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June2009
directions
2031
Draft Spatial Framework
for Perth and Peel

June 2009

Western Australian Planning Commission


Albert Facey House
469 Wellington Street
Perth, Western Australia
directions 2031

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 the
Western Australian Planning Commission
Albert Facey House
469 Wellington Street
Perth Western Australia 6000

Published June 2009

ISBN 0 7309 9908 4

internet: http://www.planning.wa.gov.au
email: corporate@planning.wa.gov.au

tel: 08 9264 7777


fax: 08 9264 7566
TTY: 08 9264 7535
infoline:1800 626 477

Copies of this document are available in alternative formats on application


to the disability services coordinator.

ii draft spatial framework for Perth and Peel


Minister for Planning’s
Vision

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 MLA


Minister for Planning
directions 2031
Chairman’s
Vision

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 Prattley
Chairman
Western Australian Planning Commission
contents
01 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

directions 2031 v
01 executive summary

The 2004 release of Network City: community planning and developing the activity centre concept. It is not a final
strategy for Perth and Peel signalled a shift in focus for blueprint, but the latest in an evolving series of plans that
metropolitan planning. Emerging from Dialogue with the have shaped the city over the past 50 years. Each successive
City, a process that culminated in September 2003 with an plan is based on an understanding of contemporary factors
interactive forum involving 1100 participants, Network City that influence the shape and growth of the city, and includes
differed from its predecessors Metroplan (1990), the Corridor assumptions about how the city will change into the future.
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 What are we planning for?
expansion, Network City identified a range of aspirational
strategies aimed at managing urban growth in response to By 2031, a future census year, it is anticipated that Perth
community concerns about the future sustainability of the city. and Peel will have grown from the current population of 1.65
million, to more than 2.2 million. In order to accommodate
Network city is not a traditional spatial plan that can be used this level of growth it is estimated that we will need another
to inform and guide future growth of the region. Therefore, 328,000 houses and 353,000 jobs.
in March 2006 the Western Australian Planning Commission
(WAPC) released a draft state planning policy identifying While this increase is significant, it is not unexpected. The
nine priority tasks required to transform Network City from a Metropolitan Region Scheme and Peel Region Scheme
diagrammatic representation of urban growth principles into a include more than 18,000 hectares of land that is zoned either
spatial framework that establishes firm benchmarks, targets urban or urban deferred and is yet to be developed. Provided
and directions for growth. this land is planned and used effectively and efficiently, it is
expected that it will be sufficient to comfortably meet growth
demands to 2031.
What is Directions 2031?
However, while 2031 provides a useful medium term planning
Directions 2031 is a spatial framework; a high level strategic horizon, we must also be looking beyond that date to ensure
plan that establishes a vision for future growth of the Perth and the city is able to sustainably respond to longer term growth
Peel region, and provides a framework to guide the detailed pressures. Directions 2031 has therefore identified a number
planning and delivery of housing, infrastructure and services of sites that are not currently zoned, but will be investigated
necessary to accommodate that growth. Directions 2031 builds further to determine their suitability for future residential and
on many of the aspirational themes identified in Network City, industrial development.
but also examines some of the
strategy’s underlying assumptions
in the context of contemporary Directions 2031
growth trends and the existing Metropolitan spatial framework that
structure and form of the city. It builds on Network City aspirations

encompasses all land within the


Perth and Peel region schemes, an Growth Strategies
area that is also referred to as the Setting growth policy, targets and
‘city’ or ‘metropolitan region’ in this staging for the city’s 6 sub-regions
report. It represents the highest
level of strategic land use planning
Structure Plans
for the city. Strategic land use plans to guide
development within the 6 sub-regions
Directions 2031 responds directly
to several of the tasks identified in
the WAPC’s 2006 state planning Centre Plans
Strategic land use plans to guide
policy, including detailing the the development of activity centres
metropolitan structure, determining
local population housing and
job targets, managing growth, Strategic planning hierarchy for Perth and Peel region

1 draft spatial framework for Perth and Peel


What kind of city will it be? • Connected city: which assumes a more balanced
distribution of housing, population and employment
across the metropolitan area.
Building on the community sentiment expressed through
Network City, Directions 2031 has identified six strategic • Compact city: which assumes a more intensive
themes that will be used to help shape future urban growth redistribution of growth to existing urban areas.
in a way that captures the many and varied expectations we
have of our city; a liveable city; a prosperous city; an equitable The connected city is considered the most realistic model for
city; an accessible city; a green city; a responsible city growth of the city over the next 20 to 25 years. It reflects the
key assumptions underpinning Directions 2031, while at the
In addition, to inform the future physical character and extent same time responding to some of the community aspiration
of the city, Directions 2031 is based on the following key expressed in Network City.
assumptions:
It also represents a significant shift in ‘business as usual’
• A more compact city is desirable: which means we growth patterns, and will require a concerted and continued
must continue our efforts to achieve more consolidated effort to achieve the expected 50 per cent increase in infill
development in appropriate locations. development rates and 50 per cent improvement in average
• We must work with the city we have: approximately 60 residential densities in new development areas.
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 Structural elements
will help to contain future growth, it is anticipated that by
2031 this proportion will remain fairly constant. We must Directions 2031 has identified three integrated layers that
acknowledge this and ensure that we plan equitably for will form the key structural elements of the city, and be used
future communities. as a means of organising the city to reinforce the spatial
framework objectives:
• We must make more efficient use of land and
infrastructure: managing the scale of population and
• Activity centres network: a network and hierarchy of
urban growth expected by 2031 will not only require
centres that provide a more equitable distribution of jobs,
more effective use of existing developed areas, but more
services and amenity throughout the city.
efficient use of new land released for development. We
are currently achieving an average residential density of • Movement network: an integrated system of public and
10 dwellings per zoned hectare on the urban fringe. We private transport networks that are designed to support
must increase this to at least an average of 15 dwellings and reinforce the activity centres network, and reduce the
per zoned hectare if Directions 2031 growth targets are time, cost and impact of travel.
to be achieved.
• Green network: a network of parks, reserves and
• We must prioritise land that is already zoned: we conservation areas that support biodiversity, preserve
already have a significant supply of land that has been natural amenity and protect valuable natural resources.
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 Implementation
the first priority for new development.
Directions 2031 has identified key policy and planning actions
required for its implementation. Some of these actions, such
Scenarios for growth as a review of the metropolitan centres policy, preparation of
growth management strategies and sub-regional structure
Directions 2031 considered three possible scenarios to plans, and development of a metropolitan public transport
accommodate expected growth: strategy, are already being progressed and will be released
over the coming year. Others will be prioritised and further
• Linear city: which assumes the continuation of current developed in consultation with key stakeholders.
trends to 2031 or business as usual growth patterns.

directions 2031 2
02 planning for the future

Introduction
Over 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.
Since the 1950s, the State Government has sought to the consolidation of existing and future urban development,
guide this growth through the preparation and adoption of the facilitation of job creation and employment growth in a
successive spatial plans. Importantly, these plans not only new pattern of centres throughout the middle suburbs, high
define where urban growth should occur, but also areas that levels of accessibility via both public and private transport
should be protected from development pressure. and a new system of metropolitan parks. It will be achieved,
in part at least, by improved urban management.”
The Plan for the Metropolitan Region, Perth and Fremantle
(otherwise known as the Stephenson-Hepburn Plan) was Network City was released in 2004 following the Dialogue with
released by the State Government in 1955. The plan provided the City process. It emphasised growth management, in an
the early basis for the city’s current spatial form, characterised effort to contain fringe urban growth and enhance opportunities
by urban corridors separated by green wedges of non urban for urban regeneration and renewal within the existing urban
land uses. The plan was designed to accommodate a area. The theme of Network City was to integrate transport
population of 1.4 million people by 2005, and provided for the and land use in a network of places connected by corridors
establishment of three contemporary planning instruments – that allow for the movement of freight and people. These
the Metropolitan Region Scheme, the Metropolitan Region places of exchange were defined as activity centres, and
Planning Authority (now the Western Australian Planning were connected by activity corridors. Public transport was to
Commission) and the Metropolitan Region Improvement Fund. be supported by a range of activities at the centres as well as
the land uses along the activity corridors linking the centres.
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-
Although planning approaches for the
regional centres.
region span fifty years, there are a number of
consistent themes running through them:
In 1987, a review of the Corridor Plan and the Metropolitan
Region Scheme resulted in a new planning approach, 1. an emphasis on limiting urban expansion;
Metroplan. Metroplan sought to accommodate a projected
population of between 1.27 and 1.37 million people by 2001,
2. concern for the protection of green spaces;
and stated that: 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.

“the principal themes of the preferred planning strategy are

directions 2031 4
02 planning for the future

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 Directions 2031 builds on earlier planning
implications for the city and must be planned carefully to frameworks for the Perth region to provide
ensure we preserve the qualities and characteristics we most direction on:
value - the beaches, parks and bushland, the Swan River,
1. How we provide for a growing population whilst
lakes and wetland habitats, and the Darling Escarpment.
ensuring that we live within available land,
water and energy resources.
With growth comes the opportunity to complement the
abundant natural assets of the region with some of the more 2. Where development should be focused and
urban qualities that are characteristic of cities with a critical what patterns of land use and transport will best
threshold of population and activity - civic and cultural pursuits, support this development pattern.
art and entertainment, and a greater diversity of housing and
employment opportunities. 3. What areas we need to protect so that we
retain high quality natural environments and
The planning challenge is to influence the growth of the city in resources.
such a way that a critical threshold of activities are delivered in
4. What infrastructure we need to support our
locations that are accessible to the growing population, while
growth.
at the same protecting those areas that are valued and give
our city its distinctive character.

1925 1974 2002


66 km2 378 km2 631 km2

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.

5 draft spatial framework for Perth and Peel


Planning for Provided this land is planned and used effectively and
efficiently, it is expected that it will be sufficient to comfortably

growth 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
City growth presents many challenges in terms of land supply, 2031 a significant proportion of residents will be over 55. This
access to services and infrastructure, and protection of natural has important implications for planning and the provision of
resources. However, while the forecast increase in population infrastructure and services.
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.

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

2008
830 km2

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.

directions 2031 6
03 vision and key themes
Vision
“By 2031, Perth and A liveable city
Peel people will have Living in or visiting our city
should be a safe, comfortable and
created a world class enjoyable experience

liveable city; green,


A prosperous city
vibrant, more compact Our success as a global city will
and accessible with a depend on building on our current
prosperity
unique sense of place.”
An equitable city
Themes All Western Australians should enjoy
the benefits of growth and changes
in the city
We 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 An accessible city
generally include a place that: People should be able to easily
meet their education, employment,
• is clean, green, productive and distinctive; recreation, service and consumer
• has good public transport, cycling and pedestrian needs within a reasonable distance
systems; of their home
• is equitable, inclusive, safe and prosperous;
• provides high standards of affordable housing, education
and health care; A green city
• maintains high levels of employment; We should grow within the
• is tolerant and embraces diversity; constraints placed on us by the
• is culturally and intellectually stimulating; and environment we live in
• gives people a sense of identity, pride and belonging.

Directions 2031 acknowledges these values and has identified A responsible city
six strategic themes that will be used to help shape future We have a responsibility to manage
urban growth in a way that captures the many and varied urban growth and make the most
expectations we have of our city.
efficient use of available land and
infrastructure

directions 2031 8
03 key themes

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.

1 Liveable
Living 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.

2
• Identify, protect and build on
neighbourhood character and
sense of place.
Prosperous
Our success as a global
• Protect heritage places and values.
city will depend on building
• Improve community safety. on our current prosperity
• Provide good quality passive and
active public open space. • Provide a hierarchy of places and
• Foster our cultural identity. locations for a range of economic
activity and employment across the
Perth and Peel region.
For places to be well used and appreciated they must be
• Increase the levels of employment self-
safe, comfortable, interesting and attractive. Good urban
sufficiency in sub-regional areas.
design can help deliver these things, and promote a sense of
community ownership and pride in public places. • Ensure an adequate supply of well
located land for industrial development.
However, the things that we value about our neighbourhood • Protect access to productive natural
are often less tangible. It may be the view down a certain resources and agricultural land.
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 Continued prosperity is important for the wellbeing of a
values are not lost or unnecessarily compromised by new growing community; however, it is only possible if we are able
development. to grow and expand our economic and employment base in
line with expected increases in population.
Equally important is the unique identity that we have as
Western Australians, and residents of one of the most isolated Employment and access to jobs are important considerations
cities in the world. That identity is expressed in our shared for a growing city. At present the Perth central area provides
heritage and culture, and also in the way that our towns, one in every six jobs throughout the metropolitan region. While
suburbs and streets have developed over time. These are the the Perth central area is expected to maintain a significant
things that differentiate us from other cities, and that sense of share of total jobs, it is evident that this employment imbalance
place must be acknowledged by planners and developers as is placing increasing pressure on our transport systems,
the city continues to grow. leading to longer commuting times and increased congestion.

9 draft spatial framework for Perth and Peel


To assist in addressing this issue, Directions 2031 has The creation of walkable neighbourhoods that make it easy
identified a network of activity centres to complement the role to walk or cycle to facilities and services, and access public
of the Perth central area and provide a greater distribution of transport, will help to provide a healthier environment and
jobs throughout the metropolitan region. reduce our dependence on the private car and vulnerability
to rising fuel prices.
Directions 2031 will also ensure that suitable land is identified to
support the economic activity of the city and State, particularly In recent years housing affordability has become a significant
for infrastructure provision and industrial development. In community issue. Western Australians have long aspired
addition, the city cannot grow without access to basic raw to the goal of home ownership but now, for many, this goal
materials for construction and production of goods. Directions may be out of reach. Directions 2031 recognises that part
2031 will continue to protect these important assets. of the affordability challenge relates to the lack of diversity
in the Perth housing market, which is dominated by single
It is also important to recognise the significance of locally detached housing. The provision of a range of housing types,
based agricultural production. Market gardens in the north, particularly housing that meets the needs of young adults and
east and south of the region provide an important food source older people, will assist with providing greater housing choice
for the growing population. Agricultural activity in the Swan at different price points in the market.
Valley, particularly vineyards, also provides a valuable export

4
and tourism resource.

Accessible
3 Equitable
All Western Australians
should enjoy the benefits
of growth and changes in
People should be able
to easily meet their
education, employment,
recreation, service and
the city consumer needs within
a reasonable distance of
• Plan for an equitable distribution of their home
public and community infrastructure
throughout the city. • Improve the relationship between land
use and public transport.
• Improve the timing and coordination of
infrastructure for new areas. • Plan for new public transport services
to improve access to a greater propor-
• Improve access to local services and tion of the community.
facilities.
• Recognise and build on the growing
• Ensure an adequate supply of preference for non-motorised forms of
affordable housing.
transport - walking and cycling.
• Promote connections between activity
centres.
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 Since the 1950s Perth, like many cities shaped by significant
ensure that they provide for a range of local activities at the post war population growth, has been planned and developed
early stages of development, including living, working and in response to a preference for suburban living enabled by
recreational opportunities. 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.

directions 2031 10
03 key themes

5
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
Green
movement of goods and freight, and the provision of everyday We should grow within the
services to a growing community. constraints placed on us by
the environment we live in
Directions 2031 will seek to reduce the growth of individual
car use by encouraging changes in travel behaviour and • Protect and manage significant natural
supporting the creation of neighbourhoods and activity resources.
centres that are based on walking, cycling, and access to • Protect our coastline and rivers.
effective public transport services.
• Protect water supplies.
Government decisions to electrify the metropolitan rail • Reduce energy use and greenhouse gas
system and invest in the northern and southern rail lines emissions.
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
By its very nature urbanisation has a significant impact on the
surrounding stations.
environment. Appropriate planning can limit the impact and
areas of particular environmental or resource value can be
Examples such as Subiaco redevelopment and the city rail
identified and protected.
project demonstrate the positive impact of integrating land
use with public transport. Directions 2031 supports the
The Perth and Peel region is environmentally diverse and
principles of transit oriented development in the planning and
careful planning has protected a series of high quality natural
re-planning of activity centres to achieve better integration of
areas such as Kings Park, Bold Park, Whiteman Park and
land use and transport services.
Yanchep National Park. Our rivers and beaches are publicly
accessible and protected by reservation. Areas of significant
Directions 2031 promotes the connection of centres by
landscape value, such as the Swan Valley and Darling
effective public transport links. It also supports a more
Escarpment are valued and there is a growing awareness of
balanced distribution of employment and living opportunities
the importance of our wetlands to the overall health of our
in centres throughout the Perth and Peel region to provide
environment.
work opportunities closer to people’s place of residence.

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.

11 draft spatial framework for Perth and Peel


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.

6 Responsible
We have a responsibility to
manage urban growth and
make the most efficient
Directions 2031 also contends that land which has been
deemed suitable or potentially suitable for new urban
use of available land and development, and has been zoned accordingly under the
infrastructure Perth and Peel region schemes, should be prioritised for new
development.
• Ensure growth occurs in places that
provide for long term viability and Part of the rationale for this more consolidated growth strategy
liveability. is to improve the efficiency of existing public infrastructure,
reduce the demand for new infrastructure and services, and
• Prioritise the development and use of
avoid the spread of development that is not contiguous with
land that is already zoned urban or
the existing urban front and infrastructure network.
urban deferred.
• Develop a coordinated and systematic Directions 2031 recognises the need for improved coordination
approach to infrastructure and land use of land use and infrastructure planning. Accordingly the
planning and development. Department of Planning intends to implement an urban
• Minimise conflict between land use development program as a matter of priority. The program
and key infrastructure assets. will play a key role in aligning strategic development and
• Ensure the cost of infrastructure infrastructure provision, and will contribute to a shared
provision is shared equitably. understanding among local councils, developers and
infrastructure and service providers of issues relating to land
supply, development activity, and infrastructure and service
Urban land is an important asset for a growing city and must constraints and requirements.
be used as efficiently and effectively as possible to ensure
the impacts of growth are minimised. Directions 2031 has The planning system will also need to address the increasing
identified a target of 50 per cent increase in infill development potential for conflict between land uses and key infrastructure.
rates and 50 per cent improvement in average residential Buffer areas need to be identified early and then protected
densities in new development areas to ensure growth of the against encroachment from inappropriate land uses. At
city can be sustained beyond 2031. 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.

directions 2031 12
04 scenarios for growth

By 2031, the population of the city will have increased by


over half a million people. While there are many ways the city Growth scenarios
could grow to accommodate this population, it is the role of
the spatial framework to identify a preferred growth scenario • Linear city: assumes the continuation of
to provide guidance to the development of policies and plans, business as usual development patterns
and the provision of infrastructure necessary to support that with the majority of growth occuring on the
growth.
urban fringe.
Directions 2031 has established the following criteria to help • Connected city: assumes a more
identify a preferred growth scenario:
balanced distribution of infill and greenfields
development.
• A more compact city is desirable: which means we
must continue our efforts to achieve more consolidated
• Compact city: assumes a more
development in appropriate locations.
consolidated pattern of growth with an
• We must work with the city we have: approximately 60 emphasis on infill development.
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 Input data
2031 this proportion will remain fairly constant. We must
acknowledge this and ensure that we plan equitably for • WA Tomorrow: WA Tomorrow forecasts
future communities. have been used as the baseline estimates
of population and housing growth to 2031.
• We must make more efficient use of land and
infrastructure: managing the scale of population and • Housing targets: these targets have
urban growth expected by 2031 will not only require been developed collaboratively by the
more effective use of existing developed areas, but more Department of Planning and metropolitan
efficient use of new land released for development. We local governments as an indicator of
are currently achieving an average residential density of capacity for growth in infill and greenfields
10 dwellings per zoned hectare on the urban fringe. We
housing to 2045.
must increase this to at least an average of 15 dwellings
per zoned hectare if 2031 growth targets are to be • Urban growth monitor: the urban
achieved. growth monitor has been used to define
how much urban and urban deferred land is
• We must prioritise land that is already zoned: we
available for development.
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
Key variables
the first priority for new development.

The key variables used to differentiate the


Directions 2031 considered three possible scenarios for future
growth based on a constant set of input data and applying key
growth scenarios, are:
variables. • Extent to which infill housing targets are
achieved

• Residential densities per gross hectare for


greenfields development

13 draft spatial framework for Perth and Peel


Measure Scenario 1 Scenario 2 Scenario 3
Compact city Connected city Linear city
Expected increase in population
556,000 556,000 556,000
by 2031
Constant

Dwellings required to house new


328,000 328,000 328,000
residents to 2031

Amount of zoned land available to


18,600 ha 18,600 ha 18,600 ha
develop new houses

Percentage of infill housing targets


75 % 55 % 35 %
Variable

achieved

Average density per gross hectare for


17.5 du/gha 15 du/gha 10 du/gha
greenfields housing development

Percentage of all new dwellings


accommodated within existing 64 % 47 % 30 %
Scenario Outcome

developed areas (infill)

Area of zoned land required to


accommodate housing outside
6,700 ha 11,500 ha 23,000 ha
of existing developed areas
(greenfields)

Balance of zoned land available for


11,900 ha 7,100 ha - 4,400 ha
development beyond 2031

Preferred scenario
du = dwelling units
gha = gross hectare

directions 2031 14
04 scenarios for growth

Preferred growth scenario 2. Significant planning and due diligence has been
undertaken for new urban growth areas on the basis of
successive strategic planning decisions.
Scenario 2 - Connected city has been identified as the
preferred growth scenario for the city to 2031. It recognises 3. Communities are generally protective of their
that the future growth of the city will be shaped in part by neighbourhoods and there is understandable resistance
planning and development decisions that have already been to significant infill development that, if not planned
made. However, it will require significant improvement over appropriately, will change the character and amenity of
the next 20 to 25 years in both targeted infill development and these areas.
greenfield residential densities.
In addition, without change to economic policy there is a
On current trends it is estimated that the amount of infill significant risk that the compact city model would exacerbate
residential development achieved as a proportion of total housing affordability issues, as it would potentially constrain
development between now and 2031 will be between 30 and the supply of land and force new housing development into
35 per cent. The connected city scenario seeks a 50 per cent the more expensive areas of the city.
improvement on current trends and has set a target of 47 per
cent or 154,000 of the required 328,000 dwellings as infill Scenario 3 - Linear city is considered the least
development. The Department of Planning will continue to sustainable of the three growth scenarios as it consumes the
work with local governments and service delivery agencies to greatest amount of new urban land, exhausting the supply of
further develop the housing targets program and move to start zoned land well before 2031, and requires significant public
realising infill development opportunities. and private investment in the provision of infrastructure
to support new growth. The additional 4,200 hectares of
Similarly, the connected city scenario expects an improvement urban land required to deliver this growth model also has the
in the residential densities being achieved for new greenfield potential to impact on areas of environmental and resource
development on the urban front. At present, new residential protection value.
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
Connected city profile
Planning Commission will be reviewing current policy settings
The following charts summarise the anticipated population,
to ensure that this target can be achieved.
housing and employment profile for the connected city
scenario in 2031 in the content of the six planning sub-regions:
Scenario 1 - Compact city is a desirable model in terms
of maximising the use of existing urban land and infrastructure.
• central (inner and middle sectors)
However, it is a model that would require a substantial cultural
shift to change the way that people are currently choosing • north-west
to live in this city, and significant intervention on the part of • north-east
governments to revisit earlier planning and development
• south-east
decisions and potentially remove entitlements, either real or
perceived. In particular • south-west;
• Peel.
1. There is a substantial amount of land that is currently
under development with some 49,000 lots granted
conditional approval in the system.

15 draft spatial framework for Perth and Peel


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 16
05 structural elements

Perth, like all cities, is a multi-layered system of land use and • encourage the agglomeration of economic activity and
activity networks. The physical form of a city is determined cultivation of business synergies; and
largely by the way in which these networks are planned and
• support the development of local identity and sense of
developed over time. In the case of Perth and Peel, land use
place.
and activity networks have been developed to reinforce a
lineal pattern of growth focused primarily on the Perth central Importantly, activity centres will become a major focus of
area. business and employment, particularly in the upper tiers of
the activity centres hierarchy. While Perth central area is
To achieve the connected city scenario Directions 2031 expected to maintain a significant share of total employment,
proposes that new growth occurs in a more balanced way a key objective of Directions 2031 is to influence a shift of
around a diverse activity centres network, linked by a robust businesses and jobs to emerging centres beyond Perth, and
movement network and supported by a green network of encourage greater levels of employment self-sufficiency in
parks, conservation and biodiversity areas. middle and outer urban areas.

Hierarchy of centres
Activity centres Directions 2031 has identified a hierarchy and spatial
network 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
Activity centres are community focal points for people,
Metroplan, while acknowledging the functional differences
services, employment and leisure. Some will provide a
of centres within the same tier of the hierarchy. Directions
diverse range of employment, housing, retail, community,
2031 has also introduced a new tier of primary centres to
education and medical services, while others will simply cater
provide a more balanced distribution of employment, services
for the basic day-to-day needs of the local community. Some
and amenity to the 60 per cent of the population that will live
of these activity centres already exist while others are yet to
outside of the inner and middle areas by 2031.
be developed.

Role and function of centres Activity centres hierarchy


The role and function of centres, and the diversity of activity Perth central area
within them will vary depending on their catchment; however,
in general they will:
Primary centres
• provide services, employment and activities that are
Strategic centres
appropriate and accessible to the communities they
city centres specialised centres industrial centres
support;
• be integrated with and encourage the efficient operation Regional centres
of the transport network, with particular emphasis on town centres specialised centres industrial centres
promoting public transport, walking and cycling and
reducing the number and length of trips; District centres
• be designed based on transit oriented development town centres industrial centres
principles;
Neighbourhood centres
• provide opportunities as places to live through higher
density housing (with the exception of industrial centres) Local centres
and the development of social and cultural networks;

17 draft spatial framework for Perth and Peel


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 Based on current population and employment projections it is
the city’s 2.2 million population will live outside the inner anticipated that there will only be sufficient economic activity
and middle sectors of the metropolitan area. Without any for the consolidation and growth of two such centres in the
structural change to the way the city currently operates period to 2031.
(ie with Perth central area as the single focus of high end
employment, services and transport activity) it is anticipated To improve employment self-sufficiency in outer growth
that the emerging challenges of traffic congestion, increased areas, primary centres must evolve from a population driven
commuting distances and times, rising travel costs, and poor consumer goods and services profile by attracting knowledge
employment self-sufficiency will increase. intensive and producer service businesses. To achieve this,
primary centres must build on their existing assets and invest
To address this growing imbalance between where people in the attributes that influence the locational decisions of these
live and work, Directions 2031 has introduced a new tier in the businesses, including accessibility, land availability, local
activity centres hierarchy - primary centres. Primary centres amenity, communications and technology, and the availability
are functionally similar to strategic city centres, with the of skilled labour.
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 Strategic centres
centres in growth areas away from Perth central area is
expected to contribute to employment self-sufficiency and In their most common form, strategic centres are the main
reduced travel distance for employees living in outer and regional centres for consumer transactions, providing
middle sectors, while also providing a recognisable business convenience and comparison retail, domestic community and
address and opportunities for agglomeration. health services, and professional and business services to
a large catchment population. Directions 2031 has defined
Two primary centres have been identified - Joondalup to the these as strategic city centres.
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.

directions 2031 18
05 structural elements

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 Strategic industrial centres
of these centres is to provide a range of housing,
services, facilities and activities necessary to support the Maintaining a strong and regionally dispersed network
communities within their catchments, thereby reducing of industrial centres is critical to the continued economic
the requirement for travel outside of the catchment. growth and prosperity of the city. Directions 2031
This diversity will be a key component in developing the recognises that not all industry is the same and has
liveability of these centres. identified a classification of industrial centres in the activity
centres hierarchy. Strategic industrial centres provide
Strategic specialised centres for the highest level of industrial activity throughout the
metropolitan area, with a focus on heavy manufacturing,
Directions 2031 has identified four additional centres in the processing, fabrication and overseas export. There
strategic tier of the hierarchy (UWA-QEII, Murdoch, Curtin are five existing strategic industrial centres (Kwinana,
and Perth Airport) that are focused on specific activities Henderson, Kewdale-Welshpool, Oakley and Wagerup)
and generate a high number of daily work and visitor trips. and one planned for future development (Hope Valley-
These centres are differentiated from strategic city centres Wattelup). The key focus of Directions 2031 will be to
by their primary focus on a specialised institutional or ensure that these centres are well serviced by industrial
economic activity. Strategic specialised centres are an transport infrastructure (road and rail) and appropriately
important part of the metropolitan centres network as they located intermodal facilities, and are accessible to their
are key drivers of innovation and information exchange, skilled workforce.
and generators of employment. They also provide
significant opportunities for the development of business
synergies and agglomeration of like activities. Due to
Regional centres
their specialised nature, these centres generally have a
wider catchment than strategic city centres and rely on
Regional centres form the next tier of the activity centres
a high level of access, particularly to public transport, for
hierarchy. They share similar characteristics with strategic
their effective operation. Mixed uses that complement the
centres but generally serve smaller catchments and offer a
primary function will be encouraged, at a scale that will
more limited range of services, facilities and employment
not compete with other centres in the hierarchy.
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.

19 draft spatial framework for Perth and Peel


The continued development of this tier of centres is essential District centres
to supplement the network of primary and strategic centres,
particularly in the outer areas of Perth and Peel where
District centres have a greater focus on servicing the
fewer of the higher tier centres exist. Like strategic centres,
daily and weekly needs of residents. The composition and
there is a functional differentiation of centres in the regional
diversity of activity in a district centre varies throughout Perth
centres classification that have different spatial and planning
and Peel according to the size and maturity of its catchment.
requirements which need to be acknowledged.
However, their relatively smaller scale enables them to have a
greater local community focus and provide services, facilities
Regional town centres
and employment opportunities that reflect the particular
needs of their catchments. The continued development of
Regional town centres are important suburban centres
this tier of centres is essential to ensure local communities
that are generally based around retailing offering a range
have good access to a minimum range of services. District
of convenience and comparison goods and services. They
centres are grouped into two separate classifications that
also include office, housing, community, recreational and
reflect functional characteristics.
in some cases entertainment. While many of these centres
are retail dominated, some have emerged to be important
District town centres
mixed use and employment centres. Opportunities exist to
encourage more mixed use development in appropriately
District town centres generally serve the main weekly
located centres, especially if they are located on high
household shopping, service and community needs of
frequency public transport routes.
the district. They are predominantly retail focused but
many also include a limited mix of other uses such as
Regional specialised centres
offices, medical and professional services, hospitality and
entertainment and housing. Some also include or are
Regional specialised centres, like their strategic
associated with civic, community and recreation facilities.
counterpart, are centres with a specific institutional or
economic activity focus. These centres are smaller in
District industrial centres
scale than strategic specialised centres and are expected
to generate fewer daily work and visitor trips. However,
District industrial centres are primarily focused on the
like strategic specialised centres they are important
provision of general and light industrial services and
generators of economic activity and offer opportunities
products to meet the personal household and transport
for the agglomeration of complementary businesses
needs of the local population (eg plumbers, mechanics,
and services. Directions 2031 has identified two regional
landscapers, building supplies). These centres provide
specialised centres (Jandakot Airport and Shenton Park).
an essential local service, although some are under
increasing pressure for redevelopment. Directions 2031
Regional industrial centres
recognises the importance of district industrial centres
and promotes the identification of suitably located and
Regional industrial centres are primarily focused
serviced land to meet the local industrial needs of a
on providing industrial products and services to the
growing community.
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 Neighbourhood centres
centres rely heavily on the efficient movement of goods
and services throughout the metropolitan region. It is Neighbourhood centres are important local community focal
therefore important that there is a balanced distribution points that perform a vital role in providing for the main daily
of centres across the city to reduce freight handling and shopping and community needs of the neighbourhood.
improve the provision of products and services to the Neighbourhood centres will typically include a minor
broader community. Directions 2031 has identified ten supermarket together with a range of ancillary convenience
existing and three planned regional industrial centres. tenancies. They may also include some minor community
facilities.

directions 2031 20
05 structural elements

Local centres 1. Increasing dwelling densities in activity centres


(particularly around public transport nodes) will relieve
the pressure on urban fringe locations to provide the bulk
There are a significant number of local centres spread
of new housing in the form of single detached dwellings.
throughout the metropolitan region that provide for the
incidental convenience shopping needs of the local 2. Higher densities and innovative dwelling designs will
community within their walkable catchments. These centres improve access to a variety of housing types, and
will typically include a corner deli and newsagent but are potentially improve housing affordability.
generally limited in retail offering. However, they provide an
3. Increased catchment populations close to activity
important and highly accessible service to local communities
centres will increase the expenditure available to support
and will continue to be promoted as part of the overall activity
businesses in food and beverage, clothing and footwear,
centres hierarchy.
and entertainment and professional services, which will
in turn increase the level of amenity available to attract
knowledge intensive and producer service businesses.
The need for diversity in
activity centres 4. Increased residential populations at activity centres
will promote employment self-containment, which is
A key difference between Directions 2031 and earlier important for attracting knowledge workers and reducing
metropolitan spatial planning is the way in which activity journey-to-work trip generation.
centres are conceptualised. Previous plans and policies 5. Increased public transport patronage will moderate
focused primarily on the retail function of centres; however, growth in individual car use, while improving the viability
Directions 2031 recognises that the most successful centres of the public system and promoting network extensions
are those that offer a diverse range of services, activities and and improvements in service frequency.
amenity to their catchment populations. Perth central area,
Fremantle and Subiaco are good examples of centres at 6. The introduction of resident populations in centres
different levels of the hierarchy that offer a diversity of activity provides the opportunity for development of social and
and experiences, and have become popular and distinctive cultural networks, and the creation of local identity and
destinations as a result. sense of place.

Greater diversity in centres not only provides a more It will be necessary to stipulate minimum residential densities
equitable distribution of services and facilities throughout the to ensure these benefits will be maximised in activity centres.
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.
Role of employment in
Therefore, it is essential that these centres incorporate activity centres
transit oriented development principles. Direction 2031
acknowledges that not all activity centres in the hierarchy can Employment is a key driver of continued economic growth and
or will achieve these levels of diversity. However, the intention prosperity. It underpins our collective standard of urban living
is that the higher order centres (ie those in the top four to five and supports the provision of essential goods and services
levels of the hierarchy) will become more diverse over time to the community. Directions 2031 also recognises that
through focused planning and policy intervention. 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:
The role of housing in 1. improving the relationship between where people live and
activity centres work can result in reduced travelling times, reduced traffic
congestion and emissions, and increased opportunities
Directions 2031 recognises that the role of housing is critical for non-car based commuting such as walking, cycling
to developing a diverse and sustainable network of activity and public transport.
centres (other than industrial centres), and can deliver the
following benefits: 2. achieving a greater distribution of employment
opportunities throughout the metropolitan region can

21 draft spatial framework for Perth and Peel


reduce the pressure on traditional employment areas −− preparing business plans and securing associated
(such as Perth Central Area) and increase employment funding for the implementation of the activity centres
self sufficiency in other parts of the city. planning program.
3. focusing employment in centres provides significant 2. Activity centre model framework: the preparation of a
opportunities for the agglomeration of compatible set of guidelines to be adopted as a model framework for
businesses, which can lead to greater productivity the future planning and design of activity centres. These
through information and technology exchange, and more guidelines will complement the Liveable Neighbourhoods
efficient use of infrastructure and services. policy and are intended for use by state and local
governments and the private sector in the preparation of
centre plans.
Planning of activity centres
3. Activity centre plans: where necessary the state
government will work in partnership with local
Directions 2031 has identified a number of priority actions
governments, key stakeholders and the community to
necessary to support implementation of the new activity
prepare plans for activity centres and develop strategies
centres network. These include:
for their implementation.
1. Following public review and any associated amendments,
4. Activity centre implementation: consideration will be given
endorse Directions 2031 as the spatial framework for
to the introduction of stronger planning mechanisms, such
Perth and Peel over the next 20 to 25 years.
as planning assessment panels, planning control areas,
2. Develop an activity centres policy that aligns with and improvement plans, and call in powers for projects of
supports the strategic directions outlined in the spatial regional significance, to ensure that strategic objectives
framework. for activity centres are achieved.
3. Prepare and regularly review growth management
strategies and structure plans for sub-regional areas
to ensure staging of new development and investment
Spatial distribution of
in infrastructure supports and reinforces the spatial
activity centres
distribution of centres.
The spatial distribution of the top tiers of the activity centres
4. Undertake an activity centres planning program in hierarchy is shown on the following pages. Greater detail of the
collaboration with local governments, key stakeholders activity centres hierarchy is shown on the spatial framework
and the community, to plan for the continued development plan and in the description of the sub-regional areas.
and diversification of activity centres.

Items 1 to 3 are being actioned by the Department of Planning Activity corridors


and Western Australian Planning Commission as a matter of
priority. Item 4, the activity centres planning program is an Network City introduced the concept of activity corridors as
ongoing program of works that will include the following key “connections between activity centres that provide excellent,
elements: high frequency public transport to support the land uses that
will occur along the activity corridors and at activity centres”.
1. Activity centres audit: the Department of Planning will
Directions 2031 supports the principle of activity corridors,
carry out an audit of the identified activity centres in
and the intensification of residential development where
collaboration with local governments, for the purpose of:
appropriate along their length. However, it does not support
−− determining what plans have been prepared for the expansion or ribbon development of commercial activities
centres, the status of those plans and what additional beyond the core of activity centres, as it diminishes the viability
work is required to influence a transition to the new of centres and has the potential to create access and traffic
centres typology; conflicts along the corridor. To guide the implementation of
activity corridors, the Department of Planning is currently
−− developing a prioritised work program for any
undertaking two pilot projects, along Stirling Highway and
planning or re-planning of centres that may be
Scarborough Beach Road. It is intended that these projects
required; and
will inform the future policy position on activity corridors.

directions 2031 22
05 structural elements

Activity centres hierarchy

Perth central area


Perth East Perth
Northbridge West Perth

Primary centres
Joondalup Rockingham

Strategic centres
City centres Specialised centres Industrial centres
Armadale Midland Curtin 1
Kwinana3
Cannington Morley Murdoch Hope Valley-Wattleup
Fremantle Stirling UWA-QEII2 Henderson
Mandurah Yanchep Perth Airport Kewdale-Welshpool4
Oakley
Wagerup

Regional centres
Town centres Specialised centres Industrial centres
Alkimos Leederville Jandakot Airport Bayswater- Malaga
Ashfield Maddington Shenton Park 6 Bassendean 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- Wangara
Ellenbrook Warwick Kenwick
Karrinyup Whitfords
Kwinana

District centres
Town centres Industrial centres
Neighbourhood 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-Welshpool includes Forrestfield.
5. Victoria Park includes Victoria Park and East Victoria Park.
6. Shenton Park includes Shenton Park, Mt Claremont and Karrakatta.

23 draft spatial framework for Perth and Peel


Legend YANCHEP

NORTH-WEST
Perth central area

Primary centre NORTH-EAST


JOONDALUP

Strategic city centre

MIDLAND
MORLEY
Strategic specialised centre
STIRLING PERTH PERTH
AIRPORT
Regional town centre UWA-QEII
CENTRAL
CURTIN
Regional specialised centre
CANNINGTON

Strategic industrial centre FREMANTLE


MURDOCH
Regional industrial centre

Urban SOUTH-WEST

ARMADALE

Non urban

Rural

Railways - passenger
SOUTH-EAST
ROCKINGHAM
Major roads

Sub-region boundary

MANDURAH

PEEL

Activity centres - top four tiers


05 structural elements

Movement network 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
The day to day functioning of a city is highly dependent on the planning program in partnership with local governments,
effectiveness of its transport network. A significant amount communities and key service providers, will assist in the
of time, money and energy is consumed in the movement of planning and development of centres and coordination of
people and goods around the city, so it is important that the service and infrastructure delivery.
movement network is as efficient as possible.

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

Directions 2031 encourages a change in travel behaviour Over 318,000 trips are made daily on Perth’s public transport
to more sustainable options, and anticipates that improved system. While this is an important contribution to the movement
integration of land use and transport through the development network, particularly in a spatially dispersed and relatively low
of the activity centres network will lead to a reduction in the density city, it represents only 5.5 per cent of total daily trips
length of individual trips and reliance on the private motor throughout the Perth and Peel region and an estimated 9.2
vehicle. per cent of all trips during the morning and afternoon peak
hours when major road infrastructure is close to capacity.
While this approach is expected to moderate growth in
individual car use, it is recognised that private vehicles will In recognition of the important role that public transport must
continue to be the predominant mode of transport for the play in shaping the future growth of the city and reducing
foreseeable future, particularly for the movement of goods and dependence on the private car, the State Government
freight and the provision of everyday services to a growing is preparing a public transport strategy to guide the next
community. generation of investment in public transport infrastructure and
identify opportunities to increase public transport’s share of
Directions 2031 has identified the following strategies to total travel. The existing public transport system is designed
address continued demand for private transport, while at the primarily around the efficient movement of people to and
same time encouraging a shift to other modes and identifying from the Perth central area as the commercial epicentre
opportunities for new investment in transport infrastructure of the metropolitan region. Continued growth of the city
that supports and reinforces the activity centres network: will necessitate the extension of these services to ensure
residents in new growth areas have access to high quality
public transport infrastructure.

Connect communities with jobs As residential densities in existing urban areas increase and
and services centres outside of the Perth central area begin to achieve a
critical threshold of social and economic activity, there will
A key objective of Directions 2031 is to improve the be a need to re-balance the system to reduce growing levels
relationship between communities and the activities, services of public transport congestion in central Perth, improve the
and places of work that they access on a daily basis. The efficiency of the existing network by promoting contra-flow
spatial distribution of growth in and around a network of mixed passenger movement, and deliver a more effective public
use, highly accessible activity centres will help to achieve transport service to the emerging network of activity centres.
this objective, and deliver the associated benefits of reduced
travel distance, reduced travel costs, and reduced pressure
on the city’s transport networks.

25 draft spatial framework for Perth and Peel


NEERABUP

JOONDALUP
WANNEROO

represented 15.5 per cent or close to 1 million


EELLENBROOK
WHITFORDS WANGARA
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
WARWICK
trends in walking and cycling, the share of total
MALAGA
trips would increase to 19 per cent by 2031, or
KARRINYUP

MIRRAB
BO
BOOKA
A
MIRRABOOKA close to 1.5 million of the estimated 7.7 million
MIDLLLAND
MIDLAND
MORLEY
MORLEY trips per day throughout the region.

STIRLING
STIRLIN
NG
ASHFIELD
LD
D HAZELMERE
Directions 2031 recognises the importance
BAYSWATER
BAYS
SWA
WATER
WATER
A
of walking and cycling as not only the most
LLEEDERVILLE
EEDE
E ERRVILLLE sustainable form of transport, but also for the
SU
UBIA
AC
CO
SUBIACO
PERTH AIRPORT
SHENTON
HENTON
HE TON PA
PARK
ARK
ARK
contribution it can make to the overall travel
BURSWOOD
BEL
LMMONT
BELMONT picture as other parts of the movement network
UWA/QEII
UWA
UWA/
LARE
A EEM
MONT
MO T
CLAREMONT
become more heavily congested.
VICTO
ORIA
VICTORIA
PARK
PA
ARRK
K
WELSHPOOL/KEWDALE
Activity centres will be planned and designed
on transit oriented development principles to
CANNINGTON
promote walking and cycling as an alternative
BOORAGOON
to the private car. Liveable Neighbourhoods
FFREMANTLE
FRREMANTLEE
R MADDINGTON
transport design principles will continue to be
reinforced in new urban growth areas.
O’CONNOR
O’CONN
O ON
N OR
NNOR MURDOCH
MURDOCH
CH CANNINGVALE
CA
CANN
N

The 1996 Perth Bicycle Network Plan is being


BIBRA LAKE
JANDAKOT AIRPORT
reviewed with the aim of creating a strategic
bicycle network and developing policy to support
state and local government initiatives to increase
COCKBURN
cycling activity.

Possible key public transport


HENDERSON connections FORRESTDALE ARMADALE
In addition, the Walk WA: A Walking Strategy
for Western Australia (2007 – 2020) takes a
To assist this process, Directions 2031 has identified key whole-of-government approach to support the development
public transport connections required to support and service of accessible environments in which the decision to walk is
the proposed activity centres network. These connections easier. Implementation of this strategy will assist in achieving
will be subject to further consideration and refinement as the continuation of the increasing trends in walking.
the public transport strategy is developed. In addition, to
KWINANA
maximise the effectiveness of the public transport network, The State Government will also continue its highly successful
it will be necessary to identify minimum residential densities TravelSmart program which works directly with individuals in
around key transport nodes. It is expected that these densities their households to help them make informed travel choices
will be substantially higher than current levels. about how to get to places using their cars less and walking,
cycling and using public transport more. TravelSmart also
ROCKINGHAM works with local communities, including local governments,
Encourage a shift to more schools, universities, hospitals and workplaces, to help them
self-manage the process of change. In this way, TravelSmart
sustainable transport options helps to build the capacity of organisations and institutions
to influence the travel behaviour of their staff and customers.
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

directions 2031 26
05 structural elements

Maximise the efficiency of road Protecting the movement economy


infrastructure
Perth, perhaps more than other cities due to its relative
Trips by private vehicle account for approximately 57 per cent, isolation and primary economy, depends heavily on the
or 3.3 million of the estimated 5.8 million trips made per day efficient movement of freight in and around the city. Freight
throughout the region. If trends toward other forms of transport movement affects all domestic consumers of goods as well
continue then the proportion of trips by private vehicle may as those involved in our manufacturing and export industries.
reduce to approximately 50 per cent or 3.85 million of the As the city grows, the amount of freight to be transported and
estimated 7.7 million total trips per day by 2031. However, the increasing distances involved in distribution will place
when coupled with anticipated increases in bus patronage, it significant pressure on transport infrastructure.
is clear that the road system will continue to play a significant
role in the movement network for the foreseeable future. Most of our freight is transported by road because of the
flexibility of door-to-door pick up and delivery. While many
The State Government recognises that this continued of us associate freight transport with large trucks and semi-
demand cannot be satisfied by simply building more roads, trailers, in reality close to 70 per cent of freight is distributed
and is investigating new approaches to improve the efficiency throughout the city by light commercial vehicles. As a result,
of the road network and respond to the growing challenge of freight vehicles interact with general traffic on a daily basis,
traffic congestion. with the potential for conflict if not managed appropriately.
Smaller freight vehicles are more compatible with general
Main Roads Western Australia is investigating and trialing traffic, however, a balance is required between the flexibility
congestion management approaches including real time road and relative safety of light commercial vehicles and the
user information, incident management and ramp metering. In efficiency of heavy vehicular options.
addition, Main Roads WA is investing in a range of intelligent
transport systems to deliver smoother running on our roads In the past rail has accounted for only a small proportion of
and freeways, improved road safety, transport cost savings intra-urban freight transport, however it is increasingly being
and reduced greenhouse gas emissions. 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.

27 draft spatial framework for Perth and Peel


Legend
Primary freight road
(Main Roads jurisdiction)

Future primary freight road


(Main Roads jurisdiction)

Primary freight road


(local government jurisdiction)

Future primary freight road


(local government jurisdiction)

Freight rail

Intermodal freight terminal

Airport

Port

Primary freight road and rail routes


05 structural elements

Parking
Green network
Directions 2031 recognises that parking is an important
element of the land use and transport systems of Perth and South Western Australia is recognised as one of the worlds
Peel, and that parking supply, demand, and rights of parking biodiversity hotspots. Biodiversity hotspots are areas that
allocation must be carefully managed to support broader support natural ecosystems which are largely intact, and
accessibility objectives. where native species and communities associated with these
ecosystems are well represented. They are also areas with a
An understanding of parking supply, access criteria and high diversity of endemic species.
balance of types of parking is necessary to ensure continued
growth of the city, the development of individual centres, and The development and growth of a city is clearly a significant
to provide consistency between competing centres as they intervention into this highly biodiverse area, and one that
grow and evolve. regularly places us in conflict with our competing desire for
environmental protection. Directions 2031 acknowledges this
In larger emerging activity centres such as Stirling and inherent ideological conflict, but also recognises that there
Cannington, the application of traditional parking provisions, are things we can do in planning for the growth of the city to
is having significant impacts on traffic congestion and local help mitigate our impact on the environment, and protect and
amenity. The application of appropriate standards and a manage areas that have high conservation and biodiversity
management approach to parking that reflects the individuals’ value.
desire for travel efficiency and convenience, but also broader
community land use efficiency, and amenity objectives is
required. Protect and manage significant
biodiversity areas
In addition, there is increasing awareness of the need to
determine the role of parking in relation to public transport. Key to maintaining a degree of biodiversity within an intensive
This includes parking at transit nodes, the impact of parking urban setting is the identification, protection and management
on modal choice and congestion, and servicing the needs of of areas that demonstrate genetic, species and ecosystem
public transport users. diversity. Directions 2031 supports the following initiatives
aimed at improving the biodiversity of our city:
The Department of Planning is developing a medium to long
• The ongoing implementation of Bush Forever, a whole-
term parking strategy for the metropolitan region, which will
of-government initiative designed to identify, protect and
address:
manage regionally significant bushland on the Swan
• the appropriate levels of parking provision; Coastal Plain. This is a key part of the State Government’s
contribution to the National Strategy for the Conservation
• future supply and management in centres;
of Australia’s Biological Diversity. It is anticipated that this
• the price of parking; initiative will eventually be expanded into the Peel region
• how parking is to be funded and delivered; through Swan Bioplan, an initiative of the Department of
Environment and Conservation.
• guiding principles for local governments on good parking
practices; and • Implementation of the Local Government Biodiversity
• the relationship between commuter parking and transit Planning Guidelines, an initiative aimed at identifying and
oriented developments. 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.

29 draft spatial framework for Perth and Peel


Continued collaboration with the Environmental Protection This approach is based on total water cycle management
Authority, Department of Environment and Conservation, which recognises the interconnectedness of all forms of
Department of Water and local governments in identifying water, including water supply, groundwater, stormwater,
significant biodiversity areas is crucial if they are to be wastewater, flooding, wetlands, watercourses, estuaries and
protected using land use planning mechanisms. 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.
Protect water supplies
Better Urban Water Management has been adopted as the
Ongoing water security is a significant issue affecting cities preferred policy approach in working towards water sensitive
in Australia and around the world. Maintaining adequate urban design. This approach was collaboratively developed by
drinking water supplies for a growing population presents the Department for Planning and Infrastructure, Department
environmental, social and economic challenges. Directions of Water, the Western Australian Local Government
2031 supports existing State Government initiatives aimed at Association and the Australian Government Department of
addressing these challenges: the Environment, Water, Heritage and the Arts. This policy has
been designed to ensure an appropriate level of consideration
• Protection of surface and groundwater drinking supplies is given to the total water cycle at each stage of the planning
and their water catchments through appropriate strategies, system.
zonings, reservations and special control areas in the
metropolitan and Peel region schemes.
• State Planning Policy 2.7 Public Drinking Water Source Protect our coastline
Policy adopted by the Western Australian Planning
Commission to ensure that land use and development is The coastal environment is one of the most recognisable and
compatible with the protection and long-term management highly valued features of our city. It forms a significant part
of water supplies. of our local identity and is the source of much regional pride.
However, our close association with the beach and desire for
Continued collaboration with the Department of Water and access to it places significant pressure on the city’s coastal
water suppliers will ensure that Perth and Peel will have an environment from residential, recreation, entertainment and
adequate supply of water to cater for future growth and that tourism development.
future supplies are appropriately protected. This will also
include measures to ensure more efficient use and where Directions 2031 recognises that planning for future growth
appropriate, reuse of water. 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,
Minimise the impact of stormwater particularly sea level rise. The following initiatives will support
run-off on water resources and this approach:
their environments
• The Perth Coastal Planning Strategy, the purpose of
The quantity and quality of stormwater entering our water which is to:
resources is a significant management issue in existing urban
−− provide guidance and support to decision-making on
areas, and will require careful consideration and planning in
the future land use, development and conservation
future development or redevelopment areas. Directions 2031
of the Perth metropolitan coastline;
promotes the application of water sensitive urban design
principles as the most effective way to manage stormwater in −− promote integrated coastal zone management; and
an urban setting, to achieve; −− provide guidance for the location, scale and density
• more efficient and effective use of water; and of developments appropriate for the Perth coastline
over the next 10 to 15 years.
• better outcomes for the environment and urban form.

directions 2031 30
05 structural elements

• An assessment of Western Australia’s coastal vulnerability responsive and energy efficient. Solar orientation design
to climate change and sea level rise including the Perth principles have recently been introduced to Liveable
and Peel region. 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
Reduce greenhouse gas emissions renewable energy sources such as solar panels.
and energy use
To target behavioural issues, Living Smart has been
Addressing climate change is currently one of the key developed to guide household improvements in the areas of
economic and environmental challenges facing Australia water, energy, waste and travel. This innovative community
and the rest of the world. The Federal Government’s policy engagement program has the potential to have a significant
response to climate change is based on three pillars: impact on reducing energy use and as a consequence, it will
• reducing Australia’s greenhouse gas emissions; not only impact on future infrastructure planning, but also
reduce the income effects on lower income households from
• adapting to climate change that we cannot avoid; and increasing transport, home energy and water costs.
• helping to shape a global solution.
Continued cooperation with the Office of Climate Change will
In July 2008, the Federal Government released its Carbon ensure that the most effective action in dealing with these
Pollution Reduction Scheme Green Paper followed by a important issues is taken. In addition the Western Australian
White Paper in December 2008. Implicit in the scheme is the Planning Commission will develop and integrate mitigation
acknowledgement that greenhouse gas emissions, carbon and adaptation responses to climate change into land use
dioxide in particular, represent Australia’s greatest contribution planning policy.
to climate change. While the majority of total emissions are
generated by the energy sector, the transport sector makes a
significant contribution. Promote the reduction of the
amount of waste generated and
One of the key planning challenges is to influence a change in promote reuse and recycling
personal travel patterns, in particular encouraging alternatives
to private car use which generates over 50 per cent of total
Waste management is a fundamental issue that faces
transport emissions. Directions 2031 seeks to address this
all growing regions and Perth and Peel are no different.
challenge by:
Substantial qualities of waste are produced everyday from
• improving the relationship between land use and public households, businesses and industry.
transport - making optimum use of existing infrastructure;
Waste management and reduction in Western Australia
• identifying opportunities for new public transport
is overseen by the Waste Authority and the Department of
services to improve access to a greater proportion of the
Environment and Conservation. The Department of Planning
community;
will continue to work with these agencies to:
• recognising and building on the growing preference for
• provide advice on the suitability of locations for future
non-motorised forms of transport - walking and cycling;
waste management facilities, their transport routes and
and
any necessary buffers to sensitive land uses; and
• promoting higher levels of employment self-sufficiency
• encourage waste generators and businesses that might
in sub-regional areas, thereby reducing commuting
use or recycle these wastes to co-locate where possible.
distances and times.
The Living Smart program will also make a significant
The planning and development industry can also make a contribution to waste management as it includes guidance
significant contribution to reducing energy use by designing to households on minimising waste and promotes reuse and
communities to maximise the opportunities to be climate recycling.

31 draft spatial framework for Perth and Peel


Improve air quality 3. promoting local government support for integration of
natural resource management into land use planning.
Air quality can adversely affect human health and the
Directions 2031 supports the EnviroPlanning initiative to
environment. Perth and Peel, like most urban areas in
improve regulatory decision-making, and reduce the time and
Australia, experience occasional episodes of poor air quality.
cost associated with approvals processes.
The main issues affecting our city are photochemical smog
in summer and particle haze during winter. Major sources of
Directions 2031 also supports the development of
pollution are motor vehicles, domestic sources (principally
contemporary policy responses to deal with the protection
wood heaters) and industry. In new urban areas, dust can also
of important natural resources that are fundamental to
be a problem.
supporting our local economy. In particular, the impact of
urban development needs to be carefully considered where
Directions 2031 supports approaches to improve air
it may adversely impact on priority agricultural activity and
quality, including planning for population growth in such a
essential basic raw materials.
way that reduces dependence on the private car (thereby
contributing to a reduction in air pollution) and ensuring that
Risk management is also a very important consideration
new development proposals meet minimum standards for
in dealing with natural resources, in particular bush fire
atmospheric pollution
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
Integration of natural resource loss to life, property and biodiversity. Maintaining appropriate
management into land use planning bushfire management plans and planning guidelines will help
to minimise the risks associated with bushfire.
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
Expand and enhance our open
more effective, timely and equitable outcomes, it is essential space network
that environmental matters are considered as early as possible
in the planning process. This can be achieved by: Regional and local open space makes an important
contribution to the greening of a city. Through progressive
• ensuring the alignment of state planning and application of the metropolitan and Peel region schemes, the
environmental legislation and policy; and Metropolitan Region Improvement Fund, and local planning
schemes our city has developed an impressive and enviable
• providing better environmental information to inform
network of regional and local open spaces.
decision-making.
Directions 2031 supports the continued identification,
The Western Australian Planning Commission recently
acquisition and management of public open space to service
endorsed a series of recommendations and actions to
a growing population. It also recognises that while the
improve the integration of environmental matters into land use
population is growing, its characteristics are changing. What
planning as part of the EnviroPlanning initiative. This initiative
was considered acceptable provision of open space 20 years
is focused on natural resource management, and identifies
ago, will need to evolve to cater for a different population
a number of areas for improvement under the following key
composition in 20 years time. The provision, design and
themes:
layout of open spaces must reflect the diverse needs of the
communities they serve. While some communities may
1. establising clear policy direction for integrating natural
require ready access to large areas of active recreation space
resource management into the planning framework.
for sporting pursuits, other communities, particularly higher
2. ensuring whole-of-government involvement in natural density communities, may prefer smaller parks and public
resource management and land use planning. places.

directions 2031 32
06 sub-regional areas
Sub-regional development of the areas identified for investigation
for residential or industrial use and the staging of such
development will require comprehensive assessment in
areas the context of existing and future transport and servicing,
employment potential, environmental and social impact,
which will be incorporated into the growth management
Directions 2031 has identified six sub-regional planning strategies and structure plans for the sub-region. With
areas that will form the basis of future planning and policy respect to areas under investigation for residential use,
development: given the amount of land already available for urban
development, a compelling case will need to be made to
• Central rezone these areas.
• North-west
• North-east Controlling the spread of urban development into non-urban
areas is critical to achieving the objectives of Directions 2031.
• South-east
In this regard, the future of rural-residential and eco-lifestyle
• South-west developments will be reviewed to determine their extent and
• Peel location.

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 NORTH - WEST
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.
NORTH - EAST
Growth management strategies and structure plans will be CENTRAL
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
SOUTH - EAST
government; and
SOUTH - WEST
• 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.
PEEL
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

directions 2031 34
06 sub-regional areas

legend
JOONDALUP
Perth central area

Primary centre

MITCHELL FWY
Strategic city centre

HWY
WY
Strategic specialised centre

ARWIN H

RN
GREAT NORTHE
Regional centre

PERTH-D
Regional specialised centre
Urban WARWICK
Urban deferred
Strategic industrial centre Y
REID HW
Regional industrial centre
MIRRABOOKA MIDLAND
Non urban
KARRINYUP
Rural MORLEY
Railways
Major roads
R R ASHFIELD
STIRLING
PERTH
LEEDERVILLE

SUBIACO
BURSWOOD

PERTH
UWA-QEII AIRPORT
CLAREMONT BELMONT

VICTORIA PARK
S
centres
Perth central area
CANNINGTON
Strategic Fremantle Stirling
City centre

Cannington BOORAGOON CURTIN


Morley
FREMANTLE
Curtin UWA-QEII
Specialised

R
centre

Murdoch R TONKIN HWY

Perth Airport

Kewdale-Welshpool
MURDOCH
Industrial
centre

Regional Ashfield Leederville

Belmont Mirrabooka
Town centre

Booragoon Subiaco

Burswood Victoria Park ARM


Claremont

Karrinyup
KWINANA FWY

Shenton Park
Specialised
centre

Canning Vale O’Connor


Industrial
Centre

Osborne Park

Bayswater/Bassendean

35 draft spatial framework for Perth and Peel


Central In addition, challenges associated with heritage,
development costs, servicing capacity and the provision of

sub-region 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
The central sub-region comprises 17 inner and middle local consolidation opportunities.
government areas. The inner local governments include
the cities of Perth, Subiaco, Nedlands, Fremantle, East In recent years there has been an increase in the population
Fremantle and South Perth, and the towns of Victoria Park, of many inner and middle suburbs where previously there
Vincent, Cambridge, Mosman Park, Cottesloe, Claremont had been a general decline in growth associated with ageing
and Peppermint Grove. The middle local government populations and competition from other land uses. The
areas include the cities of Stirling, Canning, Bayswater and demand for inner city residential locations is expected to
Melville, and the Town of Bassendean. continue for housing forms that can accommodate younger
people and those wishing to remain in the neighbourhoods
The central sub-region is characterised by some of the they grew up in. However, there is also a need to introduce
state’s oldest urban settlement patterns and has a high level greater diversity in the new housing market to accommodate
of amenity due to its proximity to the river and the coast. families.
The sub-region also features important remnants of the
city’s pre-urban environment, retained in significant reserves Under the connected city scenario, it is estimated that by
such as Kings Park, Bold Park, Wireless Hill, Lake Monger, 2031 the population of the central sub-region will have grown
Herdsman Lake, the Swan and Canning river system, and by 29 per cent to 910,000. Due to its concentration of existing
coastal foreshore. commercial and employment centres, the sub-region enjoys
a very high level of employment self-sufficiency. This trend
A particular characteristic of the sub-region is the dominance is expected to continue, with Perth central area remaining
of the traditional grid form of neighbourhood subdivision, the highest order activity centre in the metropolitan region.
which provides important opportunities for targeted With high employment self-sufficiency comes the challenge
infill development and redevelopment to meet changing of managing the movement of people and goods into, out of,
community needs. Blanket redevelopment or intensification and around the sub-region. Transport congestion, capacity,
of these traditional suburbs will not be considered unless and travel time and cost are therefore critical issues to be
these initiatives are supported by the local communities. addressed in future planning.

Characteristic 2008 2031 Change


Urban and urban deferred area 29,500 - -

Urban area already developed 29,000 - -

MADALE
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% -

directions 2031 36
06 sub-regional areas

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.

Activity centres network Strategic city centres: the central sub-region is also
supported by a network of strategic city centres. The
Perth central area: is the capital city of the Perth and Peel functional characteristics of these centres varies from
region. It is the primary centre of civic, economic, cultural, being highly diverse to predominantly retail. Directions 2031
entertainment and tourism activity, and is one of the most recognises that these centres will need to play a greater role
recognisable and historically important settings in Western in the provision of high-order jobs, services and facilities to
Australia. Perth central area encompasses Perth, East the sub-region, and supports their continued diversification.
Perth, West Perth and Northbridge, and provides the highest
• Fremantle is already a highly diverse strategic city centre
concentration of commercial and employment activity in the
with a strong heritage and cultural identity as a port city
metropolitan area. Perth central area also houses most of
and the site of first colonial settlement. Fremantle is a
the state’s major institutions including government, cultural
recognised tourism and entertainment destination, and
and public organisations. More recently there has been an
is home to important institutional facilities such as Notre
increase in the number of people choosing to live in the area,
Dame University and Fremantle Hospital. Continued
particularly younger people seeking a more urban lifestyle
growth and development of the centre will need to be
and older residents who no longer have the need for larger
balanced against the heritage and cultural features that
family homes.
give Fremantle its recognisable character.

Perth central area will remain the primary centre of activity, and • Stirling city centre was historically developed as a
will continue to evolve as a diverse, urban and internationally general and light industrial area, and has evolved over
recognised city. Significant planned interventions such as time to become a major regional destination for bulky
Perth waterfront and Northbridge link will add greater depth to goods retailing and, more recently, commercial and office
the city, and reconnect it with the Swan River and the cultural development. The Stirling Alliance has been formed

37 draft spatial framework for Perth and Peel


by key stakeholders to re-plan the centre, improve its Australia and QEII Medical Centre campuses. UWA-QEII
integration with the passenger rail network, and reduce provides significant employment opportunities not only for
the current level of car dependency. It is anticipated the western suburbs area, but for the broader knowledge
that Stirling will ultimately develop to complement Perth based sector. The current land uses generate significant
central area as a major employment centre, and will movement of students, staff, patients and visitors, and
become more diverse with the progressive introduction of opportunities exist for the improvement of public transport
housing and associated social infrastructure. connections.
• Morley is distinct from other strategic city centres in that • Curtin incorporates major institutional and commercial
it is not connected to the metropolitan passenger rail land uses including Curtin University, Bentley Technology
network. It is serviced by high frequency bus routes and Precinct, CSIRO and the Department of Agriculture and
a bus transfer station. Morley is predominantly a retail Food. Substantial planning has been undertaken to
centre, but will be encouraged to become more diverse improve the physical relationship between the various
over time by providing greater housing and employment land uses, consolidate and diversify the centre, and
opportunities. improve public transport connections to Canning Bridge
railway station and Cannington.
• Cannington like Morley is predominantly a retail shopping
centre, with a mix of bulky goods retail, showroom and • Perth Airport has the potential to capitalise on already high
commercial activity extending north-south along Albany levels of activity and access by creating a consolidated
Highway. Planning is currently underway to redefine business and commercial hub. The creation of additional
the centre, consolidate and diversify the land use mix, industrial land to complement the Welshpool-Kewdale
and better integrate the centre with the adjacent railway strategic industrial centre will generate important
station. employment opportunities for catchments in the eastern
metropolitan area. Access upgrades are already being
Strategic specialised centres: the central sub-region planned for major road connections, and planning is
contains all four of the currently identified strategic specialised being undertaken to extend the metropolitan rail network
centres. Strategic specialised centres are differentiated from to service the area.
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

directions 2031 38
06 sub-regional areas

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
Strategic industrial centres: provide for the highest level or into and out of the city to reach other destinations. Public
of industrial activity, with a focus on heavy manufacturing, transport will play a critical role in reducing the reliance on car
processing, fabrication and overseas export. trips to access these centres.

• Welshpool-Kewdale is one of the main industrial areas


The central sub-region is relatively well serviced by public
sevicing the metropolitan region. It supports major
transport particularly where the destination is the Perth central
manufacturing and processing activities, and plays a
area. However, some bus routes are becoming congested as
key role in servicing the resource sector of the state. It
they move through the inner area and may require lane priority
is also a key staging and distribution point for interstate
to ensure service efficiency is maintained as the city grows.
freight movement, and incorporates important intermodal
Walking and cycling will be encouraged and opportunities will
infrastructure. Access to and from Welshpool-Kewdale is
be reinforced through the creation of diverse centres which are
critically important to the continued economic prosperity
located within easy walking and cycling distance for residents
of the state, therefore, future planning of the city must
and workers.
acknowledge and protect strategic freight movement
corridors from potentially conflicting development.

Regional centres: the central sub-region is supported by Green network


a distributed network of regional town centres and regional
industrial centres. Most of these centres are located on or near While the central sub-region is extensively urbanised, there
major public transport routes, and are accessible to their local are a series of parks, lakes and waterways that support
catchments. The regional town centres offer opportunities for significant biodiversity in the area. The most notable of these
increased intensity and diversification of activity, particularly are the Swan and Canning rivers system, coastal foreshore
in areas such as Leederville and Burswood. reserves, Kings Park and Herdsman Lake. As the intensity of
development in the sub-region increases, the protection of the
Regional industrial centres, conversely, require protection from surrounding natural environment in the rivers, parks, wetlands
competing land uses to ensure they can continue to provide and coastal areas will become more important.
an effective industrial service to the metropolitan area. This
is particularly important for centres such as Osborne Park Management of these spaces to ensure their continued
where the traditional industrial function is slowly being eroded integrity and improvement, while providing access for
by the introduction of other land uses. 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.

39 draft spatial framework for Perth and Peel


Planned urban growth areas 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
The central sub-region has a number of areas that are at an
Stirling railway station.
advanced stage of planning and/or development, and will
accommodate some of the forecast growth to 2031.
Burswood Peninsula district framework: developed
collaboratively by key state and local government agencies,
Redevelopment authority areas: continued planning and
the district framework establishes a long term vision for
development of strategic inner-city sites by the East Perth and
Burswood Peninsula based on the development of two transit
Subiaco redevelopment authorities, including Northbridge
oriented, high density, mixed use urban centres around
Link, New Northbridge, Riverside and Subi Centro.
Burswood and Belmont Park railway stations.
Perry Lakes: delivered under the Perry Lakes Redevelopment
Maylands-Guildford district framework: a major state and
Act 2006, the project includes the consolidation of existing
local government initiative to re-plan existing centres along
state sporting facilities in the Mt Claremont sports precinct,
part of the Midland railway line on transit oriented development
and redevelopment of the 15 hectares Perry Lakes site for
principles, making more efficient use of existing urban land
inner city housing.
and infrastructure.
Murdoch strategic specialised centre: continued planning
Ashfield precinct: The aim is to take advantage of its
and development of the town centre precinct and wider
strategic location and prime regional access characteristics.
Murdoch area to create an integrated and economically
The Ashfield area represents a key opportunity for major
important centre specialising in the delivery of high quality
employment and transit oriented development.
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.

directions 2031 40
06 sub-regional areas

legend
Perth central area

Primary centre

Strategic city centre

Strategic specialised centre


YANCHEP

Regional centre
Urban
Urban deferred
Regional industrial centre
ALKIMOS
Non urban
Rural
Under investigation - residential

Under investigation - industrial


Railways
Major roads NEERABUP

MIT
CHE
R SOUTH PINJAR

LL F
WY

JOONDALUP

EAST WANNEROO

WANNEROO

centres WANGARA

Primary Joondalup R
Strategic Yanchep WHITFORDS
City centre

WARWICK
Regional Warwick Wanneroo
Town centre

Whitfords

Alkimos

Wangara
Industrial
centre

Neerabup

District Alexander Heights


Town centre

Butler Clarkson

Currambine Girrawheen

Greenwood Landsdale

Neerabup

Sorrento Quay

Woodvale

41 draft spatial framework for Perth and Peel


North-west that employment self-sufficiency must increase from the
current level of 41 per cent to at least 60 per cent if the

sub-region 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
The north-west sub-region encompasses the local presents a significant challenge for the sub-region in the
government areas of Joondalup and Wanneroo. It extends coming decades.
north to Two Rocks, south to Beach Road, east to Gnangara
and is flanked by the Indian Ocean to the west. The sub- Directions 2031 has identified the following structural
region contains approximately 17 per cent of the total opportunities to support this level of predicted growth and
developed land in the Perth metropolitan area. help increase local employment self-sufficiency.

The north-west is serviced by the Mitchell Freeway and


Joondalup railway line which provide direct, high volume Activity centres network
transport connections to the Perth central area. Joondalup
town centre is the prominent commercial centre in the sub- Primary centre: Joondalup town centre will be planned
region and is located 25 kilometres north of the Perth central and progressively developed to become one of two primary
area. Average peak hour travel times between Joondalup activity centres in the metropolitan area. As outlined
and Perth are 26 minutes by rail and 60 minutes by car. earlier, primary centres are functionally similar to strategic
city centres with the exception that they are the preferred
The sub-region has attracted significant population growth location for investment in high-order public and employment
over the past 20 years, due primarily to its proximity to the generating infrastructure outside of the inner and middle
ocean and access to high-order transport infrastructure. sectors (the central sub-region). The state government,
However, despite significant investment in Joondalup local government and private sector have invested heavily
town centre, the sub-region is yet to develop a strong local in Joondalup, and that investment must be given the
employment base. As a result, the majority of residents opportunity to mature and generate dividends for the local
must travel outside the area for work, placing increasing community.
pressure on transport infrastructure and making the growing
population more vulnerable to increases in travel time and
Transitioning Joondalup town centre to a primary activity
associated costs.
centre that will be the major employment centre of the north-
west sub-region is a significant undertaking and one that is
Under the connected city scenario it is estimated that by
unlikely to be completed by 2031. However, governments,
2031 the population of the north-west sub-region will have
planners, developers and investors must begin making
grown by 39 per cent to 395,000. Directions 2031 contends

Characteristic 2008 2031 Change


Urban and urban deferred area 20,500 ha - -
HWY
REID

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

Labour force living in the area 137,000 209,000 72,000

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

Employment self-sufficiency 41% 60% -

directions 2031 42
06 sub-regional areas

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
decisions with the end goal in mind if Joondalup is to evolve self-sufficiency while providing its growing population with
from a population driven consumer goods and services centre, high level access to goods and services. Coastal villages are
to a more intense and diverse centre that attracts knowledge planned to be developed at key locations including Jindalee,
based and producer service businesses. A new city centre Alkimos, Eglinton Rocks and Capricorn Village, which have
structure plan is currently being developed to guide future the potential to become local tourism destinations.
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 Movement network
identified for future transit oriented development.
Accessibility is critical to the effectiveness and viability of the
The expected increase in commercial floor space is likely activity centres network. It is important that the movement
to come from two sources – redevelopment of brownfield network is designed to support and reinforce the spatial
commercial areas and greenfields sites. The existing low distribution of centres, and ensure they are accessible to the
density developments within the city centre, which were catchments they are developed to serve. At the same time,
developed according to the needs at the time, have significant the sub-region must strengthen its transport connections, both
latent potential for higher density mixed use development. public and private, with the wider metropolitan area to improve
the efficiency of intra-regional movement of people, goods
In addition, LandCorp’s southern business district site (The and services. Directions 2031 has identified the following key
Quadrangle), which is approximately 34 hectares in size, will initiatives to enhance the movement network and reinforce
ultimately deliver high amenity office developments, business the distribution of activity centres:
parks and other mixed uses. Other significant vacant
landholdings are the 8 hectare Edith Cowan University site Passenger rail: The northern rail line currently carries
and 3 hectares of various council-owned sites. In total, it is between 7000 and 7500 peak hour passengers. The
estimated that an additional 450,000 m2 of vacant land will Joondalup-Two Rocks extension of the railway line will form
become available for development. the principal public transport spine serving the northern
growth areas, providing residents with a direct rail connection
Strategic city centre: a new strategic city centre will be to Joondalup, Perth central area and other parts of the
developed at Yanchep to support longer term urban growth in metropolitan region. The rail corridor will provide an important
the north of the sub-region. This new centre will be planned opportunity for the development of transit oriented centres
to provide a full range of services, facilities and activities within the walkable catchments of existing and planned
necessary to support its catchment, thereby reducing the stations.
requirement for travel outside of the area to meet the daily
needs of residents. The centre will offer local employment Mitchell Freeway: is the primary road servicing the north-
opportunities, and will be well connected to public transport west sub-region. The future role of the freeway will be to
services. support the high volume movement of people and goods

43 draft spatial framework for Perth and Peel


within the sub-region and to the wider metropolitan area. The conservation areas in the vicinity of Gnangara groundwater
Mitchell Freeway currently terminates at Burns Beach Road mound include some 23,000 hectares of state forest and the
but will be extended to support staged growth of the sub- East Wanneroo wetlands.
region, and provide high-order connections to key centres of
activity - Joondalup, Yanchep, Neerabup, etc. Coastal foreshore: the extensive coastal foreshore reserve
needs to be appropriately managed to ensure the protection
Marmion Avenue and Connolly Drive: Marmion Avenue of vulnerable coastal environments, while at the same time
and, to a lesser degree, Connolly Drive will continue to play providing beach access to a growing population. Development
an important complementary role to the Mitchell Freeway, as and the location of facilities will be required to comply with
key corridors for intra-regional public and private transport State Planning Policy 2.6 State Coastal Planning Policy.
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, Planned urban growth areas
particularly at points of intersection with key east-west streets.
Areas that are currently zoned urban and urban deferred
Wanneroo Road: will continue to be the primary movement under the Metropolitan Region Scheme will be prioritised for
corridor servicing existing and proposed new urban areas new growth. Under the connected city scenario, it is expected
east of Lake Joondalup. It will be progressively upgraded to that the additional 65,000 dwellings required by 2031 will
divided carriageway standard to ease pressure on the Mitchell be accommodated on land that is already zoned, however
Freeway. Its status will be reviewed as a key rural road north staging of new development will be expected to support and
of Pippidinny Road through the Yanchep National Park. reinforce the proposed activity centres network.

Walking and cycling: will continue to be promoted as the Alkimos-Eglinton: is on the verge of the coastal urban front
most sustainable form of transport throughout the sub- and is expected to be developed in the medium term. The
region. Planning for new activity centres and neighbourhoods area is zoned urban under the Metropolitan Region Scheme,
will be expected to demonstrate best practice design and and requires the approval of a district structure plan before
infrastructure provision, including both trip and end of trip development can proceed.
facilities.
Yanchep-Two Rocks: is zoned urban and urban deferred
under the Metropolitan Region Scheme. A district structure
Green network plan is currently being prepared for consideration by the
Western Australian Planning Commission.
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 Areas under investigation
contribute to the natural amenity of the area. The sub-region
contains many environmentally significant features, including Directions 2031 has also identified areas that are currently
groundwater mounds, coastal environments, wetlands, lakes, under investigation to determine their suitability for future
flora and fauna that are worthy of protection. urban and industrial development. However, it should not
be assumed that these areas will be rezoned for urban
Biodiversity: a system of biodiverse wetlands and lakes or industrial development at any time. (refer to page 34).
between the Mitchell Freeway and Wanneroo Road are
protected by the Yellagonga Regional Park, Neerabup East Wanneroo: has been earmarked for further investigation
National Park and Yanchep National Park. Substantial areas and a sub-regional structure plan for the area is currently
of forest and their respective eco-systems are also conserved being developed.
in the parks.
South Pinjar: is currently being considered for future industrial
Conservation and resource protection: the Gnangara development to support growth in the north-west sub-region.
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

directions 2031 44
06 sub-regional areas

legend
Perth central area

Primary centre
BULLSBROOK

Strategic city centre

Strategic specialised centre

Regional centre
SOUTH BULLSBROOK
Urban
Urban deferred
Regional industrial centre
Non urban
Rural
Under investigation - residential

Under investigation - industrial


Railways ELLENBROOK

Major roads
GREAT NORTHERN HWY

Y
PERTH-D

HW
IDE
LA
-A DE
H
RT
PE
ARWIN H

CULLACABARDEE GIDGEGANNUP
WY

R MALAGA
REID HWY
R
MIDLAND

GREAT EASTERN HWY

centres
BUSHMEAD

Strategic Midland
City centre

Y
HW
E

Forrestfield portion of
RO
Industrial

Kewdale-Welshpool
centre

Regional Ellenbrook
Town centre

Hazelmere
Industrial
centre

Malaga

District Forrestfield
Town centre

Kalamunda

Mundaring

45 draft spatial framework for Perth and Peel


North-east Under the connected city scenario, the north-
east sub-region is forecast to grow to an estimated

sub-region 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
The north-east sub-region encompasses the City of need to be carefully planned to ensure the natural
Swan and the shires of Kalamunda and Mundaring. attributes of the area are protected.
The sub-region is bordered by the Shire of Chittering
to the north and the shires of Northam and Toodyay The north-east has a diverse local employment base
to the north-east and east. The Town of Bassendean and enjoys a relatively high level of employment self-
and the cities of Bayswater and Belmont define the sufficiency at 63 per cent. Directions 2031 predicts
southern and south-eastern boundary of the sub- that the trend for increasing levels of local employment
region. are likely to continue, and has identified a target of 75
per cent employment self-sufficiency. To achieve this
The north-east is predominantly non-urban with target, it is estimated that the sub-region will need to
only 9 per cent of land being zoned for urban attract another 42,000 jobs by 2031.
purposes. The natural and modified landscapes
of the North Eastern Hills, the Darling and Gingin
Escarpments and the unique character of the Activity centres network
Swan Valley combine to provide an attractive
setting for residents and visitors. Midland is the
Strategic city centre: Midland will continue to
principal centre of activity in the sub-region
be the principal centre for the provision of retail,
and is located approximately 16 kilometres
commercial, community, entertainment, residential
east of the Perth central area. Midland is a
and employment activities. Midland is directly
diversified centre that acts as a gateway to the
connected to Perth central area via the passenger
Swan Valley and provides a range of services,
rail network, and is linked to the wider metropolitan
facilities and employment opportunities to a large
area and beyond via Great Eastern Highway, Roe
hinterland catchment. Midland has also benefited
Highway and the Great Northern Highway.
from State Government investment via the Midland
Redevelopment Authority.
The continued planning and development focus of the
Midland Redevelopment Authority will see significant
changes in the city centre and surrounding Clayton,

Characteristic 2008 2031 Change


Urban and urban deferred area 13,600 ha - -

Urban area already developed 10,900 ha 13,100 ha 2,200 ha

Population 189,000 258,000 69,000

Dwellings 73,000 113,000 40,000

Labour force living in the area 89,000 131,000 42,000

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

Employment self-sufficiency 63% 75% -

directions 2031 46
06 sub-regional areas

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
Helena, Eastern Enterprise and Woodbridge precincts over
Road.
the next 20 years, injecting an estimated $1.2 billion into the
local economy and creating more than 7,500 jobs.
Perth-Adelaide Highway (the orange route): is planned to
follow the alignment of Toodyay Road to Gidgeganup, and
Regional town centre: Ellenbrook will continue to evolve as
then east to connect with the Great Eastern Highway near
a regional town centre and provide a range of convenience
Wundowie. The Perth-Adelaide Highway is expected to
and comparison goods and services to support the local
alleviate growing freight transport pressure on Great Eastern
population within its catchment. A greater diversification of
Highway.
activity will be encouraged to improve opportunities for local
employment.
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
Movement network Australia.

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
Green network
and inter-regional movement network.
The north-east sub-region has vast areas of state forest and
the Shire of Kalamunda alone has 24,000 hectares (74 per
Passenger rail: the Midland line of the metropolitan passenger
cent of the total shire) of conservation area. The sub-region
rail network provides a high volume public transport service
also contains significant groundwater protection areas and
to the sub-region. The rail line extends north-east of Midland,
bushland reserves, including the Gnangara groundwater
and forms part of the Avon Arc rail service. Extensions of the
mound, Walyunga National Park, John Forrest National Park,
Midland passenger rail service will be considered to service
Whiteman Park and the Avon Valley.
urban growth areas in the foothills of the Darling Escarpment.

Another important environmental asset is the Middle Helena


Freight rail: the Midland freight rail line is situated within
catchment area. Surface water from the catchment area is
the sub-region and services the state’s primary road-
collected in the Helena Pumpback Dam, which is a source
rail intermodal terminal at Kewdale. Studies have been
of water for Lake CY O’Connor. The Helena Pumpback Dam
undertaken to investigate the realignment of this freight rail
contributes 25 per cent on average and 40 per cent in dry
line, which currently bisects Midland town centre. Should this
years to the inflow of Lake CY O’Connor. The lake is the sole
realignment eventuate, it will provide significant opportunities
water source for the Goldfields and Agricultural Water Supply
for development of Midland as a strategic city centre.
Scheme and also supplies part of the Perth Metropolitan Water

47 draft spatial framework for Perth and Peel


Supply Scheme. In addition, the Helena River has important Bullsbrook: the Draft Bullsbrook Townsite and Rural
ecological values and provides habitat for numerous plant and Strategy prepared by the City of Swan is currently being
animal species. considered. It represents an overall strategic vision and land
use management plan for Bullsbrook. In addition, industrial
The strategic importance of the area has been recognised by development potential to the south of the military airport,
preparation of a land use and water management strategy for together with the eventual construction of the Perth-Darwin
the Middle Helena catchment area. Highway, could potentially provide a catalyst for employment
generation.

Planned urban growth areas Bushmead is under preliminary investigation for possible
long-term residential development.
Areas that are currently zoned urban and urban deferred under
the Metropolitan Region Scheme will be prioritised for new South Bullsbrook and Cullacabardee are under preliminary
growth. Under the connected city scenario, it is expected that investigation for possible future industrial development.
the additional 69,000 people or 40,000 dwellings required by
2031 will be accommodated within land that is already zoned. Gidgegannup: is under preliminary investigation for possible
long term urban development.
Swan urban growth corridor: includes the future urban
cells of Albion, West Swan and Caversham, and has been Hazelmere industrial precinct: a structure plan is being
identified as a major opportunity to accommodate new growth prepared to explore the possible expansion of the industrial
in the sub-region over the coming decades. It is estimated area and identify appropriate interface treatments between
that the corridor will ultimately house 33,000 residents in the existing residential and planned future industrial areas of
12,500 dwellings. A sub-regional structure plan has been the Hazelmere precinct.
prepared to guide further detailed planning and development
of the corridor. Several areas have potential for increased residential
development to accommodate the expected high growth
Consolidation of existing townsites such as Bullsbrook, associated with the expansion and development of the
Stoneville and Parkerville will be given priority over proposals adjacent airport, freight rail and container handling facility
for new urban settlements, to maximise the use of existing development. These areas include Kalamunda, Maida Vale,
urban land and infrastructure, and reduce inefficiencies and High Wycombe and Forrestfield
environmental impact associated with isolated development.
Proposals for new urban areas that are not contiguous with
existing development will not be supported.

Areas under investigation


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.

directions 2031 48
06 sub-regional areas

legend
Perth central area

Primary centre
KENWICK

Strategic city centre


R

Strategic specialised centre


MADDINGTON
Regional centre
Urban
Urban deferred
Regional industrial centre SOUTHERN RIVER
CHAMPION LAKES
Non urban
Rural
Under investigation - residential FORRESTDALE

Under investigation - industrial R ARMADALE


Railways
Major roads

SOUTH

AL
WUNGONG

BA
FORRESTDALE

NY
HW
Y
TONKIN HWY

WEST MUNDIJONG

centres
WY

Strategic Armadale
RN H
City centre

ESTE
TH-W

Regional Maddington
SOU
Town centre

Maddington-Kenwick
Industrial
centre

Forrestdale

District Byford
Town centre

Forrest Lakes

Gosnells

Kelmscott

Mundijong

Thornlie

49 draft spatial framework for Perth and Peel


South-east Notwithstanding this investment, the south-east
sub-region has a relatively low level of employment

sub-region self-sufficiency, which means that a significant


number of residents must travel outside of the
area for work.
The south-east sub-region encompasses the
cities of Gosnells and Armadale and the Shire Under the connected city scenario it is estimated
of Serpentine Jarrahdale. It includes a variety of that by 2031 the population of the sub-region will
landscapes, ranging from highly urbanised areas have grown to 228,000, a 34 per cent increase
to semi rural, rural and state forest. The topograghy on current population levels. Directions 2031
is generally characterised by relatively low-lying has identified an employment self-sufficiency
coastal plains to the west and elevated hill country target of 55 per cent for the sub-region, which
to the east, dominated by the Darling Escarpment. will require 31,000 new jobs by 2031. This is a
significant increase on current employment levels
The south-east is serviced by the Armadale and will require concerted action over the next two
railway line, Albany Highway and Tonkin Highway, decades if it is to be achieved.
which provide high volume connections to the
Perth central area, Perth Airport and the wider Based on these growth estimates, the south-east
metropolitan area. Albany Highway and the South sub-region will also need to accommodate an
West Highway also provide important regional additional 35,000 dwellings.
connections to the south and south-west of the
state.
Activity centres network
Armadale is the principal centre of activity within
the sub-region and, with the benefit of State
Strategic city centre: Armadale is the major
Government investment in the Armadale
centre of the sub-region and is identified as a
Redevelopment Authority, is evolving into
strategic city centre under the activity centres
a diverse centre offering a range of services and
hierarchy. In addition to its commercial function,
facilities to its catchment.
it also provides a diverse range of facilities and
services, such as local government administration
offices, government and institutional facilities

Characteristic 2008 2031 Change


Urban and urban deferred area 14,000 ha - -

Urban area already developed 10,600 ha 12,600 ha 2,000 ha

Population 170,000 228,000 58,000

Dwellings 65,000 100,000 35,000

Labour force living in the area 76,000 114,000 38,000

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

Employment self-sufficiency 42% 55% -

directions 2031 50
06 sub-regional areas

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
(Curtin Centre for Regional Education, Armadale TAFE,
growth in Byford and Mundijong. The Armadale line is also
Magistrates Court and regional employment agencies), major
used by the Australind, a train service that operates twice
transport infrastructure, regionally significant open spaces
daily between Bunbury and Perth, stopping in Serpentine,
and recreational areas, and a cultural and heritage precinct.
Mundijong, Byford and Armadale before running express to
Perth.
Establishment of the Armadale Redevelopment Authority in
2001 has brought about significant change to the city centre
Tonkin Highway: is the primary road servicing the sub-
as part of the Armadale City Centre Revitalisation, Armadale
region. It is a 45 kilometre limited access dual carriageway
Rail Precinct, and City West Precinct projects. This continued
connecting Reid Highway in the north with Thomas Road in
effort in collaboration with the City of Armadale to improve
the south. Main Roads WA has planned for it to be extended
the amenity of the city centre and capitalise on the area’s
further south as required. The planned route takes it through
distinctive cultural and locational attributes will be critical to
many undeveloped or semi-rural areas such as Mundijong,
attracting new business and employment to the area, and
Cardup and Jarrahdale. South of Mundijong, the planned
improving employment self-sufficiency.
route deviates east to terminate at South Western Highway
near Jarrahdale Road. Tonkin Highway provides important
Regional town centre: the Maddington Kenwick Sustainabile
connections to Perth Airport, Welshpool-Kewdale strategic
Communities Partnership is a collaboration between
industrial centre, and northern metropolitan areas.
state and local government established for the purpose of
delivering an improved model for urban regeneration. The
Albany Highway: provides the main road connection
partnership has identified a number of key regeration actions
between the Armadale city centre and Perth central area,
for the Maddington town centre, including the Maddington
passing through Maddington town centre and Cannington
Station Precinct and Blackburn Main Street projects, and new
city centre. It is a lower speed road than Tonkin Highway,
residential development adjacent to Maddington Oval. The
and is more suitable for connecting non-industrial activity
centre is highly accessible by public and private transport
centres. However, Albany Highway is also a high volume
and is expected to play an increasingly important role in the
traffic route carrying significant private and public transport,
delivery of services, facilities and jobs to the sub-region.
therefore, future commercial development extending beyond
the boundaries of identified centres will not be supported.
Regional industrial centres: the regional centres of
Maddington-Kenwick and Forrestdale will add significant
South Western Highway: The South Western Highway is
depth to the industrial capacity of the sub-region. They will be
the major link between Perth and the south-west of the State.
progressively developed to cater for a range of manufacturing,
It also provides an important connection between Armadale,

51 draft spatial framework for Perth and Peel


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. Planned urban growth areas
Jandakot groundwater mound: covers an area of about 540
The following areas have been identified to accommodate
square kilometres extending from the Swan River in the north
anticipated growth in the sub-region to 2031.
to the Serpentine River in the south, and from the Darling
Escarpment in the east to the Indian Ocean in the west.
Southern River/Forestdale District Structure Plan area:
The aquifer is an important source for public water supply,
includes the localities of Southern River in the City of
agriculture, industry, market gardens and local authority use.
Gosnells, and Forrestdale, Brookdale and Wungong in the
The Water Corporation has the capacity to draw up to 10
City of Armadale. Local structure planning is currently being
gigalitres per year without affecting drawdown on the aquifer,
progressed, and it is estimated that the area will ultimately
and anticipates that with good management the Jandakot
support a population of 56,000 new residents.
scheme could supply an additional three gigalitres per year -
enough water for 12,500 homes.
Armadale redevelopment areas: the Armadale
Redevelopment Authority will continue to plan and deliver
Darling Escarpment: creates unique challenges for human
major residential and industrial developments including,
settlement due to poor drainage in the adjacent low-lying
Armadale city centre, South Armadale, Brookdale, Forrestdale,
lands. The subsequent combination of soil types, hydrology,
Champion Lakes and Champion Drive.
topography and climate present major challenges for urban
development.
Byford: the Byford District Structure Plan has identified
growth capacity for a future population of 38,000 residents,
Surface water supplies: The south-east sub-region contains
which is anticipated to be sufficient to accommodate demand
a number of dams that are crucial to water supplies. These
beyond 2031.
include Canning, Wungong and Serpentine dams.

directions 2031 52
06 sub-regional areas

53 draft spatial framework for Perth and Peel


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 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).
Maddington-Kenwick: proposed expansion of the
Armadale development areas: selected sites in the eastern Maddington industrial area is currently being investigated due
part of Armadale have been identified for possible future to its excellent location. This is significant to the sub-region to
development. These sites comprise a total of approximately improve its employment self-sufficiency.
1,250 hectares. Given the current rural nature of the area,
coupled with the environmental characteristics, high-density South Forrestdale: potential long-term industrial area
residential development in these areas is unlikely. requiring detailed investigation to determine suitability.

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).

directions 2031 54
06 sub-regional areas

legend
Perth central area

Primary centre

Strategic city centre


COCKBURN COAST &
Strategic specialised centre PORT COOGEE

Regional centre R JANDAKOT


Regional specialised centre AIRPORT

Urban BIBRA LAKE


COCKBURN
Urban deferred
Strategic industrial centre HENDERSON

Regional industrial centre S


Non urban
HOPE VALLEY - WATTLEUP
Rural
Under investigation - residential

Under investigation - industrial MANDOGOLUP

Railways
S

KWINANA FW
Major roads
KWINANA

Y
EAST ROCKINGHAM
R
NORTH-EAST BALDIVIS

centres
Primary Rockingham
centre
City

ROCKINGHAM
Strategic Kwinana
Industrial
centre

Hope Valley-Wattleup
(Latitude 32)

Henderson
SOUTH BALDIVIS
Regional Cockburn
Town centre

Kwinana

Jandakot Airport KARNUP


Specialised
centre

KERALUP

Bibra Lake
Industrial
centre

East Rockingham

District Baldivis Karnup


Town centre

Cockburn Coast

Mandogalup Spearwood

Secret Harbour

Warnbro

55 draft spatial framework for Perth and Peel


South-west Activity centres network

sub-region 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
The south-west sub-region encompasses the cities of
necessary to support the communities within its catchment.
Cockburn and Rockingham, and the Town of Kwinana.
Along with Joondalup, it will also be the preferred location for
The sub-region has experienced considerable economic
investment in high-order public and employment generating
and population growth driven by continued high demand
infrastructure outside of the central sub-region.
for coastal locations, historically strong demand for lower
density suburban development, and a consistently high
A draft centre plan prepared collaboratively by state and
level of industrial activity.
local government has identified significant potential for
transit oriented development to accommodate approximately
The sub-region is serviced by primary road and rail
35,000-40,000 new residents based on main street
infrastructure including the Kwinana Freeway and the
development principles. The draft centre plan encourages
Mandurah railway line, which provide high volume and
high-density mixed use development along the Rockingham
high frequency connections to the Perth central area
shuttle route which links directly to the Mandurah railway.
and enable the effective movement of people, goods and
services throughout the sub-region. Rockingham is the
The proposed development pattern will provide significant
principal centre of mixed use activity and is classified under
retail and office floor space between the railway station
Directions 2031 as a primary centre. The sub-region is also
and the beachfront. Rockingham primary centre is located
home to the Kwinana and Henderson strategic industrial
adjacent to significant employment opportunities provided
centres, which are a major focus of heavy industrial and
within the nearby Kwinana industrial area and the adjacent
export-oriented industry and employ over 10,000 workers.
East Rockingham industrial park.

Under the connected city scenario it is estimated that by


Strategic industrial centres: Kwinana, Henderson and
2031 the population of the south-west sub-region will have
the proposed Latitude 32 (Hope Valley - Wattleup) strategic
grown by 34 per cent to 278,000. The sub-region currently
industrial centres will continue to be a major focus of
enjoys a relatively strong employment self-sufficiency rate of
metropolitan and state industrial activity, with a focus on
60 per cent, however with the intensification of Rockingham
heavy manufacturing, processing, fabrication and export.
as a primary centre and progressive development of the
They will make an important contribution to meeting the
Latitude 32 industrial area, Directions 2031 expects the
short, medium and long term market demand for industrial
sub-region to increase its employment self-sufficiency rate
land in metropolitan Perth, and will generate significant
to 70 per cent, which will require 41,000 new jobs by 2031.

Characteristic 2008 2031 Change


Urban and urban deferred area 14,100 ha - -

Urban area already developed 10,700 ha 13,000 ha 2,300 ha

Population 208,000 278,000 70,000

Dwellings 82,000 123,000 41,000

Labour force living in the area 86,000 133,000 47,000

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

Employment self-sufficiency 60% 70% -

directions 2031 56
06 sub-regional areas

employment opportunities for the sub-region. The planned Regional industrial centres: the areas of Bibra Lake
outer harbour in Cockburn Sound will provide a regional hub in Cockburn and the East Rockingham industrial area
for the continued growth of national and international trade. will continue to be significant areas of employment and
contributors to the production of industrial output.
Regional town centres: Cockburn and Kwinana have
an important role to play in delivering a range of facilities,
services, employment, and housing opportunities within Movement network
their catchment areas, and will focus on ensuring that local
residents have access to a range of convenience goods Passenger rail: the Mandurah railway has had a significant
and services. Cockburn Central and Kwinana townsite are impact on commuter patterns and travel trends in its first year
currently undergoing detailed planning and development to of operation, and it is likely to continue to play a significant
increase the density and diversity of activities. role into the future. The south-west sub-region is currently
servced by stations at Cockburn Central, Kwinana, Wellard,
Regional specialised centre: Jandakot Airport is principally Rockingham, and Warnbro. Additional stations are planned to
focused on the provision of aviation services; however, it is service future growth in the sub-region.
anticipated that it will also incorporate a significant commercial
development precinct for mixed business and light industrial Kwinana Freeway and Perth-Bunbury Highway: the
uses. 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.

57 draft spatial framework for Perth and Peel


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.

Planned urban growth areas Mandogalup: an area situated west of the freeway / railway
line between Rowley Road to the north and Anketell Road
Port Coogee: is a major redevelopment of former industrial to the south has potential for urban development subject to
land in to a marina-based residential community fronting resolution of Alcoa industrial buffer issues
Cockburn Sound. When complete Port Coogee is expected to
accommodate 2,300 new dwellings and a population of more Karnup: the future of the southern Karnup area is likely to
than 5,000. be influenced by transit oriented development plans for the
Karnup station at the intersection of Mandurah and Paganoni
Cockburn Coast: is a significant urban regeneration project Roads intersection.
located south of Fremantle and overlooking the Indian Ocean.
The project will involve the remediation and redevelopment of Keralup: this land to the east of the freeway is zoned rural
approximately 120 hectares of former industrial land, as a new and has environmental and services/engineering constraints.
oceanside community with an estimated population of 10,800. Its future urban potential needs to be proven through further
The Department of Planning has prepared a district structure study.
plan to guide further detailed planning and development.
South Baldivis: significant engineering and environmental
Hope Valley-Wattleup (Latitude 32): this project is an constraints need to be resolved in order for its residential
essential part of meeting short, medium and long term potential to be realised.
market demand for industrial land in metropolitan Perth.
Encompassing some 1400 hectares, Latitude 32 is expected North-east Baldivis: an area situated within north-east
to generate approximately 10,000 new jobs over the medium Baldivis has been nominally identified as one of several
to long term. potential future sites for industrial land use as part of the draft
industrial land strategy for the Perth metropolitan and Peel
regions.
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).
directions 2031 58
06 sub-regional areas

legend
Perth central area

Primary centre

Strategic city centre

Strategic specialised centre

Regional centre
Urban
Urban deferred
Strategic industrial centre KERALUP

Regional industrial centre


Non urban NAMBEELUP
Rural
Under investigation - residential
R
MANDURAH
Under investigation - industrial
FURNISSDALE
Railways NORTH RAVENSWOOD

Major roads

WEST PINJARRA

OAKLEY

S
SOUTH
YUNDERUP PINJARRA
GREENLANDS

centres
Strategic Mandurah
City centre

PERTH-BUNBURY HWY

SO
UTH

Oakley
Industrial

-
centre

WE

Wagerup
STE
RNH

Regional Pinjarra
WY
Town centre

NORTH WAROONA

Nambeelup
Industrial
centre

PRESTON BEACH

District Falcon
Town centre

WAGERUP
Halls Head

Lakelands
S
Waroona

59 draft spatial framework for Perth and Peel


Peel dwellings. This level of growth will place
significant pressure on existing infrastructure

sub-region and will need to be carefully planned to ensure


it does not unduly impact on the sensitive
environmental features of the area.
The Peel sub-region is situated immediately
south of the Perth metropolitan region High population growth has been accompanied
boundary, and comprises the local government by strong growth in retail, consumer service
areas of Mandurah, Murray and Waroona. and producer service activities, which has
enabled the sub-region to sustain a relatively
The area is characterised by an extensive high level of employment self-sufficiency at
coastal plain stretching from the Indian Ocean 71 per cent. Directions 2031 has identified a
in the west to the Darling Escarpment in the future employment self-sufficiency target of 80
east. The coastal plain contains three major per cent for the sub-region, which will require
river systems (Serpentine, Murray and Harvey the creation of an additional 23,000 jobs.
rivers) that drain into the Peel- Harvey Estuary,
and a system of inter-connected wetlands
(including the internationally recognised and Activity centres network
Ramsar registered Peel-Yalgorup system),
which contribute to the complex hydrology of Strategic city centre: Mandurah is the main
the area. Beyond the Darling Escarpment are sub-regional centre for consumer transactions,
significant tracts of state forest and important providing convenience and comparison
surface water catchment areas that feed the retail, community and health services, and
North and South Dandalup rivers and dams. professional and business services to a large
catchment population.
The sub-region has experienced significant
population growth over the past decade, with The Mandurah strategic city centre will continue
much of this growth occurring in the coastal to be the primary focus for commercial and
City of Mandurah. Under the connected social activity in the sub-region, and provide
city scenario it is estimated that by 2031 the a full range of services, facilities and activities
population of the Peel sub-region will have to the communities within its catchment. A
grown by 50 per cent to 133,000 residents, city centre precinct plan is currently being
generating demand for an additional 26,000 developed to guide commercial, residential,

Characteristic 2008 2031 Change


Urban and urban deferred area 8,800 ha - -

Urban area already developed 5,700 ha 7,100 ha 1,400 ha

Population 88,000 133,000 45,000

Dwellings 38,000 64,000 26,000

Labour force living in the area 29,000 55,000 26,000

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

Employment self-sufficiency 71% 80% -

directions 2031 60
06 sub-regional areas

tourism and mixed use development. This will allow Mandurah Mandurah Road: this coastal corridor provides an important
to evolve and enhance its standing as a significant strategic regional function separate from the function of the Perth-
city centre. Bunbury Highway. Following completion of the Perth-Bunbury
Highway, Mandurah Road will continue to carry significant
Strategic industrial centres: Oakley and Wagerup strategic volumes of traffic and it is important that the regional transport
industrial centres are a critical component in the future function of this route is protected.
development of the sub-region. These mineral processing
enterprises generate substantial export revenues, provide Pinjarra Road: provides an important east-west link between
significant employment and business agglomeration the Mandurah strategic city centre and Pinjarra regional town
opportunities, and support research and development. centre. As the sub-region grows, Pinjarra Road will become
an important public transport corridor.
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 Green network
catchment area.
The sub-region contains environmentally significant features
and attributes including coastal environments, groundwater
Movement network mounds, wetlands and associated drainage areas, and a
complex hydrology. Future growth within the sub-region must
The regional road and railway network plays a fundamental be undertaken in accordance with the following environmental
role in catering for inter and intra-regional traffic and road priorities:
freight. Directions 2031 has identified the following as being
key elements of the regional movement network: Protection of wetlands and waterways: the wetlands and
waterways of the sub-region are of regional and international
Mandurah railway: the recent opening of the Mandurah significance in the role they play to maintain biodiversity.
Railway has provided the Peel sub-region with high volume, All wetlands and waterways (including the Peel-Yalgorup
high frequency public transport access to the Perth central system, EPP lakes, conservation category wetlands, resource
area and the wider metropolitan area. The line currently enhancement wetlands, and floodways and flood fringe areas
terminates in Mandurah. of the rivers) are to be protected from urban development
pressure.
South-western railway: the South-western railway will
continue to play an important passenger and freight function, Water, nutrient and soil management: all development in
with particular regard to planned new industrial areas. the sub-region must be in accordance with an urban water
management strategy and plan (to be prepared in terms of
Perth-Bunbury Highway: is a four-lane highway planned to the Better Urban Water Management guidelines). Particular
cater for longer distance regional traffic. Opening in mid-2009, regard is to be given to the protection of environmental assets,
the highway will significantly relieve congestion on Mandurah the management of urban water use, the management of
Road, and improve road access to areas north and south of surface water, the management of groundwater, and the
the sub-region. management of water quality.

South Western Highway: runs through Pinjarra and Waroona Landscape protection and urban design: there are a
and into the south-west areas of the state. The South Western number of landscape protection and urban design issues that
Highway provides an important regional function and carries a must be considered in future development in the sub-region,
significant number of heavy vehicles. Any future development including natural landform and visual amenity, transit oriented
along the South Western Highway will need to be carefully development opportunities, energy and water efficient design
planned and managed to ensure that it does not compromise of urban areas and any potential impact from sea level rise.
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.

61 draft spatial framework for Perth and Peel


Planned urban growth areas
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 Keralup, North Ravenswood, West Pinjarra and Nirimba:
residential densities. these are potential areas for long term development or
protection, beyond 2031. The extent of possible development
Shire of Murray: an increase in the rate of development on will depend considerably on the outcome of the Murray
existing urban zoned land at South Yunderup, Ravenswood Drainage and Water Management Plan, currently being
and Pinjarra could occur with completion of the Forrest prepared by the Department of Water (due for completion in
Highway. Also, redevelopment in the existing Furnissdale 2010). This process may raise feasibility issues relating to
townsite could provide further housing opportunities in the development on the palusplain.
near future. However, more-substantial levels of development
are expected in these areas once the availability of suitable North Dandalup, Preston Beach and Waroona:
land in coastal areas decreases. Additionally, residential and investigations for a North Dandalup townsite are underway
tourist development is expected to occur at Point Grey during which may provide for up to 2,000 additional dwellings.
the next 15 years. At Preston Beach a proposed townsite strategy is under
preparation, and will be released for public comment in 2010.
Nambeelup: is currently being planned as a regional industrial In March 2009, the Western Australian Planning Commission
centre and is to be primarily focused on providing industrial endorsed the Shire of Waroona Local Planning Strategy which
products and services to the Peel sub-region. incorporates proposals for urban expansion to the north of the
townsite, and detail structure planning for Waroona North is
being undertaken for this purpose.
Areas under investigation
Greenlands: currently being investigated as a potential
Directions 2031 has also identified areas that are currently regional industrial centre.
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).

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.

directions 2031 62
07 implementation

Implementation 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
Directions 2031 provides the framework for the future growth diversity and density of development. The State Government
and development of Perth and Peel within which more detailed will also need to consider introducing call in powers for projects
policies and programs will be progressively developed and of regional significance in order to implement key components
refined. It is important to recognise that this is not a statutory of Directions 2031.
plan, but rather a long-term strategic guide to decision-making.

Monitoring
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 To ensure that Directions 2031 remains aligned to the
growth. growth of the city, a process of monitoring and review will
be established by the Department of Planning, which will
A set of key actions has been identified to support the include:
implementation of Directions 2031. These are outlined on the
following pages and have been grouped into four key areas -
• Benchmarking for Directions 2031 for the purposes of
planning, environment, transport and economy. Some of the
a five-yearly performance review, undertaken in line
actions are already being addressed through the development
of policies and plans, while others will be prioritised to ensure with the release of census data.
the objectives outlined in Directions 2031 are achieved. • Regular reviews to ensure alignment with contemporary
policy settings.
In addition, Directions 2031 has been developed in the context
of broader planning and governance reform that will ultimately • Periodic reporting against key elements of the
result in changes and improvements to the planning system. framework.
One of the key reform initiatives is the State Government’s
Building a Better Planning System consultation paper that The urban development program will be the main vehicle
identifies a number of actions to address: for periodic monitoring and reporting on land use and
infrastructure matters, including the provision of baseline
1. simplifying planning approvals data on:
2. developing more effective planning instruments
• zoned land supply
3. prioritising major projects
4. improving the integration and coordination of infrastructure
• consumption of zoned land
and land use planning • housing density and diversity
5. developing a comprehensive regional planning framework. • subdivision activity (including the percentage of
6. strengthening governance and institutional arrangements. existing approvals that are active)
• current region scheme amendments and status
Without pre-empting the outcomes of the Building a Better
Planning System consultation process, a stronger set of • strategic planning in progress including major structure
planning implementation mechanisms will be required to plans and their status
implement key aspects of Directions 2031. It is anticipated
• strategic infrastructure provision.
that amendments will be required to existing local planning
scheme and structure planning provisions and the Residential
Other monitoring tools will be used or developed to measure
Planning Codes to allow the Western Australian Planning
Commission to apply minimum densities for development in the social, economic and environmental performance of
addition to the current controls based on maximum densities. Directions 2031.

63 draft spatial framework for Perth and Peel


Planning
Initiative Overview
Spatial Framework for Perth and Finalise and endorse Directions 2031 as the spatial framework for the Perth and Peel
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 Review State Planning Policy 3.1 Residential Design Codes by:
Program 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 Update guidelines to ensure consistency with the intent of Directions 2031 in dealing with
Urban Deferment future residential development.

Funding options for strategic land Investigate options to source funding to acquire land for the Peel Region Scheme.
acquisitions
Demography and indicators Ongoing implementation to provide:
program 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- Preparation of a planning framework to guide the future development of the Perth central
work area.

directions 2031 64
07 implementation

Environment
Initiative 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 • Implementation and review of the recommendations of the EnviroPlanning Directions
land use planning program 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 Develop a state planning policy to reflect outcomes of the review of the Kwinana air quality
quality buffer state planning policy buffer study by the Department of Environment and Conservation.

Bush fire protection planning Preparation of planning guidelines to address bush fire hazard.
guidelines

Regional recreational open space Preparation of a strategy to guide location and use of future regional recreation open space that
strategy 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.

65 draft spatial framework for Perth and Peel


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

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

Road and rail transport noise Develop a state planning policy to provide guidance on new major road and rail
and freight considerations state infrastructure, location of freight handling facilities and the designated Perth primary freight
planning policy 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 To provide for the preparation of land use plans and associated infrastructure
program 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.

directions 2031 66
07 implementation

Economy
Initiative Overview
Perth and Peel economic and Prepare an economic strategy for Perth and Peel that:
employment strategy • 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 Ongoing program designed to monitor and identify general industrial land in Perth and Peel and
program includes preparation of an industrial land strategy and industrial land supply profile.

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

67 draft spatial framework for Perth and Peel


Public Submissions on
Directions 2031 Draft Spatial Framework
for Perth and Peel

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: corporate@planning.wa.gov.au
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

directions 2031 68
Public Submissions on
Directions 2031 Draft Spatial Framework
for Perth and Peel

Name:
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Organisation (if relevant):
.....................................................................................
Address:
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Interest:
(eg business operator, local government, industry body)
.....................................................................................
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.
Comments:
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69 draft spatial framework for Perth and Peel


Notes

directions 2031 70

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