposal should meet water quality criteria for phosphorus and nitrogen for drainage to the Serpentine River; and

the proponent should complete studies to determine the extent of noise impacts from Serpentine Airfield, the extent of noise and odour impacts from Wandalup Farm (piggery), and the extent to which urban uses need to be separated from the proposed Karnup Dandalup groundwater scheme before urbanisation is considered in areas likely to be affected by noise or odour or likely to be within the Karnup Dandalup catchment area.

The time period for the EPA approval has since expired and the Department of Housing and Works will be undertaking a detailed environmental review as part of a current environmental assessment process.

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4.0 REGIONAL CONTEXT

4.1 Regional Transport

Existing Infrastructure

Fremantle Road South West Highway

Proposed Infrastructure

Kwinana Freeway Perth – Mandurah Rail Line

Potential Infrastructure

Tonkin Highway

4.2 South-West and Peel Residential Land Capacity

4.2.1 Introduction

Purpose

This report assesses the residential land capacity of the South West and Peel Sectors to determine the likely surplus or shortfall in land supply and the timeframe for lot take-up.

Study Area

For the purposes of this analysis, the South West sector is as used by DPI, namely the local government areas of Cockburn, Kwinana and Rockingham. The Peel sector includes only those local governments experiencing rapid growth and that are becoming de facto part of the Perth Metropolitan area, namely the local government areas of Mandurah and Murray.

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4.2.2 Land Supply

The following table shows that of the 13,600 hectares of zoned developable land in 2001, a total of 6,400 hectares was undeveloped within the study area.

2001Net Developable

Zoned Land Area* (Ha)

Developedland (Ha)

UndevelopedLand (Ha)

South West Sector 8,300 4,600 3,700

Peel Sector 5,300 2,600 2,700

TOTAL 13,600 7,200 6,400

Source: MDP Trends and Projections 2002/03 to 2006/07 Table 5.7 *Zoned TPS Residential, MRS/PRS Urban or Urban Deferred

It is estimated that approximately 15% of this undeveloped land will not be suitable for development due to various constraints of a mainly environmental nature. The table below shows the estimated total dwelling capacity assuming that an average of 15 dwellings per hectare is achieved in the study area and that 15% of the land will not be developed within the timeframe.

Capacity @ 15 Dwellings per ha (Liveable

Neighbourhoods)

AdditionalDevelopment

Capacity(2001)

Adjusted for 15%

Constraints

CurrentDwellings

(ABS 2001)

TOTALDwelling Capacity

(2001)

South West Sector 55,500 47,175 62,386 109,561

Peel Sector 40,500 34,425 27,691 62,116

TOTAL 96,000 81,600 90,077 171,677

Total Dwellings Required

DwellingsRequiredBased on

2021 Population

TotalCapacity

2021 Shortfall/Surplus

DwellingsRequiredBased on

2031 Population

TotalCapacity

2031 Shortfall/Surplus

South West Sector 112,978 109,561 -3,417 124,598 109,561 -15,037

Peel Sector 61,517 62,116 599 77,198 62,116 -15,082

TOTAL 174,494 171,677 -2,817 201,796 171,677 -30,119

The figure of 15 dwellings per hectare of gross developable land is a target in the Liveable Neighbourhoods Draft Operational Policy (October 2004) but is considerably higher than current standard practice (see the following).

4.2.3 Surplus/Shortfall

The above table shows the estimated dwelling surplus/shortfall in 2021 and 2031 for the study area. These figures assume that the persons per dwelling remain constant (ABS Census 2001) and that the Liveable Neighbourhoods target of 15 dwellings per hectare is achieved.

Base Data Source: WA Tomorrow (2005), ABS Census CDATA 2001

The above scenario is consistent with the Liveable Neighbourhoods dwellings per hectare target of 15 dwellings for discrete development areas. This target accounts for 25% roads and 10% public open space but does not account for schools, universities, water management, neighbourhood and district centres. When considering the large study area and accounting for the likely level of schools, universities, water management and neighbourhood and district centres, an overall gross urban density of 10.3 is a more likely scenario. This is the gross urban density actually achieved in Stage One of the Butler (Brighton) development before these other items are taken into account. The above scenario therefore assumes net development density 50% higher than at Brighton.

The table below illustrates how a reduction in the dwellings per hectare to 10.3 decreases the total dwelling capacity substantially.

KERALUP MASTERPLAN

04/43 Rev: 5 Page 9

Capacity @ 10.3 Dwellings per ha

(LiveableNeighbourhoods)

AdditionalDevelopment

Capacity(2001)

Adjustedfor 15%

Constraints

CurrentDwellings

(ABS2001)

TOTALDwellingCapacity

(2001)

South West Sector 38,110 32,394 62,386 94,780

Peel Sector 27,810 23,639 27,691 51,330

TOTAL 65,920 56,032 90,077 146,109

Under this scenario, the following dwelling shortfall emerges:

TotalDwellingsRequired

DwellingsRequiredBased on

2021 Population

TotalCapacity

2021 Shortfall/Surplus

DwellingsRequiredBased on

2031 Population

TotalCapacity

2031 Shortfall/Surplus

South West Sector 112,978 94,780 -18,198 124,598 94,780 -29,818

Peel Sector 61,517 51,330 -10,187 77,198 51,330 -25,869

TOTAL 174,494 146,109 -28,385 201,796 146,109 -55,687

Base Data Source: WA Tomorrow (2005), ABS Census CDATA 2001

4.2.4 Current Plans

The only substantial land area in the study area on which advanced planning has been completed and which is likely to be rezoned to urban or urban deferred in the MRS is the Jandakot Structure Plan area. This has a land capacity of approximately 16,000 dwellings. However, this land is constrained by fragmented ownership and environmental issues which will likely diminish the capacity by approximately 25%, giving a total of 12,000 dwellings built in the Jandakot Structure Plan area over the long term.

4.2.5 Implications

The implications of the above analysis are that the dwelling shortfall for the study area ranges between 3,000 and 29,000 in 2021 to between 29,000 and 56,000 in 2031. Considering that the shortfall of 29,000 dwellings in 2021 is based on achieving 10.3 dwellings per gross hectare over the study area and is a realistic achievable target based on recent developments, this is the more likely scenario.

A substantial proportion of the additional available capacity in 2001 for the study area has already been developed, as shown by the 15,000 residential final lot approvals in the area over the last three years. This is shown in the table below.

Residential Lot Approvals 2002/03 2003/04 2004/05

South West Sector 2,675 3,595 3,733

Peel Sector 1,301 1,952 1,781

TOTAL 3,976 5,547 5,514

Source: WAPC State Lot Activity June Quarter 2005

The current level of demand is likely to have a substantial impact on the affordability of lots within the study area over the short term. According to the UDIA (December 2004) between June 2000 and June 2004, coastal Perth Metropolitan suburb lot prices increased by an average CPI adjusted 13.8% per annum compared to 10% in non coastal suburbs. With a significant proportion of the South West Corridor zoned land situated near the coast, the impact of rising prices of coastal land is likely to result in a shortage of affordable land in the area.

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4.2.6 Summary

In summary, the analysis shows:

By 2021, there will be a demand for approximately 175,000 dwellings in the area. With current zoning, assuming that 15% of available land will not be developed due to various constraints such as environmental issues, there will be an estimated total capacity of 146,000 dwellings. This consists of approximately 90,000 existing dwellings (ABS, 2001) and additional dwelling capacity on undeveloped zoned land (at 2001) of 56,000 new dwellings. The demand will create a shortfall of dwellings in the South West and Peel sectors of up to 29,000 by 2021. This indicates a lack of suitable appropriately zoned land.

WAPC State Lot Activity (June, 2005) shows that final residential lot approvals in the area have averaged 5,012 per annum for the last 3 years. Therefore, at June 2005, the additional available capacity in the area would have been approximately 41,000 dwellings (down from the 56,000 available additional capacity at 2001). This activity is consistent with the demand analysis and suggests that if the take up rate of around 5,000 per annum does not slow down over the next few years then the available land will run out within 9 years.

The Jandakot Structure Plan may contribute up to 16,000 dwellings but it is more likely that it will contribute up to 12,000 dwellings over the long term due to environmental constraints. By 2021 it is estimated that 9,000 dwellings will have been developed from within the Jandakot Structure Plan area still leaving a shortfall of 20,000 dwellings in the South West and Peel sectors.

Compared with some other growth areas in the metropolitan area, for example the North-West Corridor, where there are a number of very large land holdings, there is a large number of private land owners with small land parcels within the South West Corridor (and particularly in the Jandakot Structure Plan area). Experience has shown that many of these owners are likely to hold their land undeveloped for a long period for a variety of reasons. This will act to restrict supply and place pressure on prices.

Affordability is likely to be a significant issue in the South West Corridor, with most zoned land situated close to the coast, and therefore attracting a premium and demand for coastal lots increasing substantially.

Sustainable provision of accommodation for first home buyers requires access to major employment centres and transport such as rail. A significant proportion of current zoned land is remote from employment centres and rail making it less desirable for first homebuyers and further limiting opportunities for first homebuyers.

A development such as Keralup, with Government ownership and access to rail and employment centres, is able to respond to the social considerations such as affordability and sustainable development and give a balance to the current market, which in this sector, is largely driven by private land owners with a profit primary objective.

Therefore as one key element in the overall mix of land supply in the South West and Peel to 2021, planning for development of a substantial land area, of which Keralup is an example, must commence now with a view to initial availability as early as 2010/11.

4.2.7 Conclusion

Therefore as one key element in the overall mix of land supply in the South West and Peel to 2031, planning for development of a substantial land area, of which Keralup is an example, must commence now with a view to initial availability as early as 2010/11.

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4.3 Employment & Education (Syme Marmion & Co)

4.3.1 Keralup in its Region

Land Supply and Demand

A detailed analysis of land supply and demand in the metropolitan South West and Peel regions is given in the preceding section.

4.3.2 Demographics

The forecast population growth in Rockingham, Mandurah and Murray is shown in the following graph. It anticipates a population increase from 166,000 to 252,000 by 2021.

Rockingham, Mandurah, Murray - Population Growth

-

50,000

100,000

150,000

200,000

250,000

300,000

2001 2006 2011 2016 2021 2026 2031

WA Tomorrow 2005

The population growth will be accompanied by fairly substantial changes in the population age profile and household types. This is reflected in the graph below, showing large increases in 20-39 year and 50-79 year age cohorts.

Rockingham, Mandurah, Murray - Population Change 2006 - 2021

010,00020,00030,00040,000

0-9 10-19 20-29 30-39 40-49 50-59 60-69 70-79 80+Age

2006 Change 2006 - 2021

This demographic change is accompanied by reduction in the proportion of households with children and increases in the proportion of single person households and a reduction in average household size as shown in the table below. This will have a significant effect on the number and type of dwellings required for the forecast population.

Rockingham, Mandurah, Murray

Household Structure 2001

and 2021 2001 Proportionof Total 2021

Proportion of Total

Change2001 to

2021

Proportionof

Change

Couple Family no Children 14,189 30.6% 28,934 29.0% 14,746 27.7%

Family H’holds with children 20,840 45.0% 42,526 42.7% 21,686 40.7%

Lone person households 10,147 21.9% 25,612 25.7% 15,465 29.0%

Grouphouseholds 1,124 2.4% 2,536 2.5% 1,412 2.6%

Total 46,299 100.0% 99,608 100.0% 53,309 100.0%

Average HH Size 2.52 2.45 2.38

Source ABS Census 2001 and WA Tomorrow (2005)

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This indicates the requirement for a higher proportion of accommodation suitable for lone person households (of all ages, including older age groups) than in the past.

Education Demand

The increased population will provide approximately 28,000 tertiary students by 2021:

Rockingham, Mandurah, Murray, 2021

Population 252,100 University Students 13,268 TAFE Students 15,756

The projected University student numbers for the wider region compare to the current scale of UWA (14,700 students) and Murdoch (10,700 students).

4.3.3 Employment Access

The following table shows the projected population for the Rockingham, Mandurah and Murray area and the estimated number of jobs required based on the current Perth metropolitan population to jobs ratio.

Rockingham, Mandurah, Murray 2021Population 252,000Ratio 2.42Jobs Required 103,986

The table shows that the population in Rockingham, Mandurah and Murray of 252,000 in 2021 will require an estimated 104,000 jobs. Of these jobs, approximately 68,000 of will be full-time jobs.

The table below shows the proportion of workers in each location type in the Perth Metropolitan area.

Worker Location ProportionPerth Inner Area 25.0%Industrial Estates 21.3%Other 53.6%

The table shows that over 50% of jobs in the Perth Metro area are located in areas other than the City and industrial estates and one-quarter of all jobs are located in the Perth inner area.

The map below shows the land areas of industrial areas in the south west corridor region.

Naval Base – 345ha

Kwinana Beach – 982 ha

East Rockingham –871ha

Port Kennedy – 175ha

Mandurah – 64ha

Murray – 47ha

Alcoa – 900+ha

Hope Valley – 1,400 ha

Henderson – 258ha

Munster – 28ha

Bibra Lake – 520haSpearwood – 17ha

Jandakot W – 71ha

Jandakot E – 193ha

Ham Hill/Robb – 149 ha

Keralup

Industrial Land Areas

Nambeelup – 790ha

Naval Base – 345ha

Kwinana Beach – 982 ha

East Rockingham –871ha

Port Kennedy – 175ha

Mandurah – 64ha

Murray – 47ha

Alcoa – 900+ha

Hope Valley – 1,400 ha

Henderson – 258ha

Munster – 28ha

Bibra Lake – 520haSpearwood – 17ha

Jandakot W – 71ha

Jandakot E – 193ha

Ham Hill/Robb – 149 ha

Keralup

Industrial Land Areas

Nambeelup – 790ha

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The map below shows the current and potential employment for each of these industrial areas.

Naval Base – 2,056/8,444

Kwinana Beach – 2,218/16,232

East Rockingham – 2,163/21,103

Port Kennedy – 254/2,437

Mandurah – 1,031/383

Murray – 1,000/400

Alcoa – +1,000 planned (in 2005)

Hope Valley – 0/30,930

Henderson – 1,942/3,278

Munster – 186/172

Bibra Lake – 3,572/3,700Spearwood – 431/420

Jandakot W – 674/480

Jandakot E – 406/2,400

Ham Hill/Robb – 519/963

Keralup

Industrial EmploymentCurrent/Additional Potential

Nambeelup – 0/17,400

Naval Base – 2,056/8,444

Kwinana Beach – 2,218/16,232

East Rockingham – 2,163/21,103

Port Kennedy – 254/2,437

Mandurah – 1,031/383

Murray – 1,000/400

Alcoa – +1,000 planned (in 2005)

Hope Valley – 0/30,930

Henderson – 1,942/3,278

Munster – 186/172

Bibra Lake – 3,572/3,700Spearwood – 431/420

Jandakot W – 674/480

Jandakot E – 406/2,400

Ham Hill/Robb – 519/963

Keralup

Industrial EmploymentCurrent/Additional Potential

Nambeelup – 0/17,400

The maps illustrate that industrial areas such as Kwinana, Naval Base and Henderson which have a high proportion of economic activity oriented outside of the region (for example: shipbuilding for national and international markets; minerals processing) have a capacity for an additional 28,000 jobs. Further capacity exists in the SW corridor for an additional 80,000 regionally oriented industrial jobs, giving a total capacity for the area of approximately 108,000 additional jobs.

The table below shows a breakdown of the industrial areas, their current employment and potential employment capacity.

Complex Total Land Area Current

Floor Area

CurrentEmployees (FT and PT)

Potential Floor Area

Potential Employees

Additional Employees

Hamilton Hill-Robb Jetty 1,488,000 140,865 519 402,201 1,482 963

Spearwood 29,000 10,699 102 10,699 102 0

Spearwood South 140,000 16,620 329 37,842 749 420

Bibra Lake 5,200,000 690,524 3,572 1,405,542 7,271 3,699

Jandakot East 1,931,000 75,277 406 521,943 2,815 2,409

Jandakot West 713,000 112,669 674 192,721 1,153 479

Henderson 2,581,000 259,527 1,942 697,635 5,220 3,278

Munster 277,000 38,924 186 74,872 358 172

Naval Base 3,450,000 182,604 2,056 932,523 10,500 8,444

Kwinana Beach 9,825,000 319,256 2,218 2,655,663 18,450 16,232

East Rockingham 8,713,000 218,947 2,163 2,355,094 23,266 21,103

Nambeelup 7,900,000 0 0 2,135,343 17,453 17,453

Hope Valley 14,000,000 0 0 3,784,152 30,930 30,930

Port Kennedy/Warnbro 1,750,000 44,644 254 473,019 2,691 2,437

Mandurah 640,000 126,144 1,031 172,990 1,414 383

Murray* 466,000 91,220 746 125,958 1,030 284

Waroona 451,000 99,608 814 121,904 996 182

Boddington 71,000 16,735 137 19,191 157 20

TOTAL 59,625,000 2,444,263 17,149 16,119,292 126,037 108,888

*Not including Alcoa (900 ha+) expanding to 1,000 additional employees

Estimates only Sources: Employment Opportunities Keralup - ERM, Nambeelup ODP, DPI Industrial Land Use Survey 2001

The table shows that in terms of land capacity, there is more than an adequate supply of industrial land to cater for regional and externally oriented future employment. However, the employment mix and the timing of development are issues for consideration.

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The graph below shows the proportion of occupation types in Mandurah, Rockingham and Kwinana compared to Subiaco and the Perth inner area.

Source: ABS Census 2001

The graph shows that the current mix has high proportions of production/transport workers, labourers and tradespersons and a low proportion of professionals compared to Subiaco and the Perth inner area.

In the absence of new and different forms of economic activity in the wider region, the employment mix of workers residing in Keralup would reflect the current and projected workforce mix in the region, with a high proportion of tradespersons, transport workers, clerical and service workers and labourers.

It is unlikely that Keralup itself will be a major employment location, although a high level of local job self-sustainability (defined as the ratio of jobs available to workers residing) will be targeted. It is considered that a level of 35% local employment self-sustainability is economically viable for a location such as Keralup. These will mostly consist of retail and service employment, and include education employment.

4.3.4 Employment Locations

The analysis therefore is that there is sufficient provision for employment overall in the wider SW and Peel region to give a high proportion of overall self-sustainability (jobs available as a ratio of residents in the workforce) - certainly much higher than for the NW Corridor, where the self-sustainability ratio is a cause for some concern. However, the numbers are overwhelmingly supported by the large tracts of heavy industrial and general industrial land and projects in the corridor and the mining/processing projects in Peel. The employment issue is therefore one of job mix and job type, particularly at the top end (high level business, professional and administrative services, advanced research and technology, advanced education etc.)

Creating these high-end jobs is a land use planning and infrastructure provision task, as well as a matter of economic policy. The principles of spatial economics would indicate that it should be focussed around one location (not spread, otherwise the clustering benefits of agglomeration economies are not available) and be far enough away from the main centre (Perth CBD) not to be overwhelmed by its attraction if it is to viably develop to the scale and complexity of uses that are required. This indicates the viability of the eventual emergence of a major centre, much bigger and qualitatively different to the strategic regional centres that currently characterise the Perth metro area.

It must be sufficiently distant from the centre, in travel time, not to be overwhelmed by the scale and quality of services that are properly and most viably located in the Perth CBD to service its wider region. The new centre will therefore need to have the scale and distance from Perth to operate with some independence from the Perth centre.

This implies a role for Mandurah as the high-end economic anchor to the corridor - the "City in the South". This does not diminish the strong growth in economic activity that will be supplied by Rockingham as the major strategic regional centre in the area in the medium term, but in the long term a high-end economic anchor will need to emerge further south, namely at Mandurah if the current employment mix is to change to include a more balanced mix of high-end jobs.

Proportion of Occupation Types

0%

5%

10%

15%

20%

25%

30%

35%

Managers andAdministrators

Professionals AssociateProfessionals

Tradespersonsand Related

Workers

AdvancedClerical and

ServiceWorkers

IntermediateClerical, Salesand Service

Workers

IntermediateProduction and

TransportWorkers

ElementaryClerical, Salesand Service

Workers

Labourers andRelated

Workers

Subiaco Perth Inner Mandurah Rockingham Kwinana

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In the short and medium term, Rockingham will grow as an important location for a range of job types. It is a strategic regional centre, with a current employment of approximately 3,1001 out of a total employment for the City of Rockingham of approximately 23,000. This compares with larger, more established strategic regional centres, such as Fremantle which has employment in the strategic regional centre of approximately 8,000 out of a total employment for the City of Fremantle of approximately 23,0002.

There are a number of factors which will cause Rockingham to expand its employment base and be one of the key locations for employment for Keralup residents. These include the Kwinana Industrial Area, the Stirling Naval Base and regional level health services and tertiary education facilities, as well as general retail and commercial expansion to service the expanding population base. This may be expected to see the City grow to a Fremantle scale with a strategic regional centre employment of around 8,000 and a City of Rockingham employment of around 20-25,000. Some of these jobs will provide the ‘high-end’ employment component required to diversify the corridor employment base.

Preliminary indications are that the increased population of approximately 200,000 in SW Metro and Peel region will include approximately 66,000 people in the work force. Sustainability principles would require that the majority of these be employed in the region. Population based employment can be expected to account for a maximum of 26,000 jobs, leaving a shortfall of up to 40,000 jobs for maximum self-sufficiency. While a large proportion of these will be employed in externally oriented projects at Kwinana, Henderson and, to a lesser extent, Pinjarra, there is still a shortfall of perhaps 20,000 - 30,000 jobs, a large proportion in high-end activities.

Spatial economics demonstrates the efficiencies of concentrations of economic activity, even modest ones, arising from the increasing returns due to agglomeration effects (i.e. clustering). In a city the size of Perth, until now, there has been economic room for one such concentration, namely the CBD and associated inner areas.

1 Source: WAPC 1997 Land Use Survey2 Source: ABS

The data on employment indicates that this central area is still the dominant location. It can be argued that much of the planning for Perth, especially the transport infrastructure planning, has accepted this and indeed tended to reinforce this pattern.

Almost half of Perth metropolitan employment is accounted for by the CBD, the major regional centres and industrial estates. The striking statistic is the continuing importance of the inner areas, accounting for almost one-quarter of all metropolitan employment. It needs to be recognised that there are good economic reasons why this should be the case, as well as the liveability, city health and vitality reasons to maintain a strong centre.

Looked at holistically, the structure of Perth as a metropolitan area and the way in which development forces are pushing it, has resulted in quite significant and rapid change. This change is the result of a complex interaction between market and planning forces. Hence the changes to date have an underlying logic to them, as will the changes in the future. In particular:

a) Perth is moving from a central focussed corridor model to a linear city on the north-west / south-west axis. This is being reinforced by market demand and by Government infrastructure investment over a long period in major transport routes. This coastal linear growth also coincides with the land that is most geotechnically and environmentally suitable and therefore economic for urban development.

b) The transport system has a strong linear city orientation and this, combined with the projected scale of the city make it now sensible to consider the development of a secondary corridor based employment anchor which will become the next level of agglomeration relative to the central city area. The essence of this is to develop an externally oriented economic base for the North West and South West corridors to reduce the extent to which they are dormitory areas. This is a particular challenge for the NW corridor, which has not developed a major employment node. These nodes would be an integral part of the development of the Network City model.

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iii. It is viable for this anchor to be established in a single concentration in the southern part of the corridor. Mandurah is in the right location and will have the requisite scale to form the anchor. While the SW corridor has a significant economic base with industrial and manufacturing activity (Kwinana, Pinjarra and Henderson), mining services, the Stirling Naval Base and tourism (Mandurah), it does not have a substantial focus of high-end economic activity. While Mandurah is the viable location for this high-end business and technology activity, it will not emerge naturally without some planning intervention and economic development direction and support at each sphere of government.

This approach would seek to substantially increase the morning commuter traffic towards Mandurah. It may also have the effect of increasing the two-way Perth – Mandurah business traffic. This would make the point-to-point performance of the rail line more important. A consequence may be to:

Substantially increase residential and other uses in Mandurah itself, in preference to other locations;

Actively develop high-end (core CBD) activity in Mandurah, with appropriate land use planning, economic development policy and strategy and infrastructure provision at both local and State level;

Delay, perhaps indefinitely, the construction of stations with marginal Network City and sustainability outcomes, especially south of Rockingham.

4.3.5 Consequences for Keralup

The consequences of this for Keralup are:

to increase the importance of transit links to Mandurah and to Rockingham

to make more viable a greater demographic and socio-economic mix in the project area

to increase the level, diversity and scale of employment in Keralup, particularly in the activity corridor linking Keralup to Mandurah

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5.0 LOCAL CONTEXT

5.1 Environmental (ATA Environmental)

5.1.1 Introduction

As mentioned elsewhere within this masterplan report, a previous proposal to develop Amarillo Farm for residential purposes was formally assessed and approved by the EPA in 1997 in the form of a Public Environmental Review (PER). The EPA approval has since lapsed.

Since EPA assessment of the previous development plan for Keralup in 1997 further environmental issues relevant to urban development throughout the region, such as acid sulfate soils, as well as significant changes to contemporary management of environmental issues have arisen.

ATA has undertaken an Environmental Appraisal to provide a description of the environmental attributes of the study area and to identify relevant potential opportunities and constraints.

The investigation has incorporated a detailed desktop review of flora, fauna, geophysical mapping and Aboriginal Heritage Sites register, site inspection and reporting. The desktop assessment was completed prior to a site visit to identify environmentally significant characteristics of the study area and to become familiar with the adjacent land uses. Site inspections and investigations were conducted by ATA personnel in October and November 2005. The detailed report is available upon request, the following provides a summary of the key environmental aspects.

5.1.2 Acid Sulphate Soils

Acid sulfate soils (ASS) are wetland soils and unconsolidated sediments that contain iron sulfides which, when exposed to atmospheric oxygen in the presence of water, form sulfuric acid.

These soils are generally limited to “low lying parts of coastal floodplains, rivers and creeks including areas with saline or brackish water such as deltas, coastal flats, backswamps and seasonal or permanent freshwater swamps that were formerly brackish” (extract from Acid Sulphate Soil Manual; Stone et al., 1998).

When disturbed, these soils are prone to produce sulfuric acid and mobilise iron, aluminium, manganese and other heavy metals. The release of these reaction products can be detrimental to aquatic biota, human health and built infrastructure.

The risk of impact by acid sulphate soils varies over the site depending upon the geomorphology and soil types. The Western Australian Planning Commission (WAPC) have published maps and a list of criteria for the