SWANBOURNE LOCAL CENTRE PLANNING STUDY

October 2018

EXECUTIVE SUMMARY local scale, ‘main street’ format and heritage character while consolidating the Local Centre’s role and increasing vibrancy through movement network improvements, landscaping, and limited mixed-use development The Swanbourne Local Centre is a local hub with an established mix of opportunities. Further definition of these principles alongside specific predominantly single-storey commercial uses opposite the Swanbourne development intentions are presented as they relate to three discrete Station. This planning study, commissioned by the Town of Claremont, planning precincts – the Local Centre Core, Claremont Crescent Corridor investigates opportunities for expansion, consolidation and retention of and Swanbourne Station Corridor. The Local Centre Core is the commercial the Local Centre, and presents a recommended pathway to achieving a and residential heart of the Local Centre and the only planning precinct to vibrant yet intimate centre serving residents into the future. include privately owned land. This planning precinct is the focal point for The study used several approaches to understand the current centre both heritage retention and infill development opportunities. A character and the issues and opportunities for any future development. streetscape protection area is recommended to set back any new These included: development from heritage facades, retaining the existing built form character and ‘main street’ scale of the Local Centre. Conversion of the  Desktop review of the existing statutory framework, previous under-utilised Rob Roy Lane to a laneway plaza will provide additional studies and publicly available datasets including ABS census and pedestrian-friendly space and opportunity for a modest increase in environmental mapping commercial floor area. Recommendations for the Claremont Crescent  On-site analysis to observe existing architectural character, Corridor and Swanbourne Station Corridor focus primarily on achieving vibrancy, and experiential features and problems safe, comfortable, legible movement networks – and associated car  Stakeholder engagement to ascertain broad community priorities parking – that enhance the Local Centre Core. The planning precincts and for the Local Centre, and recommendations are presented in Parts 4 and 5.  Built form modelling to investigate the interplay of topography, building height and building setbacks. Part 6 of this report addresses the implementation actions required to Part 2 of this report presents a summary of the information gathered achieve the recommendations. A Special Control Area is recommended to through this investigative process. guide future development in accordance with the vision, while allowing flexibility in design solutions to movement network and servicing issues. The information gathered was used to identify broad vision and The Claremont Crescent Corridor and Swanbourne Station Corridor will development principles to guide planning and development in the require further detailed design work to achieve pleasant, highly-connected Swanbourne Local Centre, presented in Part 3. These focus on retaining the movement corridors serving the Local Centre and surrounds.

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TABLE OF CONTENTS 3.5 ENVIRONMENTAL PROTECTION AND MANAGEMENT ...... 43 EXECUTIVE SUMMARY...... 1 4. STAKEHOLDER ENGAGEMENT ...... 44 PART 1: INTRODUCTION ...... 5 4.1 ENGAGEMENT APPROACH ...... 44 1. INTRODUCTION ...... 6 4.2 SUMMARY OF “OPEN HOUSE” AND ONLINE SURVEY FINDINGS .... 46 1.1 PROJECT BACKGROUND ...... 6 5. BUILT FORM MODELLING FOR FUTURE DEVELOPMENT ...... 52 1.2 PROJECT METHODOLOGY...... 7 5.1 BUILDING SCALE ...... 52 PART 2: UNDERSTAND ...... 11 PART 3: VISION AND PRINCIPLES ...... 57 2. STUDY SITE FEATURES AND CONTEXT ...... 12 6. SWANBOURNE LOCAL CENTRE VISION ...... 58 2.1 SITE DESCRIPTION...... 12 6.1 VISION AND DEVELOPMENT PRINCIPLES ...... 58 2.2 SITE ZONING ...... 15 PART 4: PRECINCT DEFINITION ...... 59 2.3 POPULATION AND HOUSING ...... 17 7. PLANNING PRECINCTS ...... 60 2.4 LAND TENURE ...... 18 7.1 INTRODUCTION TO THE PLANNING PRECINCT APPROACH ...... 60 2.3 LAND USE MIX ...... 19 7.2 RECOMMENDED DEFINITION OF PLANNING PRECINCTS ...... 61 2.4 MOVEMENT NETWORK ...... 21 PART 5: RECOMMENDED OUTCOMES ...... 65 2.5 UTILITIES AND INFRASTRUCTURE ...... 26 8. RECOMMENDED OUTCOMES: LOCAL CENTRE CORE ...... 65 2.6 URBAN CONTEXT AND STREETSCAPE ...... 27 8.1 DEVELOPMENT PRINCIPLES ...... 65 3. LAND USE PLANNING STATUTORY FRAMEWORK ...... 28 8.2 BUILT FORM AND LAND USE (DEVELOPMENT AREAS)...... 66 3.1 STATE GOVERNMENT STATUTORY FRAMEWORK ...... 28 8.3 MOVEMENT NETWORK ...... 71 3.2 TOWN OF CLAREMONT STATUTORY FRAMEWORK ...... 32 8.4 PARKING AND ACCESS ...... 73 3.3 MANAGEMENT PLANS AND PREVIOUS STUDIES...... 36 8.5 LANEWAY PLAZA ...... 74 3.4 HERITAGE PROTECTION AND MANAGEMENT ...... 38 8.6 SEWER LINE ...... 75

SWANBOURNE LOCAL CENTRE PLANNING STUDY

9. RECOMMENDED OUTCOMES: CLAREMONT CRESCENT CORRIDOR ..... 77 9.1 DEVELOPMENT PRINCIPLES ...... 77

9.2 FUNCTION AND AMENITY ...... 78 10. RECOMMENDED OUTCOMES: SWANBOURNE STATION CORRIDOR .. 80

10.1 DEVELOPMENT PRINCIPLES ...... 80 10.2 RAILWAY BRIDGE AND CONNECTION TO COTTESLOE ...... 81 10.3 SWANBOURNE STATION CORE: CAR PARKING ...... 83 PART 6: IMPLEMENTATION ...... 87 11. IMPLEMENTATION ...... 86 11.1 STATUTORY APPROACH ...... 86 11.2 DRAFT STATUTORY TOOLS ...... 88 11.2 IMPLEMENTATION ACTIONS ...... 89 ATTACHMENT 1: TOWN OF CLAREMONT TRAFFIC COUNT DATA ...... 92 ATTACHMENT 2A: DIAL BEFORE YOU DIG - ATCO GAS ...... 95 ATTACHMENT 2B: DIAL BEFORE YOU DIG - WESTERN POWER ...... 97 ATTACHMENT 2C: DIAL BEFORE YOU DIG -WATER CORPORATION ...... 98 ATTACHMENT 3: DRAFT SCHEME AMENDMENT TERMS ...... 99 ATTACHMENT 4: DRAFT SCHEDULE 2 ...... 101 ATTACHMENT 5: DRAFT SCHEME MAP EXCERPTS ...... 102 ATTACHMENT 6: BUILT FORM GUIDELINES ...... 104

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TABLE OF FIGURES FIGURE 15: European Heritage in Swanbourne Local Centre and Context Area ...... 39

FIGURE 1: Swanbourne Local Centre Planning Study Process ...... 92 FIGURE 16: Claremont Crescent Commercial Heritage Precinct ...... 41 FIGURE 2: Swanbourne Local Centre Location Plan ...... 12 FIGURE 17: Swanbourne Railway Station Shopping Precinct ...... 42 FIGURE 3: Local Government Area Boundaries around Swanbourne Local FIGURE 18: Online Survey Responses to Preferred Housing Types ...... 49 Centre ...... 13 FIGURE 19: Built Form Modelling – Cross-Section One ...... 53 FIGURE 4: Contour Plan ...... 14 FIGURE 20: Built-Form Modelling – Cross-Section Two ...... 54 FIGURE 5: Metropolitan Region Scheme Zoning ...... 15 FIGURE 21: Built Form Modelling – Cross-Section Three ...... 55 FIGURE 6: Local Planning Scheme & Ownership ...... 16 FIGURE 22: Built Form Modelling – Cross-Section Four ...... 56 FIGURE 7: Population Age Structure In Swanbourne (Suburb) and Town of FIGURE 23: Recommended Planning Precincts ...... 63 Claremont LGA ...... 17 FIGURE 24: Overview of Spatial and Statutory Approach to Recommended FIGURE 8: Swanbourne Population Age Structure Over Fifteen Years .... 17 Outcomes ...... 64 FIGURE 9: Existing Land Uses Within and Surrounding Swanbourne Local FIGURE 25: Local Centre Core Planning Precinct Concept Plan ...... 69 Centre ...... 20 FIGURE 26: Indicative Outer Extent of Building Envelopes – Claremont FIGURE 10: Functional Road Hierarchy for Swanbourne Local Centre and Crescent Perspective ...... 70 Surrounds ...... 21 FIGURE 27: Indicative Outer Extent of Building Envelopes – Rob Roy Street FIGURE 11: Summary of Observed Car Parking Usage in Swanbourne Local Perspective ...... 71 Centre ...... 25 FIGURES 28A, 28B, 28C: Conceptual Possibilities for Local Development FIGURE 12: Swanbourne Local Centre Private / Streetscape Interface ... 27 Plan Preparation ...... 74 FIGURE 13: Excerpt from Draft Central Sub-Regional Planning Framework FIGURE 29: Claremont Crescent Corridor Planning Precinct Development Depicting Station Precincts ...... 29 Concept ...... 81 FIGURE 14: Registered Aboriginal Heritage Sites ...... 38

SWANBOURNE LOCAL CENTRE PLANNING STUDY

PART 1: INTRODUCTION

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1. INTRODUCTION

1.1 PROJECT BACKGROUND

The Swanbourne Local Centre is a local hub with an established mix of predominantly single-storey commercial uses opposite the Swanbourne Station. The Town of Claremont is currently exploring opportunities around train stations in its area, including appropriateness of infill development, movement network improvements and public realm enhancements. The Swanbourne Local Centre Planning Study has been commissioned to assess the current characteristics and issues of the Local Centre and build upon these to identify possibilities for its future. The study purpose includes:

 defining the vision and objectives for the Swanbourne Local Centre  identifying strategies for achieving the vision and objectives, and  recommending a statutory approach for giving effect to the strategies.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

1.2 PROJECT METHODOLOGY STUDY METHODOLOGY AND PRESENTATION OF FINDINGS The study methodology is summarised in Figure 1. It included the following DEFINITION OF STUDY AREA steps. In its preparatory documents, the Town of Claremont designated an 1. Understand – gather information from a variety of sources to indicative study site area comprising the existing commercial strip and understand the Swanbourne Local Centre character, issues, some abutting residential properties, bounded by Claremont Crescent, Rob opportunities and future needs. Data sources included: Roy Lane, Saladin Street and Franklin Street. The refined study site area  Desktop Review – A comprehensive review of relevant reports and incorporates: databases, including statutory and strategic planning instruments; local government policies and management plans; public heritage  Lots along Claremont Crescent zoned ‘Local Centre’ and environment datasets; Town of Claremont traffic data; and  Lots between Rob Roy Street and Saladin Street zoned ‘Residential’ ABS census data.  Claremont Crescent between Saladin Street and Franklin Street,  Site Analysis – Multiple visits to the project site to observe and and assess built form, activity, public realm qualities, and traffic and  The railway corridor between Saladin Street and Franklin Street. parking flow, including a basic car parking usage study. In addition to the study area, referred to as the ‘core’, some consideration  Stakeholder Engagement – Various methods of obtaining feedback has been given to the surrounding development context. This ‘context on study issues from different stakeholder groups, including Town area’ is physically and experientially connected to the Local Centre and has of Claremont staff, other government organisations, utility and infrastructure agencies, landowners, business operators and been considered in assessing the development context. The study residents. recommendations do not, however, present specific strategies for the  Building Scale Modelling Exercise – modelling of hypothetical context area. building envelopes having regard for existing and potential built It is acknowledged that development south of the railway corridor also form controls, zoning and topography, to determine appropriate contributes to local amenities and character, however, this was not building heights and setbacks in the Local Centre. 2. Vision and Principles – a vision and series of future development included within the core study area as it is not within the Town of principles were laid out for the Swanbourne Local Centre, having Claremont’s local government area. However, opportunities for future regard for the understandings gained in the first stage. connections and collaboration have been considered and are articulated in 3. Precinct Definition – three discrete precincts were identified within the study findings. the study area. Each precinct is unified by its issues, objectives,

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implementation requirements and tenure and management characteristics. Separating the study area into three precincts provides a means to tailor solutions to each distinct area and assists with future planning for implementation. 4. Recommended Outcomes – the desired outcomes for land use, density, built form, traffic and movement, amenity and public realm for are laid out separately for each precinct having regard for its unique characteristics. 5. Implementation – a recommended approach and actions required to achieve the desired vision, principles and outcomes.

The report structure and presentation of findings follows the process outlined above.

Aerial photography of locality

SWANBOURNE LOCAL CENTRE PLANNING STUDY

UNDERSTAND Analyse information from database sources, previous studies, statutory and strategic framework, site visits, stakeholder engagement, built

form modelling and car parking observation.

VISION & PRINCIPLES

Determine a vision and development principles for the Swanbourne Local Centre.

PRECINCT DEFINITION

Define future development precincts based on common issues, opportunities and implementation approaches.

RECOMMENDED OUTCOMES

Present desired outcomes for each discrete precinct.

IMPLEMENTATION

Present the recommended approach and required actions to achieve the vision, principles and recommended outcomes.

FIGURE 1: Swanbourne Local Centre Planning Study Process

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SWANBOURNE LOCAL CENTRE PLANNING STUDY

PART 2: UNDERSTAND

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2. STUDY SITE FEATURES AND CONTEXT hair salons. The north-west quadrant of the site is a cluster of residential lots developed with older single dwellings. The north-east section of the site is primarily open car-parking, located to the rear of the various 2.1 SITE DESCRIPTION commercial premises. The majority of the buildings are early twentieth- The Swanbourne Local Centre is located opposite the Swanbourne Train century commercial buildings (approximate date range 1900 – 1940) with Station on the Fremantle to Perth railway line. The Claremont activity the notable exception of a 1970s multi-tenancy development facing the rail centre is approximately 1.2km to the east and readily accessible by road, bridge. It is surrounded by primarily residential uses including a three- train and dual-use path. Stirling Highway is approximately 600m due south storey retirement living development to the west. and provides connection to the Perth CBD and Fremantle city centre.

The Local Centre sits within the Town of Claremont Local Government Area. Directly south of the Swanbourne Station is a similar strip of low-rise commercial development that is within the suburb of Cottesloe and Town of Cottesloe Local Government Area. The suburb of Swanbourne is split between two Local Government areas, with the boundary to the City of Nedlands sitting approximately 300m to the west. Figure 3 depicts Local Government Area boundaries in the vicinity of the Local Centre.

The planning study area is bounded by Claremont Crescent, Rob Roy Street, Saladin Street and Franklin Street. It is approximately 6,700m2 in area. There is a significant slope down from north to south and the Swanbourne Station platform is lower than the adjacent Claremont Crescent. The land then rises again south of the station, within the Town of Cottesloe Local Government Area. Figure 4 shows contour lines for the Local Centre and immediate surrounds.

The southern edge to the site (fronting the railway line) is developed with a range of commercial uses typical of a neighbourhood centre, including FIGURE 2: Swanbourne Local Centre Location Plan (Background Image Source: Google Maps) cafes and take-aways, post office, IGA supermarket, specialty stores and

SWANBOURNE LOCAL CENTRE PLANNING STUDY

FIGURE 3: Local Government Area Boundaries around Swanbourne Local Centre

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FIGURE 4: Contour Plan (Source: Town of Claremont, May 2017)

SWANBOURNE LOCAL CENTRE PLANNING STUDY

2.2 SITE ZONING TOWN OF CLAREMONT LOCAL PLANNING SCHEME NO. 3 The Study core is zoned part ‘Local Centre’ and part ‘Residential R20’. The METROPOLITAN REGION SCHEME reservations established under the Metropolitan Region Scheme are The planning study area is zoned ‘Urban’ under the Metropolitan Region reflected in the Local Planning Scheme. The study surrounds are zoned Scheme, excepting the railway corridor which is reserved for ‘Railways’. primarily ‘Residential’ with ‘R20’ coding, however, there are two areas of The study surrounds are also zoned primarily ‘Urban’ with a small portion ‘Special zone – restricted use’. These correspond with the retirement living of land adjacent to West Coast Highway reserved for ‘Primary Regional development directly west of the study core and a veterinary practice to its Roads’. north. The Scotch College campus to the east is zoned ‘Educational’. Figure 6 depicts Local Planning Scheme zones in the study and surrounds.

ISSUES

 Intersection of two Local Government areas and the Public Transport Authority’s railway reserve requires a considered approach to coordinated planning and implementation  Existing zoning pattern may not accord with the intended Local Centre footprint

OPPORTUNITIES

 “Urban” zoning contemplates a broad range of land uses  The Local Centre has sound public transport, active transport and private transport connections to surrounding areas  The topography and existing road and lot layout can create opportunities for interaction between the northern and southern sides of the railway line FIGURE 5: Metropolitan Region Scheme Zoning (Source: Department of Planning, Lands and Heritage)

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LANE ROB ROY

FIGURE 6: Local Planning Scheme & Ownership (Source: Department of Planning, Lands and Heritage)

SWANBOURNE LOCAL CENTRE PLANNING STUDY

2.3 POPULATION AND HOUSING Since the 2011 Census, the population of Swanbourne has increased by 15.6%. The greatest change is in the teenaged age group followed by those Preliminary release data from the 2016 census shows that Swanbourne in their late 30s to early 50s, indicating that children in local families are (the entire suburb, including the local centre) is home to 4,059 people. growing to adolescence or new families with adolescents are moving in. Figure 7 shows the population age structure for Swanbourne and the broader Claremont LGA (note that parts of the suburb of Swanbourne are Occupied housing in Swanbourne comprises 78.7% separate dwellings. This not within the Claremont LGA). There are peaks in the number of persons is a notable decrease from 92% in 2011, likely reflecting the impact of infill aged in their teens and persons aged in their 40s and 50s, which would development. However, excepting the retirement community, the area accord with a typical age structure for families with adolescents. The immediately surrounding the local centre remains primarily single average Swanbourne household is home to 2.8 people and just over half of dwellings. Three quarters of occupied private dwellings are occupied by the all households are couples with children. The median age in Swanbourne is property owner/s. Two thirds of households own two or more vehicles. 39 years.

80-84 years 80-84 years

70-74 years 70-74 years 60-64 years 60-64 years

50-54 years 50-54 years

40-44 years 40-44 years

30-34 years 30-34 years

20-24 years 20-24 years

10-14 years 10-14 years

0-4 years 0-4 years 0 100 200 300 400 500 600 700 800 900 0 50 100 150 200 250 300 350 400

Number in LGA Number in Swanbourne 2016 2011 2006 2001

FIGURE 7: Population Age Structure In Swanbourne (Suburb) and Town of Claremont LGA (Source: 2016 FIGURE 8: Swanbourne Population Age Structure Over Fifteen Years (Source: 2001, 2006, 2011 & 2016 Census, ABS) Census, ABS)

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2.4 LAND TENURE ISSUES The project core is comprised of 19 lots, all held in private ownership (refer  Small lot sizes and fragmented land ownership can impact to Figure 6). Of these lots, three relate to historical tenure treatments of development timeframes and opportunities party walls, meaning that they are at most 4m2 in area and associated with  Existing businesses rely on Lot 66 for vehicle access but formalised corresponding substantial lots / owners. Further, one lot – Lot 66 on access rights are not apparent Diagram 5882 – relates to a piece of land being used as a default access leg.  Possibility that Rob Roy Lane has been partially constructed over Lot This parcel has a unique landowner that is not a registered landowner 43 elsewhere within the core. In total, there are 14 distinct landowners within the study core.

Also of note is a possible inconsistency between the location of the Rob OPPORTUNITIES Roy Lane and cadastral boundaries in relation to Lot 43. This is apparent through overlaying of cadastral and aerial data, and a site survey would be  Despite access arrangements not being formalised, Lot 66 provides required to assess the true extent (if any) of the encroachment. a logical rear access option for several commercial properties fronting Claremont Crescent  Rob Roy laneway as it approaches Claremont Crescent presents an opportunity for a public space

SWANBOURNE LOCAL CENTRE PLANNING STUDY

2.3 LAND USE MIX

The planning study area is a cluster of predominantly commercial uses fronting Claremont Crescent and the railway line. Individual operations tend to be small in scale in keeping with the predominantly traditional, narrow built form. Uses are typical of a neighbourhood centre, and include cafes, post office, supermarket, specialty stores and salons. The northern half of the core includes three single dwellings to the west and several open car-parking areas in private ownership to the east.

The planning study context area is predominantly low-density residential, and includes The Beaumont retirement community comprising 55 units. Some isolated non-residential uses that serve the residential population, such as an Anglican church, are also present. Of particular note are two small clusters of non-residential development located in the south-west corner and north-centre portion of the site. Also of note is the Scotch College campus at the eastern edge of the site. This is an independent school catering for 1785 students (including 162 boarders) from Kindergarten to Year 12. The school campus has expanded over time to include several adjacent residential properties. Town of Claremont staff have advised that an influx of vehicles during peak periods (student drop- off and pick-up) is a local traffic management issue and is addressed under an approved Traffic Management and Transport Plan.

Figure 9 shows broad existing land uses within the local centre and planning study context area.

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FIGURE 9 Existing Land Uses Within and Surrounding Swanbourne Local Centre

SWANBOURNE LOCAL CENTRE PLANNING STUDY

2.4 MOVEMENT NETWORK

VEHICLE MOVEMENT NETWORK

The functional road hierarchy for the planning study area and planning study context area is shown in Figure 10. A portion of Claremont Crescent within the planning study context area, near West Coast Highway, is subject to a ‘Primary Regional Road’ reservation but this is unlikely to impact the local centre.

Claremont Crescent is a single carriageway with street parking on both sides within the local centre. The road has a wide central median strip and roundabouts at each end of the local centre.

Rob Roy Lane, which runs north-south through the local centre, is narrow and sightlines where it intersects Claremont Crescent are poor. The lane does not appear to be heavily used, with vehicles observed to use Saladin Street to access the rear carparks of Lots 43 and 38.

The north and south sides of the railway line are connected by a two-lane PRIMARY DISTRIBUTOR LOCAL DISTRIBUTOR bridge. Town of Claremont staff have advised that the bridge experiences DISTRICT DISTRIBUTOR (A) ACCESS ROAD congestion at peak times and is also nearing the end of its economic life, DISTRICT DISTRIBUTOR (B) and it is anticipated that replacement will occur in the short-term. There are several design and locational possibilities for construction of the FIGURE 10: Functional Road Hierarchy for Swanbourne Local Centre and Surrounds (Source: Town of replacement bridge, however, at the time of this study, detailed design Claremont; produced by Main Roads WA) work was not finalised and there was no confirmed location for the new bridge. PUBLIC TRANSPORT The Swanbourne Station is located on the Fremantle line, with regular Attachment 1 shows traffic count data provided by the Town of Claremont. services to both Fremantle and Perth. Bus routes run along Shenton Road

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and Servetus Street in the planning study context area, providing transport to Cottesloe, Claremont, East Perth and Elizabeth Quay.

NON-VEHICLE MOVEMENT NETWORK

A dual-use path runs adjacent to the railway corridor, accessible at specific entrance/exit points. There are significant grade separations between the footpath on Claremont Crescent, old station access path, new dual-use path, and station platform. Although signposted, the main entrance to the station is slightly removed from the Local Centre and not easily perceivable due to intermediary obstacles and slope.

The footpath adjacent to the shopfronts on Claremont Crescent also houses alfresco dining, shop displays, signage, bicycle racks, rubbish bins and signage. This can somewhat hamper pedestrian movement. Footpaths are generally available in surrounding streets, however, these are of varying width and condition and feedback was received through the stakeholder engagement activities that portions along Franklin Street are problematic for wheelchair users. The bridge over the railway line incorporates a narrow pedestrian path that provides limited separation from vehicle traffic, however, it is expected that this will be replaced when the new bridge is constructed.

Angled parking opposite the commercial buildings does not have direct access to a footpath. Further, despite the majority of public parking being located in this angled parking on the south side of Claremont Crescent, there is no pedestrian priority crossing. Town of Claremont advises that It is preferred that pedestrians use the refuge islands at the roundabouts. Pedestrian path adjacent to commercial buildings, with width impacted by bicycle rack and shop displays

SWANBOURNE LOCAL CENTRE PLANNING STUDY

accommoUsers of the angled parking frequently cross Claremont Crescent from where they have parked their vehicle rather than moving to a safer crossing point.

CAR PARKING

A basic car parking usage study was undertaken as part of this planning study. A count of occupied bays was undertaken for twelve two-hour periods over four days, including two Wednesdays and two Saturdays. A summary of the findings for car parking areas within the local centre is provided in Figure 11. Note that these include both privately and publicly owned carparks. Where parking bays were not line-marked, the capacity has been estimated. There are no ACROD bays available in the angled and parallel local centre parking.

In the planning study context area, substantial usage was recorded along Saladin Street and those portions of Rob Roy Street and Franklin Street abutting the retirement community. The latter tended to be more heavily used during business hours than in the evening, indicating that is frequented by visitors to the area, while car parking on Saladin Street was generally steady. It was rare, however, for the street parking in both of these areas to be fully utilised.

Two loading bays are provided in the parallel parking in front Lots 6 and 101. Town of Claremont staff have advised that there are concerns with delivery vehicles parking in the wide median on Claremont Crescent when the loading bays are not available. This was observed once during the car parking usage study and did appear to impact traffic flow due to the width Varying level differences for paths and access to Swanbourne Station of the delivery vehicle as well as requiring delivery staff to make several

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crossings of Claremont Crescent at non-preferred pedestrian crossing points.

Town of Claremont staff have advised that visibility for vehicles reversing from the angled parking onto Claremont Crescent is somewhat hampered by the slope of the road and existing Norfolk Island Pine trees.

ISSUES

 Lack of accessible parking spaces and refuge islands along

Claremont Crescent and at roundabouts  Lack of clearly marked, safe pedestrian crossing from angled car parking to commercial buildings Angled Parking along Claremont Crescent  Lack of designated ACROD bays in the main public parking area  Varying grades of pedestrian and dual-use paths, roads, building and train station impact legibility for non-vehicle movements  Use of median for unofficial parking impacts traffic flow and safety, OPPORTUNITIES and existing loading bays may be insufficient for demand

 Crowding of main pedestrian path with urban infrastructure,  Upcoming replacement of the bridge provides opportunity to alfresco dining and shop displays improve pedestrian access, traffic flow and connectivity with the  Reported congestion and maintenance issues for the bridge Swanbourne Station and southern side of the railway corridor  Poor visibility at intersection of Rob Roy Lane and Claremont  Proximity to Swanbourne Station and frequent train services to Crescent Claremont, Perth and Fremantle provide a reasonable alternative to  Limited visibility for vehicles reversing from angled parking onto private vehicle travel Claremont Crescent  Lot 38, Lot 43 and Public Transport Authority (PTA) carparks may be  Use of Lot 38 and Lot 43 rear car parks as a thoroughfare capable of servicing broader car parking demand

SWANBOURNE LOCAL CENTRE PLANNING STUDY

FIGURE 11: Summary of Observed Car Parking Usage in Swanbourne Local Centre

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2.5 UTILITIES AND INFRASTRUCTURE SEWER

The Local Centre is serviced by gas, electricity, sewer, mains water and The study area is connected to reticulated sewer. Lot 38 is connected at telecommunications. Extracts from ‘Dial Before You Dig’ mapping are Saladin Street while the remainder of the planning study area is serviced included in Attachment 2, and show the approximate location of utilities by a sewer running approximately east-west from Lot 66. This sewer line infrastructure. dissects Lots 83 and 84, and preliminary advice from Water Corporation indicates that development should be at least 1.0m clear of the asset. Water Corporation has also advised that upgrading of the sewer main is GAS unlikely to be required. A number of gas pipeline asserts are located within or in close proximity to the study area. Of particular note is the high pressure pipeline that runs TELECOMMUNICATIONS down Australind Street and the southern side of the railway corridor. Preliminary consultation with ATCO Gas, the manager of the pipeline, has The study area is serviced by the National Broadband Network. indicated that specific detailed design requirements are required where awnings are proposed over gas pipeline corridors. ATCO Gas has advised ISSUES that current capacity should be able to accommodate further development in the Local Centre.  Current sewer main alignment servicing Lots 83, 84 and 43 may conflict with potential development footprint  Transmission overhead power lines will impact built form and use ELECTRICITY on immediately surrounding land Several aboveground and underground power assets traverse the study  Awnings over gas pipelines must be designed to ATCO Gas standards area, including 33kV to 330kV transmission overhead powerlines running the length of the rail corridor. The generic “danger zone” for these powerlines is a 6m radius, which will impact the form and use of land OPPORTUNITIES immediately below and adjacent to the powerlines. Further liaison with Western Power is required prior to any development near these assets.  The study site is well serviced and significant upgrading of services is unlikely to be required

SWANBOURNE LOCAL CENTRE PLANNING STUDY

2.6 URBAN CONTEXT AND STREETSCAPE neighbouring residents and general character of the low-density residential areas. The planning study context area is predominantly suburban-scale, single- family dwellings. Many houses date from early to mid-twentieth century and the associated building heights, setbacks and architectural features lend to a stately streetscape. Large front setbacks and established street trees create a spacious and green setting.

Figure 12 provides a basic streetscape interface analysis drawing on site data (such as heritage and land use information), on-site observation and ? DO community engagement outcomes. For the purposes of the exercise, the interface of Lot 66 (which is a private landholding that functions as a right- of-way by default) has been included, as has the rear of Lots 38 and 43 which function as a carpark and thoroughfare. Designations include:

 High Contribution Interface: These are interfaces that provide

significant positive contribution to the existing streetscape and urban character. High Contribution Interfaces should be preserved and protected. FIGURE 12: Swanbourne Local Centre Private / Streetscape Interfaces  Low Contribution Interface: These are interfaces that provide particularly low contribution to the existing streetscape and urban character. These interfaces may be characterised by poor permeability ISSUES and interactivity; unattractive or poorly maintained structures; or poor compatibility of the development with surrounding character.  Interface between new development and surrounding low-density  High Sensitivity Interface – Centre Character: These interfaces have dwellings requires sensitive interface treatment significant impact on the character of the Local Centre. Any development should be carefully designed to enhance the desired character of the Local Centre. OPPORTUNITIES  High Sensitivity Interface – Residential: These interfaces interact with  residential land uses. Any development should consider the amenity of Pleasant established streetscape character

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3. LAND USE PLANNING STATUTORY FRAMEWORK together with a small range of other uses and occasionally community facilities. (WAPC, Directions 2031 and Beyond, p. 36).

3.1 STATE GOVERNMENT STATUTORY FRAMEWORK Another notable component of Directions 2031 is the provision of housing targets for infill development to accommodate 3.5 million people. These PLANNING AND DEVELOPMENT (LOCAL PLANNING SCHEMES) targets are refined by Local Government area in sub-regional strategies, REGULATIONS 2015 discussed further below.

The Planning and Development (Local Planning Scheme) Regulations 2015 PERTH AND PEEL @3.5 MILLION (“2015 Regulations”) lay out various requirements relating to the preparation and adoption of Local Planning Strategies, Schemes and This strategic document is intended to guide the next phase of planning amendments. The 2015 Regulations include the “deemed provisions”, following Directions 2031 and Beyond, in particular, the development and which form part of all Local Planning Schemes. Notably, these deemed implementation of sub-regional strategies. provisions address requirements for preparation of structure plans, activity centre plans and local development plans. CENTRAL METROPOLITAN PERTH SUB-REGIONAL STRATEGY

The Central Metropolitan Perth Sub-Regional Strategy is a draft strategic DIRECTIONS 2031 AND BEYOND planning tool intended to augment Directions 2031 at a sub-regional scale. Directions 2031 and Beyond is the prime strategic planning document for The draft Strategy was advertised in July 2015 and remains in draft form at the greater Perth metropolitan area. Its principal objective is to facilitate the time of writing. In the draft Strategy, the project site and surrounds are population growth up to 3.5 million people over the life of the plan. Part of designated as part of a “station precinct” (see Figure 13), defined as the strategy for achieving this is a settlement hierarchy, outlining the major follows: and strategic mixed-use / non-residential nodes within the metropolitan area. Although Swanbourne is not explicitly classified in the Directions 2031 Station precincts are areas surrounding train stations and major settlement hierarchy, it is consistent with the definition of a bus interchanges with the potential to accommodate transit ‘neighbourhood centre’: oriented development (TOD) but which are not identified as activity centres. (WAPC, Draft Central Sub-Regional Planning Neighbourhood centres provide for the main daily shopping needs Framework, p. 19). of the community and typically include a supermarket grouped

SWANBOURNE LOCAL CENTRE PLANNING STUDY

Perth and Peel @ 3.5 Million provides that the majority of infill development and urban consolidation should occur in activity centres, corridors and station precincts. Approximately 75% of the infill housing targets should occur within these identified urban consolidation areas. For the Town of Claremont (full Local Government Area, or LGA), the infill housing target was set at 1,300 dwellings. As such, the Swanbourne centre – being identified as part of a station precinct – should be considered a priority area for identifying new infill housing opportunities. Notwithstanding this, the Town of Claremont has advised that significant progress in meeting infill housing targets has occurred within other parts of its LGA. Infill development in Swanbourne, therefore, is somewhat relieved from a specific minimum density requirement to ‘make numbers’ and is guided by the more broad strategic objectives associated with a ‘station precinct’.

SPP3.1 RESIDENTIAL DESIGN CODES

SPP3.1 Residential Design Codes of Western Australia (“RDCs”) provides specific requirements for built form of residential dwellings in Western Australia. In planning for increased housing provision, it will be necessary to align with the appropriate density standards of the RDCs. Further, any design guidelines for new development will need to compliment the RDCs.

SPP3.6 DEVELOPMENT CONTRIBUTIONS FOR INFRASTRUCTURE

SPP3.6 is the primary tool for preparing and implementing Development FIGURE 13: Excerpt from Perth and Peel @ 3.5 Million Depicting Station Precincts (Source: Contribution Schemes in Western Australia. It lays out the types of Department of Planning, Lands and Heritage) infrastructure that might be included in a Development Contribution Plan (“DCP”), fundamental principles for preparation of a DCP, and various

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requirements for operating a DCP. When preparing for new subdivisions or subject to the policy provisions. The leading edge of property in the study substantial infill development, local governments may use a DCP to area is approximately 40 metres from the closest rail centre line. facilitate the equitable sharing of certain community-scale costs amongst It is noted that guidelines issued by the Commission in December 2014 all developers. identify circumstances where site specific noise screening assessments are required. In the case of passenger rail services, site specific noise SPP4.2 ACTIVITY CENTRES FOR PERTH AND PEEL assessments are required when there are in excess of 200 movements per SPP4.2 provides guidance on the hierarchy and classification of the various day within 40 metres of a rail. Current timetabling of the Fremantle line – activity centres within the metropolitan area. It identifies higher order and on the busiest days, total 161 movements in total. In this circumstance, strategic centres only, and Swanbourne is not included at this level. and based on the guidelines, site specific noise assessments are not However, it also provides some very broad guidance for the functions and essential for new development within the study area. Notwithstanding, planning of neighbourhood centres. Of note is a minimum residential site specific building design should have regard for indoor and outdoor density target of 15 per gross hectare and desirable target of 25 per gross living space amenity, and seek to mitigate against rail noise as far as hectare. Current zoning provisions under the Town’s Local Planning practicable. Scheme place density in the Local Centre in between these figures at R20. DC1.6 PLANNING TO SUPPORT TRANSIT USE AND TRANSIT SPP5.4 ROAD AND RAIL TRANSPORT NOISE AND FREIGHT ORIENTED DEVELOPMENT CONSIDERATIONS IN LAND USE PLANNING DC1.6 provides broad guidance for land use planning around public transit The main objective of this State Planning Policy is to minimise conflict facilities. The Policy places particular emphasis on planning for walkability, between road and rail infrastructure and sensitive land uses in relation to density and mixed uses to facilitate public transport use. A precinct-based noise. In this regard, the policy provides noise targets for habitable living approach to planning around transit facilities is encouraged. areas (and at least one outdoor living area). The presumption is that new ‘noise sensitive’ development will employ noise mitigation measures SPP7: DESIGN OF THE BUILT ENVIRONMENT (DRAFT) within the design and building construction techniques if found to be Draft SPP7 was advertised for public comment in December 2016. Its necessary. purpose is to improve the design quality of Western Australia’s built A draft SPP5.4 dated September 2017 suggests noise sensitive environment through performance-based design principles, a design development within 60 metres of the nearest rail centre line should be review process, and utilisation of design skills. It is complimented by an

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Apartment Design Policy intended to replace the requirements of the RDCs ISSUES for multiple dwellings. Primary controls are broadly categorised by detached streetscape pattern; attached streetscape pattern; and precinct  The Local Centre’s designation in the centres hierarchy does not planned areas. The latter accords with the R-AC0 site coding and refers create a specific requirement for an Activity Centre Plan. The specific standards to an applicable planning instrument in accordance with appropriate planning instrument for facilitating change will need to the precinct-based approach. be determined with consideration to the ‘Deemed Provisions’ and Local Government and Department of Planning, Lands and Heritage objectives DC4.3 PLANNING FOR HIGH PRESSURE GAS PIPELINES (DRAFT)

Draft DC4.3 provides guidance for planning in the vicinity of high pressure gas pipelines. The Policy requires appropriate controls be incorporated into OPPORTUNITIES strategic planning and development proposals to prevent conflict with gas pipeline assets.  Designation of Swanbourne as a “station precinct” but not as an “activity centre” allows for broad consideration of the form and density of any future development WESTERN AUSTRALIAN BICYCLE NETWORK PLAN 2014-2031  Planning for infill housing in other parts of the Town of Claremont The WABNP provides a number of broad strategies intended to make LGA has made significant progress toward State Government cycling in WA “safe, connected, convenient and a widely-accepted form of targets, allowing for greater flexibility in consideration of housing transport” (p. 11). The Plan includes recommended upgrades to the density in the Swanbourne Local Centre Principal Shared Path network around the Fremantle train line, although these do not impact Swanbourne directly. The Plan also proposes a number of inter-departmental planning projects and funding opportunities to improve cycling infrastructure and uptake in Perth.

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3.2 TOWN OF CLAREMONT STATUTORY FRAMEWORK This Strategy supports development away from generic streetscapes and suburbs. This means applying land use and CLAREMONT AHEAD 2027 (STRATEGIC COMMUNITY PLAN) planning tools that promote a sense of identity and community in residential areas through consideration of how buildings address The Town of Claremont’s Strategic Community Plan addresses a broad the street and the provisions of varied housing (p. 23) range of local area and administrative and operational issues. While not focused specifically on land use planning matters, the Plan is relevant for Considerations such as public art, enhanced open space, improved its guidance on community aspirations and strategies to achieve these. pedestrian environments and intimate entertainment venues are noted as contributors towards the desired place quality. Using five ‘areas of Amongst its five strategic directions, some of the strategies for “Liveability” application’, the Local Planning Strategy provides a number of desired and “Local Prosperity” have particular relevance for any future outcomes relevant specifically to the Swanbourne Local Centre, including: development in the Swanbourne centre, including:  Housing diversity  Balance the Town’s historical character with complementary, well  Community services designed development  Small businesses  Develop the public realm as gathering spaces for participation,  Extended hours of activity prosperity and enjoyment  Small bars  Provide clean, usable, attractive and accessible streetscapes and public  People friendly gathering spaces spaces, and  Integrate pedestrian improvements / sustainable transport priority  Plan for the development of attractive and thriving activity nodes to  Parking management, and support small local business.  Increased residential uses.

CLEARLY CLAREMONT 2010-2025 (LOCAL PLANNING STRATEGY) Implementation strategies for achieving the desired outcomes are also provided. Of note is a minimum R25 residential density coding within 800m The Local Planning Strategy is the principal guiding document for land use of railway stations, and an impetus for zoning and planning controls to planning within the Town of Claremont, and informs the zonings and facilitate “entertainment activity” in “appropriate locations” (p. 63). provisions established under the Local Planning Scheme. Of note, the Local Planning Strategy priorities including greater housing diversity, particularly to cater to ageing population. Particular emphasis is placed on place quality and amenity:

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TOWN OF CLAREMONT LOCAL PLANNING SCHEME NO. 3 adjacent to each other. Also, clause 40(6) provides that development in the Local Centre zone will not exceed 6.0m, essentially restricting development The Local Planning Scheme No. 3 (“LPS3”) establishes objectives and to two storeys in height. controls for land that is zoned and reserved under the Scheme. The objectives for the Local Centre zone are: LPS3 provides standards for provision of car parking in non-residential development (car parking provision for residential development being (1) that the Zone is primarily to be used for local shopping and other specified under the Residential Design Codes). The parking provisions of uses of a local service nature the Scheme (cl.31A) are designed to allow flexibility to the Town’s car (2) the desirability of providing a wide variety of shops and other parking requirements, grant concessions in appropriate circumstances and services of a local nature to allow Council to set the rate of cash-in-lieu for parking at a realistic level which supports business growth whilst also safeguarding the long-term (3) that the scale and operation of uses shall be compatible with provision of parking facilities necessary to support this growth. While the residential uses in adjoining areas. (cl. 20). Scheme prescribes a minimum number of parking bays to be provided according to floor space ratios, it also allows for: Residential zone objectives include preservation of heritage properties, residential character and traditional scale.  Parking concessions – in the case of the Swanbourne local centre – concessions of between 10% and 30% may potentially be available (cl. LPS3 incorporates several provisions that significantly impact the nature 31A(2), Table 4) and scale of development that can be contemplated in Swanbourne. These  Joint provision/sharing between two or more owners or users of land include Table 1 – Land Use Table, which prohibits a number of large-scale (cl. 31A(4)), and uses such retail stores and showrooms. The land use permissibility  Cash payment in lieu of providing car parking spaces (cl. 33). designations have clearly been constructed to favour small, local type uses and not large-format commercial uses. Also of note is clause 23, which Where cash payment is made, the monies received by the Town are paid limits the approval of offices and dwellings on the ground floor of into a Parking Reserve Fund for the provision of parking, cycling, public development in the Local Centre zone. transport and/or pedestrian infrastructure.

Other notable provisions of LPS3 include standards for residential and non- It is relevant to note that the Scheme only requires additional parking bays residential development interfaces, which have been designed to favour a to be provided for the additional parking demand (over and above existing suburban development scale. This can greatly influence building design demand) generated through a substantial property redevelopment (cl.30 under the current zoning, with Residential and Local Centre zoned land refers).

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COUNCIL POLICY LV123 – RETENTION OF RESIDENTIAL  Upper floor additions should be constructed above the base CHARACTER development in the form of multiple floors above a podium. The policy applies to single dwelling developments in residential areas coded R25 or lower, thus including the Residential zoned land in the COUNCIL POLICY LV127 – BICYCLE PARKING AND FACILITIES planning study area. The policy includes provisions intended to preserve This policy lays out guidance for considering concessions to car parking the predominantly single-storey streetscape. New residential development requirements where bicycle parking and end-of-trip facilities are provided. and additions at a density below R25 with second storeys should be The policy applies only to non-residential development, excluding designed to have minimal impact on the streetscape. educational establishments, with a gross floor area of 400m2 or greater.

COUNCIL POLICY LV124 RETENTION OF HERITAGE PLACES, LOCAL PLANNING POLICY PS205 – PUBLIC PARKING HERITAGE AREAS AND HERITAGE PRECINCTS; AND LOCAL PLANNING POLICY 2/2015 - RETENTION OF HERITAGE PLACES, The LPP provides basic guidance on determining cash-in-lieu for car parking HERITAGE AREAS AND HERITAGE PRECINCTS arrangements which is presently valued at revisable $30,000 per bay to reflect the construction cost of a decked parking bay. These policies provide detailed guidance for considering development of properties included on the Town of Claremont’s Local Government ACTIVITIES ON THOROUGHFARES AND PUBLIC PLACES LOCAL Inventory and Heritage List. Much of this guidance relates to detailed LAW design or process, however, there are some notable provisions that indicate the preferred general approach to development of commercial The Local Law includes provisions on works and activities that are / are not heritage properties, including: permitted on public thoroughfares, including footpath areas. It includes requirements for alfresco dining facilities, which would usually be  The form of any addition should respond to the scale, site and addressed at the detailed design stage. There is no apparent substantial proportion of the existing building. conflict between the Local Law and potential alfresco dining (outdoor  No additions to existing buildings should be constructed forward of the front setback of the existing building.  Upper floor additions should be located behind the front setback area to reduce the human scale impact of the proposed development when viewed from the street.

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eating facilities) within the Local Centre. The Town of Claremont’s website notes that this Local Law is currently under review.

ISSUES

 Several Local Planning Scheme provisions significantly constrain development scale and form beyond what is existing  While land use permissibility’s of the Scheme allow activity of a local scale, suited to the character of the local centre, some further refinements to avoid non-preferred uses can be undertaken

OPPORTUNITIES

 Strategic Community Plan and Local Planning Strategy generally support consolidation of activity nodes like the Swanbourne Local Centre  Refine land use permissibility’s to further encourage local scale activity  Cash-in-lieu arrangements for car parking provide a possible solution for development of sites unable to provide on-site parking  Local Law provisions allow alfresco dining facilities

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3.3 MANAGEMENT PLANS AND PREVIOUS STUDIES TOWN OF CLAREMONT STREET TREE MASTERPLAN 2017 The Street Tree Masterplan identifies existing street tree species and A STUDY OF LAND USE PATTERNS AND RESIDENTIAL DENSITIES proposes appropriate species for future plantings. WA Peppermint trees IN THE WESTERN SUBURBS 2008 have been identified as suitable for the portion of Claremont Crescent The study was prepared for the Western Suburbs Regional Organisation of between Servetus Street to Stirling Road. Councils (WESROC), representing the local governments of Claremont, Cottesloe, Mosman Park, Nedlands, Peppermint Grove and Subiaco, in TOWN OF CLAREMONT HOUSING CAPACITY STUDY 2012 cooperation with the City of Fremantle and Town of Cambridge. It provides The Housing Capacity Study used a variety of data sources, particularly a desktop analysis of land use and density within the ‘Western Suburbs’ demographic, housing and population forecasting data, to prepare an that assess the effectiveness of regional and local planning particularly as opportunities and constraints analysis for Town of Claremont housing it relates to housing. The study was prepared within the context of Network targets provided in Directions 2031. Some of the key challenges identified City strategy, which has since been superseded by Directions 2031. by the Study include underoccupancy (high number of single person The study concludes that future housing provision is best located in households in family sized homes); the need to balance new housing with identified areas of underutilised land (particularly around the railway line preserving existing character; and planning for an ageing population. The and including areas near the Claremont train station but not Swanbourne). Study considers that infill opportunities within the Town of Claremont are It rejects broad increases to residential zoning, cautioning that these may limited, but it is possible to achieve a “sustainable level of growth” where disturb existing character and are not required as a ‘regeneration’ tool. they do exist (p. 51). Recommendations of the Study relating to the Swanbourne Local Centre include:

WESTERN SUBURBS GREENING PLAN 2002  Maintaining low density single dwelling areas as much as possible for The Western Suburbs Greening Plan 2002 was a joint project between character retention, and seven Councils managed by WESROC. It provides a plan for maintaining and  Transit-oriented development on the northern side of Swanbourne integrating green spaces throughout the participating Local Government’s Station is not feasible. areas. Of note, the Plan proposes to utilise grassed areas within the railway The latter conclusion is based primarily on concern that transit-oriented reserve as a greenway linking open space between Perth and Fremantle. A development will have an undue impact on the scale and amenity of potential linkage is also shown along Shenton Road in the Study Surrounds. Swanbourne, and the infill development is better located on It is uncertain to what degree member Councils continue to use the Plan. underdeveloped land along the southern side of the railway line. The

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Study’s specific recommendation is for the Town of Claremont to advise the WAPC that “it sees little potential for a TOD project on the north side of the Swanbourne Station due to the small-scale nature of existing development including the mainstreet shopping centre” (p. 71). This suggests caution for the Local Centre to be included within State Government strategic planning at a level beyond its capacity, either in terms of housing targets or development / hierarchy scale. It is possible, however, for some small-scale development to be consistent with the Study’s recommendations where this preserves the human-scale and established character of the Local Centre.

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3.4 HERITAGE PROTECTION AND MANAGEMENT EUROPEAN HERITAGE - LISTED PROPERTIES There are many properties within both the Local Centre and planning study INDIGENOUS HERITAGE context area that are entered on a heritage list or inventory, shown in A review of the Department of Aboriginal Affairs Aboriginal Heritage Figure 15. Table 1 summarises the significance of properties within the Inquiry System indicates that there are no registered sites in the study core. Local Centre. The majority of heritage properties in the context area are The north-eastern edge of the planning study context area is included in dwellings listed at a local level with the exception of two properties listed the polygon containing Registered Site 3762 – Lake Claremont. at State level – Barrett’s House at Scotch College and Oldham Residence on Saladin Street. Neither of these directly abut the Local Centre.

ADDRESS PLACE STATE LOCAL MI* CONTRIBUTORY LIST LIST SIGNIFICANCE 101 (Lot 38) Shop N Y Y Some Contribution Claremont Crescent 105-115 (Lot 43) Shop N N Y No Contribution Claremont Crescent 119 (Lot 84) Shop N Y Y Considerable Claremont Crescent Contribution 123 (Lot 83) Shop N Y Y Considerable Claremont Crescent Contribution 125 (Lot 101) Shop N Y Y Considerable Claremont Crescent Contribution 127 (Lot 6) Shop N Y Y Some Contribution Claremont Crescent 129 (Lot 11) Shop N Y Y Considerable Claremont Crescent Contribution 131 (Lot 8) Shop N Y Y Some Contribution Claremont Crescent 133-137 (Lot 2) Shop N Y Y Some Contribution Claremont Crescent 139 (Lot 1) House N Y Y Some Contribution Claremont Crescent *: Municipal Inventory FIGURE 14: Registered Aboriginal Heritage Sites (Source: Department of Aboriginal Affairs) TABLE 1: Heritage Properties within the Swanbourne Local Centre (Core Area) – “contributory buildings”

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FIGURE 15: European Heritage in Swanbourne Local Centre and Context Area

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Notably, none of the properties in the core are entered on a heritage list as  It should be conserved in accordance with the Burra Charter, and having standalone significance. Rather, they are included within the Town  A Heritage Impact Statement may be required when considering a of Claremont’s local heritage list as components of the Claremont Crescent Development Application. Commercial Heritage Precinct. Swanbourne Railway Station Shopping Precinct

EUROPEAN HERITAGE - HERITAGE PRECINCTS The National Trust of Australia (WA) has noted the heritage values of what it calls the “Swanbourne Railway Station Shopping Precinct”. The Precinct Claremont Crescent Commercial Heritage Precinct includes commercial buildings on both the north and south side of the The Claremont Crescent Commercial Heritage Precinct (see Figure 16) railway line, Norfolk Island Pine Trees along Claremont Crescent, and the comprises the buildings fronting Claremont Crescent between Saladin railway line itself (see Figure 17). It is significant as a largely intact example Street and Franklin Street. The Statement of Significance for the precinct, of twentieth century commercial development following the suburban included in the Local Government Inventory, reads as follows: railway. The National Trust’s report also notes that the retention of commercial development on both sides of the railway is both exemplative Claremont Crescent Shops Heritage Area represents a way of life of early railway nodal development, and now uncommon in Perth. and has demonstrated a resilience to accommodate changes of use, to still be relevant in contemporary society. The extent of ISSUES Inter-War development is significant and is a rarity of commercial heritage areas. The form of some of the shops has changed and  Future development must be sympathetic to the existing character demonstrates historical connections. The Area also represents a of the Local Centre and not detract from its heritage value sense of place for generations of residents who have utilised the  Retention of contributing places will impact the road layout and various services over time, coming together in informal meetings developable area of any future development plans at the ‘shops’, close to the Swanbourne Railway Station. (Town of

Claremont Local Government Inventory, 2014, p. 124). OPPORTUNITIES The Town has assigned the precinct Management Category B, meaning that:  The Local Centre has considerable local heritage value, both in its urban form and architectural detail, which contributes to its place  The place has considerable significance to the Town of Claremont appeal

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FIGURE 16: Claremont Crescent Commercial Heritage Precinct

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FIGURE 17: Swanbourne Railway Station Shopping Precinct

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3.5 ENVIRONMENTAL PROTECTION AND MANAGEMENT

A desktop review of publicly available datasets did not return any indicator of significant environmental factors within the study core or fringe. The study site is not included within mapped areas for:

 Acid Sulphate Soils risk  Registered Contaminated Sites  Bushfire Prone Areas  Threatened Ecological Communities  Public Drinking Water Source areas  Environmentally Sensitive areas  Floodplain Areas, and  Bush Forever areas.

The study area is highly urbanised and there are no significant water bodies or remnant native vegetation present.

The Norfolk Island Pines adjacent to the railway line provide significant visual appeal and are a local landmark. Small areas of native plantings abut the railway reserve.

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4. STAKEHOLDER ENGAGEMENT  Preliminary communication with agencies that have significant interest in land use planning and development for the Local Centre, including identifying opportunities for future collaboration 4.1 ENGAGEMENT APPROACH  Identify Local Centre landowner attitudes and values toward the local centre Stakeholder engagement is an important component of many local  Identify broader community attitudes and values toward the local government responsibilities and projects. Engagement includes liaison centre, and with both community members and groups that have an interest in a  Identify basic development typologies and parameters generally project, and the various government agencies and service providers whose acceptable to the community. area of responsibility is affected by a project. The strategic approach to engagement should reflect a stakeholder’s level of interest and the Through the engagement activities undertaken with the local community, potential level of impact of the project. some feedback was received that community members would welcome the opportunity for a town meeting or workshop to discuss future The planning study is a preliminary step in planning for the future of the development. This approach can be considered if the Town of Claremont Swanbourne Local Centre. It is not a statutory document and cannot chooses to proceed with major strategic or statutory changes in the change the current framework for the Local Centre of itself. Further, it does Swanbourne Local Centre. It was not considered appropriate as part of the not negate the need for future engagement with agencies and stakeholders planning study, however, as recommendations regarding the general should the Town of Claremont proceed with any major strategic or suitability of the precinct for redevelopment, and the broad form and scale statutory changes. of redevelopment – if any – were not yet known.

In view of the purpose of the planning study and its status as a ‘first step’, The stakeholders approached and methods used are summarised in Table the engagement approach largely focused on information sharing. 2. Engagement with the community focused on gauging people’s requirements, attitudes and ideas to assist in determining general potential development parameters. Stakeholder engagement objectives for the planning study were as follows:

 Provide general information about the study purpose  Obtain preliminary technical and planning advice from agencies with specific interests in identified planning issues

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STAKEHOLDER ENGAGEMENT METHODS Town of Claremont administration, including representatives from corporate services and  Meeting governance, infrastructure and technical services, planning and development,  Email or telephone follow-up where required environmental health, and rangers. Town of Cottesloe  Meeting Department of Planning, Lands and Heritage  Meeting City of Nedlands  Telephone (with administration and Allen Park Master Plan consultant) Public Transport Authority  Meeting ATCO Gas  Telephone  Email Water Corporation  Email Western Power  Telephone Landowners within the study core  Meeting  Online survey General Swanbourne community – landowners, residents, business owners, workers and  Community “Open House” visitors  Online survey TABLE 2: Summary of Stakeholder Engagement Stakeholders and Methods

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4.2 SUMMARY OF “OPEN HOUSE” AND ONLINE SURVEY consultants. While the positive viewpoint and attachment to the area is FINDINGS also reflected in a number of community members expressing concerns about any development or change taking place, particularly during the The “Open House” ran for two informal sessions where community Open House sessions. However, only 13% of survey respondents selected members could talk to the planning study consultants and provide some the response “don’t change anything” when asked about possible general feedback on their perception of the local centre and ideas for its improvements. Of these, nearly half also selected a suggested ‘change’ or future. A major component of the “Open House” was a community ideas future facility. These selections generally did not involve major structural map, where participants were invited to place their ideas, comments and changes or increased intensity of development (for instance, traffic questions on an oversize map of the local centre. The “Open House” improvements, an outdoor plaza, greater range of shopping and services). sessions were attended by a total of forty people over the two sessions. This may suggest that these respondents are receptive to changes that improve and strengthen the Local Centre but concerned about changes The survey gathered some basic demographic data, including the age range that significantly affect its scale or sense of place. of respondents; the suburb in which they live; whether the live within the Study core or study surrounds; their household composition (number of The perception of safety is very high, with all business operators agreeing adults and children); and their preferred mode of transport when visiting that they feel safe in the area and 97% of residents and visitors. Both the the Swanbourne Local Centre. A total of 67 responses were received. The community map and survey comments raised the issue of improving questions were intended to identify any correlation between these factors lighting but this appeared to be viewed as a general improvement rather and survey responses, to assist in identifying specific views and needs. than a desire to address a perceived lack of safety. However, responses tended to be overwhelmingly aligned or highly diverse, and few patterns between demographic data and survey Business operators also unanimously agreed that the Swanbourne Local responses emerged. Exceptions are noted in the commentary below, Centre is a great place to operate a business, and 87% of survey however, these are generally minor in nature. respondents felt that it is a pleasant place to spend time. A “pleasant atmosphere” was also the most-selected factor influencing property owners within the Study Core when deciding to purchase their property. VITALITY AND CHARACTER Respondents over 55 years of age and households without children (noting Survey responses – both to specific questions and open-ended comments that these two demographic factors were strongly correlated) were more – overwhelmingly indicated that respondents have a positive view of likely to “strongly agree” with this statement. Respondents in this age Swanbourne. This sentiment was mirrored at the Open Houses, both in group were also more likely to “strongly agree” with the statement that formal responses received and discussions between attendees and the Swanbourne is a great place to live for retirees, indicating high levels of

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satisfaction amongst retirees and potentially a likelihood for residents to LAND USE & HOUSING remain in the area as they grow older. Three quarters of survey respondents visit the Local Centre more than once When asked to rate the attractiveness of the Swanbourne Local Centre out a week, with the most common reasons for visiting being grocery shopping, of five (five being highest), the average rating was 3.25 with a wide range dining out and using the post office. When asked whether the Swanbourne of ratings. For those who gave the lowest ‘attractiveness’ scores of 1 or 2 Local Centre provides a good mix of shopping and services, two thirds of out of 5, greater vibrancy and atmosphere, more night-time activity and business operators and 72% of residents and visitors agreed. However, better connection with Cottesloe were the most frequently selected respondents were twice as likely to state that they “somewhat agree” with changes. Small bars was the most selected future facility, followed by this statement than “strongly agree”. The range of shopping, services and public art, interesting architecture and green building design. Those dining options available was given an average rating of 3.4 out of 5 (5 being respondents who scored ‘attractiveness 5 out of 5 were more likely to highest). select “don’t change anything” and the preferred future facility for this Responses to the question of whether more commercial floorspace should group was heritage signage and details. Enhancement of the area’s be made available in the Local Centre were mixed. Two thirds of property heritage character was the most-selected priority for those who attended owners and businesses within the Study Core agreed, but only 13% of the Open Houses. Many attendees also expressed a wish for the “village residents and visitors were in favour. Responses to whether office spaces atmosphere” of the Local Centre to be preserved, and this was recorded in should be made available were similar. However, the majority of several ways on the community map. respondents indicated a preference for new facilities or land uses to be Overall, the most-selected improvements for all survey respondents were introduced into the Local Centre in some way, the most popular more night-time activities, improved road crossings and pedestrian paths, possibilities being small bars (63%), more dining options (63%) and a public and greater vibrancy and atmosphere. Preferred future developments plaza or park (48%). Similarly, the community mapping exercise recorded a were small bars and more dining or café options. Office space was the least range of ideas relating to new or expanded uses, with a pharmacy and preferred, selected by only 16% of respondents. Several respondents alfresco dining options being prominent ideas. These results may indicate provided further comments on suggested improvements which were highly that respondents are weary of the overall scale of the Local Centre varied, although the frequency of ‘pharmacy’ as a response was notable. substantially increasing, but opportunities for consolidation of existing spaces should be considered.

When asked whether they felt the Swanbourne Local Centre would benefit from more housing being made available, two-thirds of property and

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business owners in the Study Core agreed. Only one respondent agreed was 3.9. Respondents living within the study core or surrounds were three that more housing may lead to noise or odour complaints for their times as likely to give a top rating, and 92% of these respondents indicated business. that walking was a preferred modal choice.

Half of residents and visitors strongly agreed and one-third somewhat 80.00% agreed that Swanbourne provides housing types suitable for their 70.00% household. 20% want to see more housing suitable for their household 60.00% 50.00% made available in Swanbourne. More than half of these were aged 55 and 40.00% over, and less than a quarter live in a household with children. 30.00% 20.00% The survey also asked respondents what types of housing they think 10.00% 0.00% Swanbourne should plan for in the future. The responses were quite mixed, and are summarised in Figure 18. Respondents were able to select “other” and provide a comment, for which many commenters expressed support for increased density around the railway station provided new development is of “high quality” and the amenity of existing single family homes is not compromised. Housing received little specific attention at the Open Houses and community map, and was not voted as a top study Yes No No Opinion priority. FIGURE 18: Online Survey Responses to Preferred Future Housing Types MOVEMENT 59% of all respondents indicated that improvements to pedestrian paths The great majority of respondents living in Swanbourne (both within the and crossings would be a welcome change, making this the second most study surrounding area and other parts of Swanbourne) and Claremont selected answer option. Business owners within the study core were most selected private vehicle and walking as their preferred transport mode. likely to select this option, followed by residents and visitors from outside There was little correlation between a respondent’s preferred transport the study surrounds. The Open Houses and community mapping exercise mode and how they rated the availability of car parking. identified a number of specific concerns which indicate that, very generally, walking is comfortable and convenient (reflected in the survey findings) but When asked to rate the ease of walking around Swanbourne, one-third of improvements can be made to target particular shortcomings. These respondents gave a rating of 5 out of 5 (5 being highest). The average rating included modifying the pedestrian environment around Franklin Street to

SWANBOURNE LOCAL CENTRE PLANNING STUDY

better accommodate wheelchairs; traffic management such as speed limits only’ arrangements at the rail bridge; possible road realignments; and or speed bumps along Claremont Crescent; and widening the footpath or dedicated ‘drop-off’ areas for Scotch College south of the railway line. removing obstructions adjacent to the shopfronts. BUILT FORM All respondents that indicated public transport is a preferred modal choice Examples of different built form types for mixed use development and local agreed with the statement that the Swanbourne Train Station and is easily centres were presented through both the online survey and open house accessed from local businesses and houses. Only 6% of all respondents sessions. The examples were selected to represent a range of key built form wanted more frequent public transport service. characteristics, including building height, format, architectural style, and Two-thirds of property owners and business operators in the study core setbacks as viewed from the street. Respondents were asked to indicate either “somewhat agreed” or “strongly agreed” that there is adequate whether they thought the examples represented an appropriate style of parking in the Local Centre, but nearly half still wanted to see more car development for Swanbourne in the future (see Attachment 3 for parking provided in the future. Only 16% of residents and visitors wanted description of open house image panels). more car parking and results were similar between those who live in the The example receiving the highest positive response rate (76%) shows a study context area (indicative walkable catchment) and those who live mixed-use development where contemporary apartment are constructed elsewhere. These results may be a reflection that the ‘ease’ of parking is a to the rear of retained heritage shopfronts. A summary of responses is higher priority for businesses needing this infrastructure for their provided in Table 3. customers than for residents, or possibly that users of the Local Centre do not want to see other amenities impacted by the construction of parking. Business owners mostly agreed that the existing loading bay facilities were adequate – although when invited to comment, several noted that loading facilities need to be preserved indicating considerable reliance on these. In total, 22% of respondents indicated that they would like improvements to loading areas and truck access.

Improving traffic congestion in the Local Centre was a preferred future change for 35% of all respondents. The community mapping exercise yielded several ideas relevant to easing congestion, including ‘left turn Building Form Type Example Image that Received the Greatest Positive Response

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COMMUNITY IDEAS contemplated. All suggested uses are contemplated within the Local Centre zone with the exception of a market. A large-scale, permanent Many suggestions for land use types were received through both the market is not in keeping with the scale or character of the Local Centre. community mapping exercise and online survey. Popular suggestions Further, the market suggestions lean more towards a market “event” than included pharmacy, small bar, bookshop, medical centre, more a permanent setup. The Local Planning Scheme provides several restaurants, outdoor market and creative arts venue. The evolution of possibilities for considering a market event as temporary development or individual businesses and land uses will be largely guided by the market; within a local reserve. however, the study has reviewed the general land use and zoning provisions of the Scheme to confirm that desired appropriate uses can be

POSITIVE RESPONSE RATE BUILT FORM FEATURES Greater than 60% Mixed use with commercial at ground and residential above / rear: 1. 3 to 4 storeys Mix of ‘highly suitable’ and ‘somewhat suitable’ responses 2. Incorporate retained heritage buildings / facades, or incorporate heritage-style elements from surveys 3. Upper storeys are setback from street (except where part of an existing heritage building) 4. Commercial tenancies are prominent through awnings, signage, clearly marked entries 40% to 60% Commercial:  Single storey Most positive responses ‘somewhat suitable’. Mix of ‘not  Mix of setbacks at ground level very suitable’ and ‘not suitable at all’ negative responses  Heritage buildings or architectural style, including both original shopfronts and converted dwellings Mixed use with commercial at ground and residential above / rear:  3 to 4 storeys  First and second storeys with minimal setbacks  Facades include stone cladding, brick or render  Minimal articulation to ground floor façade or features increasing prominence of commercial tenancies Less than 40% Mixed use with commercial at ground, residential at ground in some examples, and residential above/rear:  6 to 10 storeys Majority of positive responses ‘somewhat suitable’.  At least three storeys with nil front setback Majority of negative responses ‘not suitable at all’  Contemporary facades with feature cladding  Minimal articulation to ground floor façade or features increasing prominence of commercial tenancies TABLE 3: Summary of Built Form Type Responses

SWANBOURNE LOCAL CENTRE PLANNING STUDY

Open House: A ‘Community Map’ inviting community inputs

Open House: Invitation to ‘Swanbourne Says’, 17 and 19 August 2017 Open House: An image panel inviting community responses to development forms

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5. BUILT FORM MODELLING FOR FUTURE With the exception of Cross Section 1 (Lot 1 – comment below), the optimal point-of-view for High Sensitivity Interfaces along Claremont Crescent is DEVELOPMENT generally maximum 9m height at a 4m setback where there is an awning. The impact of building mass can generally be lessened where both height 5.1 BUILDING SCALE and setbacks increased beyond this point, or where both height and setbacks decrease beyond this point. The character of the Swanbourne Local Centre is largely driven from its human-scale and the heritage aspects and permeability of its built form. The existing building on Lot 1 is a 1920s single dwelling that has been Surrounding residential areas are low-rise and low density with a converted to consulting rooms and a barber shop. In keeping with its traditional, suburban character. Some basic modelling was undertaken to original purpose, the building (refer Cross Section 1) has substantial examine the intersection of building height, mass, setbacks and interface. setbacks to Claremont Crescent and Franklin Street. While only single- storey, the building is substantially elevated above natural ground level at Drawing on information gained through the desktop analysis and site the front. In addition to point-of-view modelling at the front boundary (i.e. observation, a basic modelling exercise was used to understand the permissible building envelope), the modelling exercise incorporates an appropriate scale of buildings in the Swanbourne Local Centre, specifically approximate front façade height and location of the existing building to in relation to building height and setbacks. Scale was considered in relation demonstrate point-of-view. Accordingly, the optimal setback is influenced to: by whether the existing building is to be retained or redeveloped.

 The natural north-south slope of the site For High Sensitivity Interfaces to the rear of the Local Centre zone (i.e.  The permissible building height of High Sensitivity interfaces, and residential uses), building height was considered in relation to maximum  The permissible building setbacks of High Sensitivity interfaces. permitted wall height for each zone. Due to the natural topography, the Note that while the maximum permissible building height (wall heights as residential zone sits substantially higher than the Local Centre. determined by clause 40 of LPS3) for buildings zoned ‘Local Centre’ along Hypothetically, this means that development in the Local Centre can Claremont Crescent is currently 6m (approximately two storeys), many achieve a similar overall height relative to AHD as the residential zone while existing buildings are only built to a single-storey and also have awnings having a substantially greater height relative to natural ground level. The overhanging the footpath. Accordingly, the point-of-view modelling lines natural slope allows for development in the Local Centre zone to sit ‘below’ were drawn at 3m, 6m, and around a 2.5m awning. the floor level of the Residential zone. The modelling showed that Local Centre height consistent with current adjacent Residential wall height falls between 6m and 9m, approximately two to three storeys.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

Modelling demonstrates how varying heights and setbacks impact the view of buildings from the street and is conceptual only

FIGURE 19: Built Form Modelling – Cross-Section One

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Modelling demonstrates how varying heights and setbacks impact the view of buildings from the street and is conceptual only

FIGURE 20: Built-Form Modelling – Cross-Section Two

SWANBOURNE LOCAL CENTRE PLANNING STUDY

Modelling demonstrates how varying heights and setbacks impact the view of buildings from the street and is conceptual only

FIGURE 21: Built Form Modelling – Cross-Section Three

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Modelling demonstrates how varying heights and setbacks impact the view of buildings from the street and is conceptual only

FIGURE 22: Built Form Modelling – Cross-Section Four

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PART 3: VISION AND PRINCIPLES

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6. SWANBOURNE LOCAL CENTRE VISION DEVELOPMENT PRINCIPLES Development principles are established to guide the form of development 6.1 VISION AND DEVELOPMENT PRINCIPLES and redevelopment that will help give effect to the vision.

 Development will retain an intimate, human-scale. VISION  The Local Centre will retain a ‘main street’ feel with permeable Vision statements are formulated to guide outcomes for the local centre. frontages and high quality public spaces. The vision draws on the collective findings of the ‘understanding’ phase,  Built form and streetscapes will remain open to the railway reservation namely the study of site features and context, land use planning and commercial strip in Cottesloe, allowing for interaction / linkage in frameworks, stakeholder engagements and modelling considerations. the future.  Development will respond to surrounding residential development.  The Swanbourne Local Centre is a vibrant community focal point and  Land Uses within the Local Centre will be appropriate to its scale and the go-to destination for locals’ everyday shopping and service needs. position in the centres hierarchy; proximity to Claremont; relationship  The form and detail of existing shopfronts are retained and contribute to the southern / Cottesloe side of the Swanbourne Station; and to the character of the Local Centre and welcome people inside. existing sound functionality and vitality.  Mixed use development provides an alternative to large, family homes while maintaining the primacy of the Local Centre as a local shopping, hospitality and transport hub.

 Contemporary development integrates with existing buildings and allows heritage features to retain prominence.  Spaces to stop and chat or enjoy the atmosphere contribute to an intimate setting.  Landscaping, architecture and a strong path network make walking through the Swanbourne Local Centre safe, convenient and pleasant.  Car parking design avoids large, inactive spaces within the Local Centre while ensuring adequate provision to service residential and commercial needs.

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PART 4: PRECINCT DEFINITION

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7. PLANNING PRECINCTS The precinct approach to planning – alongside the recommended implementation strategy, discussed further in Part 6 of this report – is outlined graphically in Figure 24. 7.1 INTRODUCTION TO THE PLANNING PRECINCT APPROACH

A precinct approach to planning allows for discrete spatial areas with common attributes to be planned for as a part of a whole. In the Swanbourne Local Centre, three distinct precincts have been defined (refer Figure 23) based on the following key attributes:

 Pattern of ownership and associated responsibility for development  Major land uses and general function, and  Level of recommended intervention and change required to achieve the vision.

For each planning precinct, Part 5 of this report presents a series of recommended outcomes. The recommended outcomes include:

 Development Principles which are intended to guide future detailed planning of the precinct. Future land use and built form controls should be crafted to complement the development principles, which in turn support attainment of the general vision for the Swanbourne Local Centre laid out in Part 3.

 A Concept Plan demonstrating one way, or ways, of achieving the overall vision for the Swanbourne Local Centre as well as specific planning precinct objectives. These can be used as a starting point for detailed design work and implementing statutory change.  Identification of Precinct-Specific Challenges and how these can be

resolved using the Development Principles and Concept Plan. FIGURE 23: Recommended Planning Precincts

SWANBOURNE LOCAL CENTRE PLANNING STUDY

7.2 RECOMMENDED DEFINITION OF PLANNING PRECINCTS CLAREMONT CRESCENT CORRIDOR PLANNING PRECINCT

The three recommended planning precincts (illustrated at Figure 23) for The Claremont Crescent Corridor includes the road reservation and public the purposes of this study are: areas between the Local Centre Core and Swanbourne Station Corridor. Characteristics of this precinct include: 1. Local Centre Core 2. Claremont Crescent Corridor, and  Road reservation, traffic and car parking are all the responsibility of the 3. Swanbourne Station Corridor. Town of Claremont  Primary function is to provide access through the Local Centre, These precincts, along with possible future planning precincts are connection to the surrounding road network, and local government discussed. managed public car parking  Connects commercial spaces with the Swanbourne Station, and LOCAL CENTRE CORE PLANNING PRECINCT  Norfolk Island Pines to be retained.

The Local Centre Core is the commercial ‘heart’ of the Local Centre and the Planning for this precinct should achieve safe, legible, fit-for-purpose only precinct including privately owned land. Notable characteristics for access for all transport modes, including a high-amenity pedestrian this precinct include: environment. Liaison with the Town of Cottesloe, Main Roads WA and Public Transport Authority will be necessary to ensure connectivity of the  Fragmented land ownership and private land ownership local path network to its surrounds, particularly if the Congdon Road bridge  Development control and access roads (including Lot 66 – Rob Roy is reconstructed in a new location. Lane) are wholly the responsibility of the Town of Claremont  Primary function is for commercial land uses and private businesses, SWANBOURNE STATION CORRIDOR PLANNING PRECINCT with associated servicing needs  Opportunity for new private development that creates additional The Swanbourne Station Corridor is the land contained within the railway commercial and/or residential floorspace, and reserve and Town of Claremont local government area. Common  Considerable local built heritage values that will impact ultimate built- characteristics include: form outcomes.  Land and key railway assets are the responsibility of the Public Planning for this precinct will be more complex than other precincts due to Transport Authority; the bridge crossing the railway line is the the multiple interests, complexity of planning issues and significant impact responsibility of Main Roads WA of redevelopment on Local Centre function, form and intensity.

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 Development will be impacted by technical requirements associated of detailed precinct planning will need to be evaluated having regard for with the gas high pressure pipeline and overhead transmission the local strategic priorities and statutory framework. powerline  Primary function is as a part of the suburban rail network, including The second potential future precinct is the ‘frame’ or residential periphery station access for passengers, and to the Local Centre Core. The outcomes recommended in this planning  Significant car parking is located within the rail corridor. study assume that surrounding low-density suburban development will remain essentially unchanged, and proposed changes for the Local Centre The function of the Swanbourne Station and rail infrastructure has reach can sit comfortably within this setting. However, the Town of Claremont beyond the concerns of this planning study. For the purposes of the study may wish to make investigations into its function as a transitionary or and Local Centre vision, the objective for this precinct is refined to provide transit-focused space, particularly if a higher level of development safe, convenient access for all users between the Local Centre and outcomes are finally adopted within the Local Centre Core Precinct. This is suburban network, and between development on both the north and south not in any way to say that changes to the surrounding residential areas are sides of the Swanbourne Station. The Town of Claremont’s role in planning required, only that the Town of Claremont may wish to evaluate whether for this precinct will be in cooperation with Main Roads WA, Public future investigations are required. Transport Authority and Town of Cottesloe.

FUTURE PLANNING PRECINCTS

It is also worth noting that future consideration may be appropriate for two additional hypothetical precincts located outside of and adjacent to the planning study area. These are flagged here for the purposes of future planning only. The first potential planning precinct is the area of commercial development located on the southern side of the railway line and within the Town of Cottesloe’s local government area, which is identified as part of the “station precinct” in the Draft Central Metropolitan Perth Sub-Regional Strategy. This development has similarities to the planning study area in function and character, and opportunities for connection should continue to be explored. However, this land is located within the Town of Cottesloe local government area and appropriateness

SWANBOURNE LOCAL CENTRE PLANNING STUDY

11.4 IMPLEMENTATION A Special Control Area, Swanbourne Local

established in LPS3 Centre

LOCAL CENTRE LOCAL

Claremont Crescent Swanbourne Station Local Centre Core

Corridor Corridor

PLANNING PLANNING PRECINCTS Planning through detailed

design.

Streetscape Two-Storey Four-Storey Residential Parking and Laneway Plaza

AREAS Protection Mixed Use Mixed Use Transition Access

DEVELOPMENT DEVELOPMENT

AL DEFINITION OF LOCAL CENTRE FOR DETAILED PLANNING DETAILED FOR CENTRE LOCAL OF DEFINITION AL

SPATI Local Development Plans, Local Development

LOCAL LOCAL Plan Cells required under LPS3.

PLAN CELLS PLAN DEVELOPMENT DEVELOPMENT

FIGURE 24: Overview of Spatial and Statutory Approach to Recommended Outcomes

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PART 5:

RECOMMENDED OUTCOMES

SWANBOURNE LOCAL CENTRE PLANNING STUDY

8. RECOMMENDED OUTCOMES: LOCAL CENTRE  The Laneway Plaza (Rob Roy Lane) incorporates quality landscaping, public gathering spaces and public art to create a high-amenity CORE community space.

8.1 DEVELOPMENT PRINCIPLES

 Development will retain an intimate, human-scale at street level.  Claremont Crescent will retain a ‘main street’ feel with permeable frontages, defined entrances and high quality public spaces.  Buildings that contribute to the local heritage character will be retained where these are visible from Claremont Crescent and the western and eastern approaches to the Precinct.  Built form and streetscapes will remain open to the railway reservation and commercial strip in Cottesloe, allowing for interaction and linkages in the future.  Development edges will respond to surrounding residential development.  Land Uses within the Local Centre will be appropriate to its scale and position in the centres hierarchy; proximity to Claremont; relationship to the southern / Cottesloe side of the Swanbourne Station; and existing sound functionality and vitality.  Limited opportunities for increased vegetation and canopy cover at ground level will be balanced with landscaped car parking areas, rooftop and balcony gardens, and in vertical spaces.  Parking facilities will be sufficient to meet service requirements, with non-residential development serviced through a combination of on- site, on-site shared (joint use) and off-site public parking facilities.

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8.2 BUILT FORM AND LAND USE (DEVELOPMENT AREAS) Streetscape Protection Area. It allows for new development that compliments the scale of existing character buildings and surrounding Form, density and land use within the Local Centre core will not be uniform residential area. throughout. The topography, parking and access requirements, heritage shopfronts and character of adjoining residential development intersect to FOUR-STOREY MIXED USE DEVELOPMENT AREA necessitate lesser intensity development at the Local Centre edges and greater intensity development at its centre. The edges are a transitional The Four-Storey Mixed Use Area is the most intense area of the space, bridging development within and surrounding the Local Centre. This development concept plan. A maximum of four-storey development is is demonstrated in the Local Centre Core Planning Precinct Development located in the centre of the site, where it can be setback from the character Concept Plan provided at Figure 25. The plan incorporates design areas to streetscape and nearby residential areas and fit with the natural slope of achieve the desired graduation in form and intensity, detailed below. the site. Density in the Mixed Use areas will be guided primarily by the acceptable building envelope controls – height, setbacks, preference for STREETSCAPE PROTECTION DEVELOPMENT AREA dwellings to be located on upper storeys, and provision of on-site car parking – and no plot ratio is imposed. The Built Form Guidelines provided The Streetscape Protection Area is a 4.0m wide ‘strip’ of commercial in Attachment 6 include additional guidance that can impact lot dwelling development fronting Claremont Crescent, extending around Franklyn and yield, including outdoor living area provisions and bedroom/floor area Saladin Streets. The existing character of the Local Centre is preserved by ratios. providing a transitional space between the public realm and mixed-use development. Retention of existing “contributory buildings” (building RESIDENTIAL TRANSITION DEVELOPMENT AREA facades with ‘some’ or ‘considerable’ contributory heritage significance as identified in Table 1) is prioritised and development of these sites within The Residential Transition Area provides a transition between the Local the Streetscape Protection Area is not preferred. New development is Centre and suburban residential development on Rob Roy Street. It is encouraged where it addresses ‘gaps’ in the streetscape and complements primarily for housing – non-residential uses should remain within the the established scale and character of the Local Centre. ‘heart’ of the Local Centre. Density will sit between the single dwellings opposite and mixed-use development contemplated in the Local Centre, TWO-STOREY MIXED USE DEVELOPMENT AREA with an R50 density code being applied. Terrace housing is encouraged, or other grouped or multiple dwelling typologies that provide a strong sense The Two-Storey Mixed Use Area provides a transition between the public of address and complement the traditional dwellings opposite. realm and four-storey development on land not impacted by the

SWANBOURNE LOCAL CENTRE PLANNING STUDY

PARKING AND ACCESS DEVELOPMENT AREA

All residential development will incorporate on-site parking to service the needs of permanent residents in accordance with R-Code requirements. Non-residential development will be serviced through a combination of on- site parking, joint use of on-site parking between properties and offsite public parking facilities.

On-site parking will require vehicle access to the rear of properties. The nature of the lot configuration and road/laneway access is such that reciprocal rights of access across property will be necessary to achieve

functional arrangements.

LANEWAY PLAZA DEVELOPMENT AREA

The Laneway Plaza converts the existing Rob Roy Lane into a high-amenity pedestrian space. This will provide a safe connection between rear car parking and Claremont Crescent businesses. It also provides a focus for rear infill development and a modest increase in commercial floorspace. Opportunities for increased tree cover within the Swanbourne Local Centre are limited, and landscaping of the Laneway Plaza will seek to partly address this.

Examples of Mixed Use Development successfully combining new residential and existing ground-floor commercial to minimise visual impact at street level

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FIGURE 25: Local Centre Core Planning Precinct Concept Plan

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FIGURE 26: Indicative Outer Extent of Building Envelopes – Claremont Crescent Perspective (NB – Each block represents a two storey building bulk)

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FIGURE 27: Indicative Outer Extent of Building Envelopes – Rob Roy Street Perspective (NB – Each block represents a two storey building bulk – except the upper level fronting Rob Roy St)

SWANBOURNE LOCAL CENTRE PLANNING STUDY

8.3 MOVEMENT NETWORK To ensure flexibility to accommodate a range of redevelopment scenarios, the implementation strategy of this report proposes the formulation of VEHICLE MOVEMENT AND ACCESS COORDINATION Local Development Plans (LDPs) that specify the particulars of vehicle access across multiple properties. The coordination of vehicle access to on-site parking and service areas is integral to the form of new development within the local centre. The When a landowner, or group of landowners prepare a Local Development configuration of existing land titles and the inability to achieve vehicle Plan, that plan will need to demonstrate: access directly off the street front to Claremont Crescent means that access  The provision of common access to the properties involved with that must be consolidated at the side or rear of properties. plan, and Without common access at the rear of lots that front Claremont Crescent,  That the plan does not prejudice/preclude adjacent land parcels from there would be rear property that is land-locked. To overcome this, shared achieving suitable vehicle access. access arrangements need to be provided from Franklin Street, Rob Roy The form of land tenure associated with accessways can vary dependent Street and Saladin Street. on land ownership and extent of property amalgamation. Legal instruments available include reciprocal rights of access agreements over Lot 66 presently serves as partial common access to some property from land titles to establish shared access entitlements. Franklin Street and contains Water Corporation Services. The concept plan provides for this access to be formalised and widened to provide adequate Lot 66 is presently being used for access by several businesses along manoeuvring area required for new development. Similar arrangements Claremont Crescent, although no formal rights of access are apparent. are required from Saladin Street, and potentially from Rob Roy Street. Formalising Lot 66 as an accessway, including widening to accommodate two-way traffic, will be of benefit in servicing both existing and future The actual movement network needed to service the core area will be development. dependent upon: Access arrangements from Rob Roy and Saladin Street will allow the north-  Invert levels and alignment of Water Corporation services determining south portion of Rob Roy Lane to be closed to traffic and converted to a depth and location of access  Agreements reached between landowners to consolidate and public plaza and pedestrian path. development parcel

 Potential amalgamations on land titles, and  Actual development forms sought by landowner(s).

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PARKING PROVISION New development may rely on public parking facilities to service parking demand generated through that new development. This avoids the need New development will generate additional parking requirements for: to consume valuable development space with parking and access areas. In  Residential dwellings: residents who require permanent on-site and an these circumstances, financial contributions are made to the Town (cash- allowance for visitors, and in-lieu of on-site parking) to fund the provision of parking and transport  Non-residential activity: parking required to service staff and customer facilities generally. The actual amounts payable to the Town are guided by needs. Local Planning Policy that is established under the terms of the Scheme.

The number of bays required is calculated according to the requirements of the Scheme. In the case of residential development – the R-Codes stipulate resident and visitor requirements. For non-residential development, the Scheme sets out ratios of bays required by floorspace.

The actual number of bays required for new development can be reduced to take account of factors such as proximity to the rail station and public parking availability. The Scheme will allow concessions between 10-30% for the local centre core. The Scheme also recognises existing parking demand (pre-redevelopment), and only requires additional parking provision for the additional demand generated through new development. In addition, reciprocal parking and application of a peak parking analysis may allow for further parking concessions.

Parking bays for non-residential development can be provided in a number of ways:

 On-site provision  On-site provision shared with adjoining/nearby owners via reciprocal arrangements, and  Off-site public facilities, including kerbside and other public parking areas.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

8.4 PARKING AND ACCESS

The ultimate access and on-site parking arrangements will be dictated by the way in which land parcels are amassed. Actual land access requirements will vary according to agreements reached between landowners, or title amalgamations to create alternative development site configurations.

Figures 28A, B and C identify alternative access arrangements based on different development site configurations. As discussed in 8.3 above, a requirement to prepared Local Development Plans prior to site development can ensure necessary access arrangements are achievable.

FIGURES 28A, 28B, 28C: Conceptual Possibilities for Local Development Plan Preparation

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8.5 LANEWAY PLAZA

Rob Roy Lane - running north-south between Lots 84 and 43 - appears rarely used. It is narrow with poor sightlines where it meets Claremont Crescent. The Development Concept Plan formalises and strengthens alternative preferable access arrangements (Lot 66 and rear carparks) such that Rob Roy Lane is not necessary to the vehicle movement network. It is recommended that the street is converted to public space, in the style of a small plaza or urban laneway. Features of laneway design should include:

 Development abutting the laneway to address the public realm, through use of highly permeable facades, balconies, and alfresco dining areas  Landscaping that contributes to a high amenity space but does not interfere with permeability or create entrapment points, and  Highly legible pedestrian connections with rear carparking, Claremont Crescent and rail infrastructure.

The laneway plaza will provide another ‘edge’ that is logically suited to commercial development within the local centre, allowing for some modest expansion of commercial floorspace while minimising conflict with residential areas. Small-scale retail, studio or workshop spaces, cafes and restaurants are particularly suited to this area. Uses and built form should have significant potential for public/private interaction, such as cafes with alfresco seating areas, or shops with large display windows and prominent, welcoming entries.

Examples of narrow accessways converted to active public places

SWANBOURNE LOCAL CENTRE PLANNING STUDY

8.6 SEWER LINE detail. The preferred approach will need to be refined through detailed design works and in cooperation with Water Corporation, ensuring Future development must respond to the Water Corporation sewer line adequate protection is provided for the utility to the Corporations that runs through private properties from Franklin Street to Lot 43. The line satisfaction. However, it is preferred that the sewer main does not become provides service to the aforementioned properties, and individual a ‘disused’ space and as such any design solution should meet the following connections, inspection points and service access must be addressed in objectives: future design.  Development surrounding the main sewer line is encouraged and For sites to the west of Lot 83, the sewer main is located primarily within should include active and interesting facades that contribute to the Lot 66, and can likely be accommodated within access and parking areas. public realm However, the dissection of Lots 83, 84 and 43 by the sewer main may have  Non-built-up areas around the sewer main line will incorporate greater impact on development outcomes for these lots. Preliminary landscaping, including lighting, to create attractive spaces advice received from the Water Corporation indicates that development  Development will be designed to address and overlook non-built-up will need to remain clear of the asset, however, there have been examples areas around the sewer main line, and of more flexible approaches to design elsewhere in Perth. There are several  Land within the sewer main line corridor will remain in private broad options available to developers of Lots 83, 84 and 43, including: ownership and can be gated subject to detailed design, however, visual permeability will be retained.  Main sewer line to be accommodated within a privately-owned Pedestrian Access Way or “mini laneway”, connecting the laneway park and Lot 66 cul-de-sac  Main sewer line to be surrounded by a culvert with sufficient dimensions and clearance for Water Corporation to access;  Development to incorporate the main sewer line and sufficient access for Water Corporation to access, and  Negotiation with neighbouring lots and Water Corporation for the connection to be relocated to Saladin Street, and the existing line being truncated at the end of its requirement from Franklin Street.

Only preliminary advice was received from Water Corporation for this planning study, and the options listed above have not been discussed in

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Landscaping, lighting and permeable building frontages can be used to transform the amenity of a A former access / service area is repurposed as an alfresco dining space for a restaurant. Note the service area unidentified service pit.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

9. RECOMMENDED OUTCOMES: CLAREMONT CRESCENT CORRIDOR

9.1 DEVELOPMENT PRINCIPLES

 Claremont Crescent provides a safe, comfortable and convenient pedestrian environment for all users.  The road environment will support efficient vehicle movement while maintaining pedestrian safety and comfort as a priority.  Creative opportunities to enhance landscaping and comfort, such as parklets, and enhanced landscaping around the Norfolk Island Pines.  Street parking caters to casual visitors, including ACROD holders and bikes, and provides safe, convenient access to Local Centre destinations.  The local path network provides highly legible and comfortable connection between the Local Centre, Swanbourne Station and southern side of the railway line.

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9.2 FUNCTION AND AMENITY Once the location of the new bridge and associated pedestrian boulevard is confirmed, detailed design treatments such as plantings, path surfaces, Opportunities to improve the pedestrian environment along Claremont location of alfresco dining areas and urban infrastructure and lighting can Crescent should be identified. The Claremont Crescent Corridor Concept be used to mark a strong connection with Claremont Crescent. Plan at Figure 29 illustrates the following tentative proposals:

 Construction of a pedestrian path adjacent to the angled parking to facilitate safe pedestrian access between parked vehicles and Local Centre destinations.  Widening of the pedestrian path adjacent to the commercial buildings to reduce conflict between pedestrian movements, alfresco dining and displays, and urban infrastructure.  Subject to detailed survey and engineering design specifications, reducing the width of the Claremont Crescent median to acquire the area required for the additional pedestrian paths described above, and remove the opportunity for vehicles to treat this as a parking area.  Adjusting the location of the angled and parallel car parking in response to the proposals described above.  Retention of the existing loading bays until rear access has been achieved, at which time these can be converted to regular vehicle parking, bicycle parking or ‘parklet’.  Create a pedestrian crossing connecting the Laneway Plaza with the angled parking area, Swanbourne Station, and bridge (pending confirmation of new bridge location).  Landscaping and/or non-mountable barrier kerbing to the central median to discourage pedestrians from crossing at unsafe points.

Note that these proposals are conceptual only and subject to detailed design, consultation and consideration.

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FIGURE 29: Claremont Crescent Corridor Planning Precinct Development Concept

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10. RECOMMENDED OUTCOMES: SWANBOURNE STATION CORRIDOR

10.1 DEVELOPMENT PRINCIPLES

 Pedestrian and vehicle crossing points over the railway corridor are highly legible and connected with the local movement network.  Paths and landscaping enhance entrance points to the Swanbourne Station are convenient for all users.  The likely future bridge is to address safe traffic flow at both the crossing and in the locality generally, and also provide a high amenity pedestrian environment, inviting movement between the northern and southern sides of the railway line.  The pedestrian component of the future bridge includes opportunities for landscaping to enhance user amenity.  Opportunities to accommodate car parking in the railway corridor are maximised.  Car parking within the railway corridor incorporates landscaping to increase vegetation and canopy cover within the Local Centre.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

10.2 RAILWAY BRIDGE AND CONNECTION TO COTTESLOE public plaza,  Draws together both considerable line potentially with sides of the railway closure periods for Improving connection with the southern side of the railway line (within the developable area, line construction and the above PTA is unlikely to suburb of Cottesloe and Town of Cottesloe Local Government Area) was  Developable area can accommodate new fund; relies on a supported in principle through stakeholder engagement activities, commercial uses, developer, investor, including with relevant agencies. It is not within the scope of this study to community uses, land sales or other consider the detail of development on the southern side of the railway, and/or housing funding approach  Previous preliminary however, broad consideration of the intermediary space and physical  Sale of developable area can assist in investigations by PTA connection is appropriate. The ideas put forward can be categorised into funding construction indicate that cost of three general approaches: of the public plaza construction is likely to outweigh profit of APPROACH BENEFITS OBSTACLES developable area Repurposed  The existing structure  The existing bridge  ‘Blurring’ the Pedestrian Bridge: is used to strengthen clearance of structure of the Local Duplication of the local character and approximately 4.7m Centre compromises existing bridge for identity does not meet PTA’s its heritage integrity traffic and  Separation of vehicle minimum track as an early repurposing of the and non-vehicle traffic clearance of 5.4m commercial railway existing bridge as a (reduced from node public space standard 6.3m)  Significant works  The bridge will require required around the significant structural transmission works – engineering overhead powerlines advice is needed to and high pressure gas confirm the extent to pipeline, and which it can be possibility of having to ‘repurposed’ (e.g. relocate these would landscaping result in considerable possibilities) disruption of services Pedestrian Plaza:  High quality public  Significant works to Pedestrian  Compliments MRWA  Requires design ‘Sinking’ the realm outcome the rail infrastructure Boulevard: timelines for support across all railway line and  Prioritises people over are required that Replacement of replacement of the interested agencies, construction of a traffic would cause the existing bridge including funding of

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with a new traffic bridge, without above-standard non- pedestrian boulevard into the bridge design – rather than committing to bridge that relying on an investor vehicle spaces repurposing of the existing bridge – allows for this infrastructure to incorporates  Efficient approach to  Coordination with respond to the overarching locational and design needs. When the design greater pedestrian construction MRWA needs to be / bicycle paths  Allows pedestrian urgently prioritised process commences, it may be assessed that repurposing of the existing boulevard to be before design works vehicle bridge is a preferred option and this can be easily integrated. engineered to any for the new bridge Similarly, should creating a plaza with developable land be considered minimum desired substantially viable in the future, the new bridge can be incorporated into the plaza standard for commence landscaping etc design or replaced.  A new non-vehicle crossing will have greater longevity than the repurposed existing bridge  Entrenches non- vehicle space in the

movement network design  Minimises potential conflict between location of rail infrastructure, utilities infrastructure and

surrounding road network TABLE 4: Summary of Approaches to Replacing the Existing Bridge

At this time, it is recommended that the third option – replacement of the existing bridge with a new bridge incorporating a pedestrian boulevard – be the preferred approach. A particular advantage of this approach is the flexibility that it offers in responding to change. For instance, at this point in time, the location of the new bridge has not been confirmed but a basic design concept can be moved and amended as required. Incorporating a

SWANBOURNE LOCAL CENTRE PLANNING STUDY

Examples of high quality pedestrian environments on bridges Swanbourne local centre. As such, this study recommends the establishment of three-way reciprocal parking between: 10.3 SWANBOURNE STATION CORE: CAR PARKING  Public Transport Authority RECIPROCAL PARKING ARRANGEMENTS WITH TOWN OF  Town of Claremont, and COTTESLOE  Town of Cottesloe.

Ultimately, the proportion of parking that is provided on the same property Additional parking at this location will improve the level of serviceability for containing new development and parking provided off-site within public both local centres, support the operation of the rail station, and preserve parking facilities will be defined by development concepts prepared by development potential within the Swanbourne local centre development landowners. It is reasonable to anticipate however that public parking will area. play a key role in facilitating new development – largely due to the limited size and restricted accessibility to private property within the local centre area.

The Town of Claremont can use cash paid to the Town in lieu of on-site parking bays in a range of transport related infrastructure ways. This includes public parking facilities in immediate proximity to the Swanbourne local centre.

The Town of Cottesloe contains a small local centre on the south side of the Swanbourne rail station. Separating the two centres is rail corridor land owned by the Public Transport Authority (PTA). The generous width of the PTA landholding affords considerable opportunity the additional public parking – most notably, land immediately south of the rail corridor within the Town of Cottesloe.

An extension to an existing car park within PTA land on the south side of the rail corridor is within close and convenient walking distance to the

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PART 6: IMPLEMENTATION

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11. IMPLEMENTATION provisions could incorporate specific provisions or a requirement for a Local Development Plan (LDP) or LPP. 4. Structure Plan or Activity Centre Plan: The ‘Deemed Provisions’ define 11.1 STATUTORY APPROACH a structure plan as a “a plan for the coordination of future subdivision and zoning of an area of land”, while an activity centre plan is a similar OPTIONS FOR ACHIEVING RECOMMENDED OUTCOMES tool specifically intended to guide zoning, subdivision and development of an activity centre. A structure plan can be prepared While the study site is already subject to a specific “Local Centre” zoning where it is required by a state planning policy or local planning scheme, and associated statutory provisions, achieving the built form, land use or where the WA Planning Commission considers it necessary for and/or density outcomes in the development concept will require a orderly and proper planning. An activity centre plan can be prepared tailored statutory approach. There are a number of broad potential where a state planning policy or the WA Planning Commission have statutory approaches to achieving the development concept plan, designated a site as an activity centre requiring an activity centre plan. summarised below. There are no structure plan requirements or activity centre designation specifically relating to the Swanbourne Local Centre, meaning that 1. Local Planning Policy: A local planning policy (“LPP”) can be used to either an amendment to the statutory framework or a direction from lay out the detailed design specifications for the local centre. The LPP the WA Planning Commission is required for the structure plan or could be used to provide guidance for built form outcomes within the activity centre plan approaches to be considered. existing “Local Centre” (and “Residential”) zones. Whilst carrying In view of the scale and status of the local centre, and preliminary weight in decision-making and provide a reasonable level of control, it discussions with the WA Planning Commission, it is unlikely that the is noted policy provisions do not ‘override’ the density, land use and Commission will consider structure planning or activity centre planning built form provisions within the Scheme. a priority for this study area. Further, structure planning is generally 2. Local Planning Scheme Amendment – “Local Centre” zone: An most appropriate when planning for urban structure – hence its amendment to the existing LPS3 provisions can achieve additional or important in guiding future subdivision. The development concept plan revised requirements for the “Local Centre” zone. Provisions is essentially an exercise in consolidation through built form and introduced through a Scheme Amendment can be complimented by a density adjustments, rather than a significant structural change. Local Planning Policy providing detailed design guidance. 5. Local Development Plan: The ‘Deemed Provisions’ define a local 3. Special Control Area: The ‘Draft Provisions’ include provisions to development plan as “a plan setting out specific and detailed guidance establish a special control area, which can be incorporated into LPS3 for future development”. Broadly, a local development plan is more through an amendment. A schedule to the Scheme will set out functionally appropriate to the development concept than a structure purpose, objectives and additional provisions. These additional plan or activity centre plan approach.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

RECOMMENDED STATUTORY APPROACH FOR SWANBOURNE The Local Centre Core planning precinct will require further design to LOCAL CENTRE achieve a highly functional, cohesive outcome. This will occur through a requirement for developers to prepare Local Development Plans prior to The recommended statutory approach to achieve the recommended undertaking major redevelopment works. Local Development Plans will outcomes is presented below. Figure 24 presents these recommendations resolve: against the spatial definition of precincts in the Local Centre. The recommended overarching approach is establishment of a Special Control  Fine definition of development areas Area with associated provisions under LPS3 for the Swanbourne Local  Refined parking and access solutions Centre, providing:  Development design around or over the sewer main line  Retention of heritage building values, and  A dedicated approach to/series of built form standards, differentiated  Any further site-specific built form or land use control that from those specified more generally for the Local Centre and enhances development outcomes. Residential zones under the existing LPS3 provisions  A basis for future detailed planning through establishing a Local By specifying this fine-grain approach to planning, the Town is able to Development Plan requirement, and achieve a highly refined development framework while allowing for a  Balance between implementing firm development standards and number of possible solutions. objectives, and providing flexibility to encourage to highest and best possible outcome. Attachment 3 details recommended amendments to LPS3 to establish the Special Control Area and Local Development Plan requirements. The Special Control Area should cover the full Local Centre area (that is, all three planning precincts). It is acknowledged that the statutory application of the LDP will only address private property. However, including this planning precinct in the Special Control Area ensures its consideration in overarching Local Centre objectives and planning processes.

For the Swanbourne Station Corridor and Claremont Crescent Corridor planning precincts, further planning will be undertaken principally through detailed design works such as landscaping plans and engineering investigations and design. These works will be informed by the objectives and broad parameters articulated for the Special Control Area.

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11.2 DRAFT STATUTORY TOOLS

Three draft tools are provided to demonstrate how the recommended outcomes can be achieved through the statutory framework. The draft tools comprise:

1. Draft Scheme Amendment: This details specific amendments to LPS3 that would have the effect of: a. Introducing Special Control Area provisions, including Schedule 2 b. Amending the Scheme Map to establish Special Control Area designations and appropriate density codings in the Swanbourne Local Centre, and c. Changing some land use permissibility designations in the Local Centre Zone to better align with objectives. 2. Draft Schedule 2: Schedule 2 is a proposed component of the LPS3 that provides specific detail for planning and development within Special Control Areas. It will introduce the following key requirements: a. Preparation and adoption of a Local Development Plan/s being required prior to substantial development taking place b. A traffic impact study and/or management strategy being required for any development introducing 20 or more dwellings, to assist in assuring appropriate levels of service for residential access and parking, and c. Building height provisions to be prescribed by a Local Development Plan. 3. Built Form Guidelines: The guidelines provide more detailed guidance as to how built form can achieve the Special Control Area objectives. The guidelines should be used to inform preparation of Local Development Plans and, if required in the future, a Local Planning Policy.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

11.2 IMPLEMENTATION ACTIONS

Actions required to achieve the development concept plan have been divided into four categories, based on the future planning blueprint:

1. General – actions required following the finalisation of this planning study, including actions related to statutory changes and the future planning blueprint 2. Local Centre Core – actions required to facilitate infill development within the Local Centre Core, as laid out in the Development Concept Plan, including the Laneway Plaza 3. Claremont Crescent Corridor – actions required to achieve proposed public realm and movement network outcomes within the Claremont Crescent Corridor 4. Swanbourne Station Corridor – actions required to facilitate proposed outcomes for the Swanbourne Station and bridge, where design and development is the responsibility of external agencies.

Actions required are summarised in the following table. The actions presented are required to achieve design feasibility and appropriate statutory provisions; they do not include actions for development approvals and construction.

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TABLE 5: Summary of Implementation Actions

PRECINCT ACTION TIMEFRAME Workshop Recommended Outcomes and Implementation Actions with Town of Claremont staff Short-term Workshop Recommended Outcomes and Implementation Actions with Town of Claremont Elected Short-term Members GENERAL Prepare Stakeholder Engagement Plan for refinement of strategic approach and statutory adoption Short-term process Initiate Scheme Amendment to introduce the Special Control Area Short-term Monitor progress of Draft State Government strategic documents and policies, and consider if any review Ongoing of strategic approach is required Footpath audit for Local Centre and immediate surrounds to assess footpath condition and design, and Short-term determine a program for improvements Prepare Land Requirement and Acquisition Strategy for Laneway Plaza Short-term Prepare Landscaping Plan for Laneway Plaza, including: Short-term

CORE LOCAL LOCAL 

CENTRE CENTRE Landscaping, tree cover and pedestrian paths  Street lighting and security  Opportunities to incorporate interpretive signage or public art into Laneway Plaza Engineering and Technical Design Study of Claremont Crescent Corridor Concept Plan to determine Short-term safety, movement and land requirement parameters, and prepare detailed design Review technical standards for awnings and ensure consistency with utilities requirements and proposed Medium-term

CRESCENT CRESCENT

CORRIDOR development standards

CLAREMONT CLAREMONT

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Prepare detailed design for Claremont Crescent Corridor including: Medium-term  Redesigned pedestrian refuges at roundabouts for universal access  Designated ACROD parking  Street lighting improvements  Landscaping improvements and additional vegetation or tree cover  Provision and location of bicycle parking and rubbish bins  Provision of a footpath to safely direct angled parking users to safe crossing points  Enhance safety at pedestrian crossing points either through increased priority or design treatment  Design of median strip to prevent informal parking  Widening and/or other enhancements to pedestrian path adjacent to commercial buildings  Identification of locations for public art features Re-evaluate continued need of parallel loading bays as development occurs Medium-term Liaise with Main Roads WA on finalisation of new bridge and pedestrian boulevard design and location Medium-long-term Liaise with Public Transport Authority on finalisation of new bridge and pedestrian boulevard design and Medium-long-term location

CORRIDOR Liaise with Town of Cottesloe on finalisation of new bridge and pedestrian boulevard design and location, Medium-long-term addressing maintenance considerations and cost share arrangements for such Monitor progress of Public Transport Authority’s Station Access Strategies to determine any strategic or Ongoing design changes required, and maximise opportunities arising from future station upgrades Liaise with Public Transport Authority to review existing Swanbourne Station access arrangements Medium-term SWANBOURNE STATION STATION SWANBOURNE Negotiate with Public Transport Authority and Town of Cottesloe regarding cash-in-lieu car parking Medium-term design, construction and ongoing management arrangements Consider opportunities to reuse recycled bridge materials in landscaping or public art projects Ongoing

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TTACHMENTATTACHMENT 1: TOWN1: TOWN OF OF CLAREMONT CLAREMONT TRAFFIC TRAFFIC COUNT DATA (MARCH 2017) COUNT DATA

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ATTACHMENT 2A: DIAL BEFORE YOU DIG SEARCH RESULT – ATCO GAS

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ATTACHMENT 2B: DIAL BEFORE YOU DIG SEARCH RESULT – WESTERN POWER (OVERHEAD)

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ATTACHMENT 2C: DIAL BEFORE YOU DIG SEARCH RESULT – WATER CORPORATION (SEWER)

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ATTACHMENT 3: OPEN HOUSE IMAGE PANELS

1 2 7

3 4

A range of contrasting development forms were selected for the purposes of encouraging members of the public to consider appropriate built form outcomes in context of differing approaches.

5 6 The Attachment 3 images were intentionally selected to represent under- development, and similarly, over-development for the purposes of ‘calibrating’ the audience to consider what might be suitable for Swanbourne.

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Council of any traffic, car parking and noise impacts. Table 1 – Amend the use of “Restaurant” To encourage ATTACHMENT 4: DRAFT SCHEME AMENDMENT Land Use from “AA” to “P” in the Local hospitality uses Table Centre zone. and after-hours TERMS activity in the Local Centre. LPS3 DESCRIPTION OF AMENDMENT PURPOSE OF Table 1 – Amend the use of “Service The desired Local REFERENCE AMENDMENT Land Use Station” from “A” to “X” in the Centre built form Clause 10 Insert the following definition: To define the term Table Local Centre zone. outcomes, traffic “Special control area” means an “special control environment and area identified under this Scheme area”. increased as an area subject to special residential uses controls set out in this Scheme within both (as defined by the Planning and Swanbourne and Development (Local Planning other Local Centre Schemes) Regulations 2015, as zone areas are not amended from time to time. compatible with a service station. Table 1 – Amend the use of “Carpark” from To ensure that car Land Use “P” to “IP” in the Local Centre parking is provided Clause 37A Insert sub-clause (4): To clearly state Table zone. to service “Where the non-residential that these preferred land development is on land subject requirements will uses and minimise to a Special Control Area, the not apply in the its potential impact provisions laid out in Schedule 2 Special Control on desired built will prevail.” Area. form and activity Clause 40 Insert new sub-clause (2): To allow for outcomes. “Where the building is on land building heights in Table 1 – Amend the use of “Church” from To facilitate subject to a Special Control Area, excess of those Land Use “P” to “SA” in the Local Centre appropriate Local Development Plan or stated in clause 40 Table zone. consideration by Structure Plan, the height in specific stakeholders and restrictions contained in circumstances (i.e.

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Schedule 2, the Local Special Control Amend Refer to Attachment 5 to this To establish the Development Plan or Structure Area, Local Scheme Map report. Swanbourne Local Plan this Clause will prevail.” Development Plan Centre special and renumber subsequent sub- or Structure Plan). control area on the clauses as required. LPS3 Scheme Map, Insert new Insert new clause 82A within Part To establish special and apply R50 clause 82A IV as follows: control areas in density coding to within Part LPS3. Residential land in IV 82A. Special control areas the Local Centre.

(1) Special control areas are marked on the

Scheme Map according to the legend on the Scheme Map. (2) The purpose, objectives and additional provisions that apply to each special control area are set out in Schedule 2.

Insert New Refer to Attachment 4 to this To establish the Schedule 2 report. Swanbourne Local Centre special control area provisions in accordance with the Model Provisions.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

ATTACHMENT 5: DRAFT SCHEDULE 2

Table Special control areas in Scheme area Name of area Purpose Objectives Additional provisions

SCA1 To coordinate new 1. To preserve the heritage and 1. Prior to the commencement of any development, a Local Development Plan will be prepared and residential, non- adopted by the Local Government for land subject to that development. Notwithstanding this Swanbourne streetscape character of the residential and mixed- Swanbourne Local Centre requirement, the local government may approve an application for development prior to the Local Centre use development in the adoption of a Local Development Plan where it is satisfied that: 2. To ensure that new Swanbourne Local a. The development is of a minor nature Centre development responds to the Local Centre context b. The development is consistent with the objectives of the Special Control Area, and 3. To coordinate parking and c. The development will not prejudice a future Local Development Plan. access across the Local Centre 2. The Local Development Plan will address: 4. To introduce mixed-use a. Maximum building heights within the Local Centre zone will be 6.6m within 4m of any street development into the Local frontage, and 12m elsewhere. Maximum building height within the Residential zone will be Centre where it makes a 6.6m within 9m of any boundary with Rob Roy Street, and 9m elsewhere positive contribution to the b. Vehicle access arrangements providing rear service access to all buildings that contribute to streetscape, residential heritage character as defined by the Local Government Inventory (contributory buildings) amenity, housing diversity and c. Car parking location, with provision in accordance with the requirements of the Scheme centre vitality. d. Appropriate development around the main sewer line, and e. Development standards for retention of built form heritage value, having regard for the Local Government Inventory. 3. The Local Government may accept a Local Development Plan for a portion of land zoned Residential or Local Centre where it is satisfied that orderly and proper planning and acceptable levels of serviceability are maintained. 4. All proposals for development creating 20 or more new dwellings will require submission of a traffic impact assessment and management strategy to demonstrate that there will be no adverse impact on the local road network. 5. Within the Special Control Area, the height of a building shall be the vertical distance between the highest point of the building, including the roof and any structure or attachment projecting above the roof, and natural ground level. Natural ground level shall be determined by connecting a point on the front boundary to a corresponding point on the rear boundary.

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ATTACHMENT 6: SCHEME MAP EXCERPTS

Existing Scheme Map - Excerpts from Map No. 2 Map and Legend

SWANBOURNE LOCAL CENTRE PLANNING STUDY

Special Control Area

Draft Scheme Map - Excerpts from Map No. 2 Map and Legend

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ATTACHMENT 7: BUILT FORM GUIDELINES SPECIFIC DESIGN AREA REQUIREMENTS Streetscape Protection Area BUILDING HEIGHT  For contributory buildings, maximum building height will be the existing maximum building height of that portion of the contributory OBJECTIVES building within the Streetscape Protection Area. 1. Building height will respond to the natural topography and suburban-  For non-contributory buildings, maximum overall building height is scale of surrounding residential development. 6m to the top of the roof or parapet. 2. Building height will maintain the existing scale of contributory buildings Two-Storey Mixed Use Area along Claremont Crescent. 3. Opportunity for views between buildings in the Swanbourne Local  Maximum overall building height is 6.6m to the top of the roof or Centre, Claremont Crescent, and the development on the southern parapet. side of the rail corridor will be considered. Four-Storey Mixed Use Area

2 DESIGN APPROACH  For development sites less than 650m , maximum overall building height is 6.6m to the top of the roof or parapet.  Development abutting the Local Centre edges will be primarily two  For development sites of 650m2 or greater, maximum overall building storeys in height, to match existing maximum heights in the height is 12m, to the top of the roof or parapet. surrounding area. Residential Transition Area  Building height to a maximum of four storeys will be considered in the core of the Local Centre for larger sites.  Maximum height as per LPS3 and the Residential Design Codes.  Open-roof terraces and gardens with a finished floor level at the  Maximum overall building height of 9m may be considered where: maximum height may be considered where these provide excellent a. Buildings greater than 6.6m in height are set back a minimum of design, environmental and liveability outcomes. 9m from Rob Roy Street  Building height is provided as an overall maximum height, regardless b. There is no undue impact on the amenity of any adjacent of roof form, to encourage low profile roof forms and rooftop terrace development or the streetscape, and opportunities. c. Building form contributes to the transition from residential development to mixed use development in the Local Centre.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

SETBACKS TO THE PUBLIC REALM Two-Storey Mixed Use Area

 Development to be set back a minimum of 2m from Rob Roy Street. OBJECTIVES  Development to be set back a maximum of 2m from the Laneway Plaza. 1. Street setbacks contribute to an appropriate interface between the Residential Transition Area building facade and adjacent development types and public spaces. 2. Development is sited to assist in distinguishing between new  Building street setbacks as per LPS3 and the Residential Design Codes. development and heritage buildings and facades.

3. Development is sited so as not to disrupt or overwhelm the established streetscape character of Claremont Crescent.

DESIGN APPROACH

 The Streetscape Protection Area will maintain existing building setbacks to contributory buildings and along Claremont Crescent.  Minimum street setback requirements will apply to high sensitivity interfaces.  Maximum street setback requirements will apply to development adjacent to the Laneway Plaza, to create an intimate urban environment and facilitate passive surveillance.

SPECIFIC DESIGN AREA REQUIREMENTS

Streetscape Protection Area

 Development may be built to the street boundary.  Awnings may project forward of the street boundary on Claremont Crescent where these have a positive impact on the amenity of the area and comply with all technical design requirements of the Town of Claremont and ATCO Gas.

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BUILDING FACADES  New development will complement the existing architectural character and scale of contributory buildings along Claremont Crescent and enhance the streetscape. OBJECTIVES  New development will incorporate nil side setbacks or landscaped side  The existing architectural character – namely the street frontages of setback areas to contribute to a continuous development frontage Claremont Crescent will be maintained. along Claremont Crescent.  Contributory buildings will be retained (Note - not including existing  Open-roof balconies and terraces may be located above development development on Lot 43). provided that:  Development contributes to the amenity of public spaces and provides a. Any required balustrade or wall does not have an undue impact on opportunity for passive surveillance. the heritage character of the original building or streetscape, and b. excellent design outcomes having regard for passive surveillance solar access and ventilation, and streetscape amenity are achieved. DESIGN APPROACH  Awnings are encouraged where these:  The Streetscape Protection Area requires retention of contributory a. have a positive impact on the amenity of the area buildings where they contribute to the streetscape. b. complement the architectural style of the building, and  Minimum setbacks to high sensitivity interfaces. c. comply with all technical design requirements of the Town of Claremont and ATCO Gas.  Maximum setbacks to POS for intimacy and surveillance.  Art murals are considered for retention, having regard for their  Balconies, roof terraces and alfresco areas encouraged to provide contribution to the amenity of the area and development objectives. softened and activated interfaces. Two-Storey Mixed Use Area; Four-Storey Mixed Use Area SPECIFIC DESIGN AREA REQUIREMENTS  All ground-floor development facing the Laneway Plaza will be Streetscape Protection Area designed to have highly attractive and active facades.

 Contributory buildings will be retained. Residential Transition Area  All ground-floor development facing Claremont Crescent will be  Front facades as per LPS3 and the Residential Design Codes. designed to have highly attractive and active facades.  Development facing a rear laneway, ROW, communal car parking area  All ground-floor development facing Claremont Crescent will have or communal street to include at least one major opening or balcony well-defined building entrances. at ground or first floor level to facilitate natural surveillance.

SWANBOURNE LOCAL CENTRE PLANNING STUDY

PRIVATE AND COMMUNAL OUTDOOR SPACE  Maximum setbacks to POS for intimacy and surveillance.  Rooftop terraces, balcony gardens and vertical plantings are OBJECTIVES encouraged.  Air conditioners are not impact on the comfortable use of balconies  All dwellings / apartments have direct access to a functional outdoor and are not to blow directly on the main usable space. living area.  Communal open spaces are encouraged behind parapet facades at roof SPECIFIC DESIGN AREA REQUIREMENTS level to maximise opportunity for solar access and retention of ground- floor contributory development. Streetscape Protection Area, Two-Storey Mixed Use Area and Four-Storey  Communal open spaces include high quality landscaping treatments. Mixed Use Area

 All dwellings have direct access to a private outdoor living area. DESIGN APPROACH  Private outdoor living areas meet the minimum area requirements laid  Facade retention zone. out in Table 1.  Minimum setbacks to high sensitivity interfaces.  The minimum area requirements for private outdoor living areas may  Balconies, roof terraces and alfresco areas encouraged to provide be reduced in accordance with Table 1 where communal open space is provided and meets the following criteria: softened and activated interfaces. a. Sited where it can be accessed by all residents, including  Where communal open space cannot be provided, minimum private communal rooftop terraces outdoor spaces are increased as per Table 1: b. Provided at a rate equivalent to 5% of the site area for every ten dwellings, up to 50%  Number Minimum Private Minimum Private Outdoor of Outdoor Living Area Living Area Size where c. Designed with a minimum dimension of 4m, and Bedrooms Communal Open Space d. Incorporates high quality landscaping including minimum 25% Provided vegetated areas. Minimum required dimension of private outdoor living Residential Transition Area area is 2.4m. 1 10m2 8m2  With exception to the above requirements relative to balconies, 2 14m2 12m2 private and communal outdoor space as per LPS3 and the Residential 3 or more 16m2 14m2 Design Codes. Table 1

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HOUSING SIZE AND LAYOUT

OBJECTIVES SPECIFIC DESIGN AREA REQUIREMENTS

 Development provides a range of housing types and sizes, including Streetscape Protection Area, Two-Storey Mixed Use Area, and Four-Storey housing appropriate for families and people working from home. Mixed Use Area  Multiple dwelling numbers will be determined by compliance with  Minimum 40% of dwellings in a development (across all development minimum apartment floor area, plot ratio (with a maximum 5% design areas combined within the development) are to have a variation), housing composition requirements, building height, minimum of three-bedrooms. building setbacks, private and communal open space, and car parking  Minimum floor areas for individual dwellings are as per Table 2. requirements.  Minimum of 1 bathroom or ensuite provided for every 2 bedrooms.

Residential Transition Area DESIGN APPROACH

 Residential component of development in the Local Centre zone will  Housing size and layout as per LPS3 and the Residential Design Codes. have a minimum requirement for 50% of new apartments / dwellings to have a minimum of three bedrooms, providing greater options for families, households requiring office or studio spaces, and ‘down- sizers’.  Minimum internal floor areas for apartments will apply in accordance with Table 2:

Number of Bedrooms Minimum Internal Floor Area 1 47m2 2 67m2 3 95m2 More than 3 Additional 12m2 for each additional bedroom Table 2

SWANBOURNE LOCAL CENTRE PLANNING STUDY