Farrington Road Traffic Calming Proposal

( Bibra Drive to North Lake Road )

Produced by the Combined Local Communities

Combined Groups  August 2003

(Photo image courtesy Channel 7 Perth)

Farrington Road Traffic Calming Proposal

( Bibra Drive to North Lake Road )

POSITION PAPER

Produced by

North Lake Residents Association

Bibra Lake Residents Association

Coolbellup Community Association

Beeliar Conservation & Heritage Council

Wetlands Conservation Society

Patrick Hume Aboriginal Elder

Winthrop Baptist College

Somerville Baptist College

Combined Groups  August 2003

2 Farrington Road Traffic Calming Proposal

Table of Contents

Acknowledgments 5

Executive Summary 6

Concerned Groups 7

1.0 Transport Issues

1.1 Background 8

1.2 The Function and use of Farrington Road 10

1.3 Freight Network Review of Farrington Road 10

1.4 Road Crashes 10

1.5 Future Management of Farrington Road 11

2.0 Aboriginal Heritage Issues

2.1 Registered Sites / Aboriginal Heritage Act 12

2.2 Metropolitan Commission of Elders 12

3.0 Environmental Issues

3.1 Environmental Significance 13

3.2 Habitat Degradation 13

3.3 Excessive Noise and Vibration 13

3.4 Accidents and Spillages 13

4.0 Community Issues

4.1 Community Severance 14

4.2 Schools Issues 14

4.3 Road Safety 15

3 5.0 Conclusions 16

6.0 Recommendations 17

References 18

Appendices

Appendix 1 Farrington Rd & Adjacent Areas / Traffic Calming Proposal 20

Appendix 2 Freight Network Review of Farrington Road. 22

Freight Network Review Ranked Options. 23

Appendix 3 North Lake Aboriginal Registered Sites. 25

Aboriginal Cultural Heritage 30

Metropolitan Commission of Elders. 31

Appendix 4 Somerville and Winthrop Baptist Colleges Correspondence. 35

Appendix 5 Scientific and Educational Values of Wetlands 37

4 Acknowledgments

Many thanks to those who risked their lives to protect and preserve the wetlands of North Lake during the Farrington Road blockade in 1984.

You might not have stopped the road from being constructed, but you have built the foundation on which the next generation can draw strength and understanding to prevent such ignorance and destruction from ever happening again.

Farrington Road Blockade 1984

(Photo image courtesy Channel 7 Perth)

Executive Summary

The purpose of this report is to make Local, State and Federal Governments aware of the concerns of the community about Farrington Road and to request that these issues are addressed as a matter of priority. This report addresses transport, Aboriginal heritage, environmental and social issues and highlights the results of inadequate planning processes that have catered for car travel at the expense of the community and the environment.

The road reservation for Farrington Road was included in the Metropolitan Region Scheme (MRS) in 1973 and the section between Bibra Drive and Progress Drive was constructed in 1984. An aerial photograph of Farrington Road and surrounding areas is included in Appendix 1. Construction of this section was contrary to recommendations of the Environmental Protection Authority (EPA) and attracted considerable public protest. Construction of the road destroyed a significant wildlife habitat and the ongoing passage of car and truck traffic since its construction has resulted in the death of many native birds and animals. Construction of the road has created a significant barrier to wildlife and recreation along the northern side of the wetlands.

Farrington Road also passes close to homes in North Lake and Kardinya. The volume and speed of traffic, and the consequent noise and vibration, has severely impacted on residential amenity. The speed and volume of traffic also makes it a difficult road to cross and to travel along for both pedestrians and cyclists. The opening of Winthrop and Somerville Baptist Colleges, which have vehicle access onto Farrington Road, has increased the volume of traffic and pedestrians, particularly school aged children. Since it was linked to the Kwinana Freeway, Farrington Road also functions as an alternative route to South Street for long distance commuter traffic and trucks. These factors, together with the high number of road crashes that have been reported on Farrington Road between Bibra Drive and Progress Drive, highlight the need for traffic calming measures.

The North Lake wetlands abut Farrington Road and are part of the Beeliar Regional Park. North Lake and Bibra Lake are important cultural heritage sites for Aboriginal people. The Metropolitan Commission of Elders considers this area to be important, but fragile, and opposes widening of Farrington Road.

Whilst irreparable damage has already been caused there is no reason to exacerbate it. The future impacts of Farrington Road can be reduced through implementation of traffic calming measures. Such measures should aim to reduce vehicle speeds and direct through traffic and trucks onto South Street. Implementation of traffic calming measures would provide both environmental and social benefits. A plan showing the proposed traffic calming works is included in Appendix 1.

7 1.0 Transport Issues

1.1 Background

Farrington Road was included into the Metropolitan Region Scheme in 1973 as a result of a planning review for Murdoch University. It was only intended to be a local distributor road, primarily to provide access to Murdoch University. In the initial concept plan there was no intention for Farrington Road: • to connect to the Kwinana Freeway, • to be a truck route, • or an alternative to South Street for through traffic.

The Cockburn Wetlands Study (Newman, 1976) noted the potential impact of Farrington Road on North Lake and recommended that it should not be constructed beyond Bibra Drive. This recommendation was accepted by the Environmental Protection Authority (EPA) and was incorporated into the System Six Report (EPA, 1983). However, despite these recommendations the City of Cockburn and the City of Melville constructed Farrington Road through the Beeliar Wetlands in 1984 using funds from a Commonwealth Bicentennial Road Grant.

Its construction in 1984 was embroiled in controversy because it violated a System Six recommendation (M93.3) and had a direct impact on the North Lake and Murdoch University wetlands. Hundreds of local residents protested against the construction and more than 20 were arrested in September 1984 when they tried to prevent bulldozers from clearing the wetland buffer zone (Jennings, 1985).

Farrington Road passes within 25 metres of the high water mark of North Lake at its closest point. This would not be acceptable to the EPA today, as the minimum wetland buffer zone is now 50 metres. This is currently under review by the State Wetlands Coordinating Committee and is likely to be increased for Conservation Category wetlands like North Lake.

There are no bunds or catchment basins to collect spills and an accident on the bend near North Lake could cause substantial ecological damage to one of Perth's most important wetlands.

Farrington Road dissects an important wildlife habitat and unfortunately many birds, bandicoots and tortoises are killed by passing motorists.

Furthermore, Farrington Road passes very close to residential homes in North Lake, Kardinya and Leeming and their occupants have protested on many occasions about the noise, vibration, vehicle emissions, accidents and near misses arising from speeding cars and trucks using this road.

It was for these reasons that the EPA concluded in 1984 (DCE Bulletin 179) that:

"... construction of Farrington Road as a four lane dual carriageway is inappropriate and believes that a single 7.4 metre carriageway only be constructed and that the management provisions proposed in Section 3.1.5 (of Bulletin 179) be implemented".

Further the EPA concluded that:

"... provision of Farrington Road as a major through road for all vehicles is inappropriate, and that this would result in social amenity problems. Steps should be taken to restrict the use of the road to certain vehicles only and trucks should be prevented from using Farrington Road as a through route."

Despite these recommendations, the City of Cockburn, the City of Melville and Main Roads WA (MRWA) have made no effort to control truck use on Farrington Road. So when these agencies approached the EPA in 1990 seeking to widen a section of Farrington Road, the EPA recommended that:

"... the second carriageway should be permanently deleted and the road should be reduced to the 12 metre width and the area replanted with native species local to the area" (EPA Bulletin 517, 1991).

It does not appear that this recommendation was ever implemented by MRWA, or by either of the two local government authorities.

By 1992, the noise and other related problems on Farrington Road were causing such concern that the North Lake, Kardinya and Leeming residents formed an Action Group which petitioned the City of Melville and the City of Cockburn to set up a special committee to investigate the problem. A committee was established that included a representative of the EPA and a series of actions were recommended to alleviate the noise problem. Some of these measures (bunding, screen planting, lowering of the speed limit) were implemented, but truck movements have not been restricted. Consequently, the noise problem is still a major local issue today.

The situation has deteriorated further since 1992 because Murdoch University has built a southern entrance from Farrington Road and two secondary colleges (Winthrop Baptist and Somerville Baptist) have been built on the campus adjacent to the southern entrance. The merging of this slow moving traffic exiting from the University campus with heavy vehicles traveling at high speed on Farrington Road, is causing major road safety problems. These problems also exist at the junction with Progress Drive, where North Lake residents attempt to enter/exit Farrington Road.

Farrington Road is a memorial to inadequate planning processes, and the failure of Government agencies to heed sensible advice. It is also an example of unsustainable road building practices, in that it creates a minor benefit for commuters and the transport industry at major cost to the environment and the social amenity of residents.

Despite the widespread recognition of these problems, we are still facing pressure from local government planners to widen Farrington Road so that it can carry more traffic. Any attempt to widen Farrington Road or to direct more heavy traffic onto it will certainly be met with vigorous public opposition. Rather than encouraging more traffic to use Farrington Road, it urgently requires traffic calming and acknowledgement by Government authorities that its district distributor road status is inappropriate and that it is not a freight route.

1.2 The Function and Use of Farrington Road

Farrington Road links North Lake Road in the west with Karel Avenue in the east, a distance of approximately 5km. It is classified by MRWA as a District Distributor (A) road whose function is to carry traffic between industrial, commercial and residential areas and generally connect to primary distributor roads. Between Bibra Drive and Progress Drive, Farrington Road is an undivided two-lane, two-way road with sealed shoulders and a dual-use path on the north side. It has a speed limit of 70 kph and currently carries approximately 23,000 vehicles per day.

1.3 Freight Network Review of Farrington Road

In 2002, a comprehensive multi-criteria evaluation of future road network options for the northern half of the south west metropolitan region was undertaken as part of the Freight Network Review. Two of the 22 options evaluated (Options E & J, see Appendix 2 p22) included upgrading of Farrington Road to a dual carriageway. Representatives of community, industry and government participated in the evaluation process. The outcome was that both options ranked equal 11th and 12th overall – there were 13 higher ranked options. Amongst participants who identified themselves as “freight industry” Options E & J were rated the least preferred options (see Ranked Options Appendix 2 p23).

1.4 Road Crashes

Road crash statistics for Farrington Road from Bibra Drive to North Lake Road during the five year period 1998 to 2002 (MRWA 2003) indicate that:

• 18 crashes have occurred of which 7 resulted in casualties and 11 in property damage only; • 17 occurred on weekdays and only one on a weekend day; • 5 of the crashes were rear end collisions, 3 were right angle collisions, 3 were collisions with roadside objects, 2 were sideswipe collisions, 2 were head-on collisions, 2 were right turn collisions and one was an unspecified collision type.

This section of Farrington Road meets the National Black Spot Programme criteria for accident black spot funding. The criterion for lengths of road requires that: ” there must be an average of 0.2 casualty crashes per kilometre of the length in question over 5 years; or the road length to be treated must be amongst the top 10% of sites with a demonstrated higher crash rate than other roads in a region.” (DOTARS 2003).

On the 2.2km long section of Farrington Road between North Lake Road and Bibra Drive there have been seven casualty accidents in five years (to 2002) which equates to an average of 3.2 casualty accidents per km or 0.6 casualty accidents/km/year.

These figures strongly suggest that excessive speed and high traffic volumes are causing traffic hazards on Farrington Road. The obvious solution is traffic calming.

1.5 Future Management of Farrington Road

The “Assessment of the Fremantle Eastern Bypass and the Preferred Alternative Summary Report”(WAPC 2003), indicates that the forecast year 2031 traffic volume on Farrington Road west of Bibra Drive would be between 20,000 and 25,000 vehicles per day, depending on which of the two road network options is constructed. In the worst case scenario (ie 25,000 vehicles per day), this is an increase of only 2,000 vehicles per day over the next 30 years. This volume of traffic can be accommodated on this section of Farrington Road without the need for duplication of the road.

South Street is located only 1.5km to the north of Farrington Road and is a Primary Regional Road providing for the high speed movement of large volumes of major regional and inter-regional traffic. As a six-lane divided Primary Regional Road, South Street is currently carrying only 27,000 vehicles per day (between Murdoch Drive and North Lake Road) but when compared to Farrington Road, carrying 23,000 vehicles per day, it is clear that South Street is currently underutilized. The “worst case scenario” Year 2031 traffic volume forecast for South Street is 36,000 vehicles per day, an increase of only 9,000 vehicles per day above existing conditions. This is well below the 58,000 vehicles per day capacity of a six-lane divided primary regional road as specified in the Road Reserves Review Final Report (DPUD et al 1991).

In view of its sensitive environmental setting, increased use of Farrington Road should be avoided. Growth in east-west regional traffic movement should be directed to South Street, which is a high capacity road that was planned, designed and constructed for this function. Traffic calming works should be implemented on Farrington Road between Bibra Drive and Progress Drive to reduce vehicle speeds, provide a safer environment for pedestrians (particularly school children) and cyclists, and to discourage the passage of long distance through traffic (particularly trucks).

11 2.0 Aboriginal Heritage Issues

2.1 Registered Sites / Aboriginal Heritage Act

North Lake and Bibra Lake are important cultural sites for the Beeliar people as well as for other Nyoongar groups. They are believed to be the most significant Aboriginal historical sites within the Perth metropolitan area, south of the Swan River. (EPA Bulletin 1088 2003).

There are thirteen registered Aboriginal sites in the area of North and Bibra Lakes. These include sites of both archaeological and ethnographic significance. Farrington Road cuts through two of these sites, site No: DIA 3294 (previously DAS registration No S0190) and site No: 3709 (previously DAS registration No S02209), the registration status of both these sites are of Permanent Register (see Appendix 3 pp25-30).

A letter (dated 23 May 1990) sent from the Western Australian Museum to the Technical Working Group that was set up in June 1990 by the Department of Planning & Urban Development to review the proposed Roe Highway Stage 8, states that:

“ A major archaeological site also existed to the north of North Lake but has now been destroyed by developments. However, an excavation was carried out prior to this which dated the use of this site at least 2000 years before present.”

What must be emphasised is that although these sites have been seriously desecrated by the construction of Farrington Road, they still hold high cultural, archaeological and mythological heritage significance to the Nyoongar peoples (see Appendix 3 p28).

Aboriginal sites are covered by the provisions of the Aboriginal Heritage Act,1972-80 and it is an offence under the Act to disturb any site without the prior written permission from the Minister for Aboriginal Affairs. This was not obtained prior to the desecration of sites DIA 3294 and DIA 3709 in 1984.

2.2 Metropolitan Commission of Elders

The Metropolitan Commission of Elders is a peak aboriginal body which views itself as independent of government but is endorsed by the Western Australian Government and resourced through the Department of Indigenous Affairs. They have highlighted their concerns and wishes in a letter (dated 18 November 2002) to the Hon Alannah McTiernan MLA (Minister for Planning and Infrastructure), the Environmental Protection Authority and the MRWA which states that:

“the Elders wish to inform you that the area in the vicinity is extremely fragile and any encroachment on it may result in permanent damage to the wetlands, that has traditional importance to them. Of further concern is the need to protect the cultural significance of the area, and to highlight that any disturbance would result in irreparable damage. After considering the Council’s concerns it is hoped that any extension of the Roe Highway be removed from future consideration and that Farrington Road remain as it is, without widening or extension.”(see Appendix 3 p31)

12 3.0 Environmental Issues

3.1 Environmental Significance

The existing single carriageway of Farrington Road through the Beeliar Regional Park (Bibra Drive to Progress Drive) presents many social and environmental problems. The EPA was aware of these issues in 1976 following the publication of the Cockburn Wetlands Study (1976) and for this reason recommended against the construction of the western extension of Farrington Road (System Six Report Rec. M93.3). Despite this MRWA, the City of Melville and the City of Cockburn lobbied for the road and were successful in persuading the EPA to agree to it in 1984. Most of the EPA’s advice and recommendations regarding this road were not implemented and as a result the current situation is unacceptable. The main issues are described below:

3.2 Habitat Degradation

North Lake is a valuable conservation reserve managed by CALM as part of the Beeliar Regional Park. It is habitat for many species of wading birds including migratory species, which are protected by the Japan-Australia Migratory Bird Agreement (JAMBA) and the China-Australia Migratory Bird Agreement (CAMBA). Observations indicate that vehicles on Farrington Road are regularly killing wildlife. As traffic volumes increase, the chances of the long necked tortoises surviving their annual journeys across Farrington Road to and from North Lake to lay eggs in their breeding season (which extends from September to March), decreases dramatically.

Signs asking motorists to slow down from the 70kph speed limit have had no impact, as evidenced by the volume of road kill each breeding season. Litter from passing vehicles and weeds from garden rubbish are polluting North Lake reserve and the Murdoch University Banksia woodland reserve. Farrington Road is not managed appropriately or sustainably and it is having a deleterious effect on the natural environment near North Lake. Heavy vehicles should not be allowed to use this road and it needs traffic calming urgently as was recommended by the EPA in 1984.

3.3 Excessive Noise and Vibration

High vehicle speeds and peaty soils near North Lake cause noise and vibration to carry further then they would in sandy soils. Despite bunding and lowering of the speed limit from 80 kph to 70 kph several years ago, residents are still distressed by the noise and vibration problems caused by heavy vehicles using Farrington Road as a short cut to avoid the traffic lights on South Street.

3.4 Accidents and Spillages

Some heavy vehicles using Farrington Road carry hazardous cargoes, and there have been several accidents on this stretch of the road where it curves around North Lake, very close to the water body. This road was never intended to be a freight route or a hazardous cargo route and there are no spillage traps in the vicinity of North Lake and residential housing in Kardinya.

13 4.0 Social Issues

4.1 Community Severance

Farrington Road has created a barrier in the local community. People living on both sides of the road find it difficult and dangerous to cross, firstly because of the high volume of traffic and secondly because the road design encourages high vehicle speeds.

The environmental and recreational amenity provided by North Lake and Bibra Lake attracts many members of the local community who enjoy walking, jogging or cycling around the lakes or wandering through the bushland. Others pursue passive activities such as bird watching, painting, photography or conduct research on the local flora and fauna. The biggest challenge for all these people is how to safely cross Farrington Road.

This once pristine environment that allowed easy and safe access for all has been severly impacted, firstly when the road was built, then when it was modified on several occasions, and finally when linked with the Kwinana Freeway creating a huge increase not only in the volume of general traffic, but also heavy vehicles using the road.

4.2 School Issues

The main vehicle access point for Somerville Baptist College and Winthrop Baptist College and the secondary access for Murdoch University is Farrington Rd (see Appendix 1 p20). Both Colleges have over the years, and as recently as 2003, expressed their concerns to Local and State Authorities about the safety of students and parents using Farrington Road (see Appendix 4 p35). Some of the key points they make are:

• There have been 3 major accidents in the past 2 years that have occurred as parents tried to drop off / pick up their children at the Farrington Road entrance.

• Students, staff and parents trying to enter and exit from the Winthrop and Somerville Baptist Colleges face hazards from heavy and fast moving vehicles on Farrington Road.

• Students who walk from North Lake have to cross Farrington Road at the Progress Drive intersection without any traffic calming measures in place.

• Opposition to any duplication of Farrington Road as this would attract more cars and trucks and is contrary to the EPA recommendations.

• Duplication of Farrington Road would result in the road being approximately 10 meters from Somerville Baptist College’s double storey classroom block. This is a major safety issue as this section of Farrington Road is on a bend with a speed limit of 70kph (see Appendix 1

• Students from both Colleges and from Murdoch University use the North Lake bushland and wetlands as “outdoor classrooms” for physical and environmental studies. The scientific and educational values of North Lake have been well documented in many reports:

“Given the Board of Secondary Education's outcomes focus and the requirements of the key learning areas of the curriculum 'Society & the Environment'. The richness of the area as a learning resource for scientific study of the flora, fauna, hydrology and topography is well established.” (North Lake Residents Association July 2001, see also Appendix 5 p37).

The Colleges’ and University grounds are within very short walking distance from the wetlands of North Lake. Currently there is no direct access to and from these wetlands areas as they have to cross Farrington Road to get there. It is incomprehensible that Local and State Authorities still do nothing to assist in providing traffic calming measures that would facilitate safe student access to and from the North Lake wetlands/ bushland.

Do we have to wait for a child or parent to die, as was the case on Murdoch Drive at Corpus Christi College, before the State and Local Government Authorities take action to improve road safety on Farrington Road?

4.3 Road Safety

Road safety on Farrington Road, particularly the intersections at Progress Drive and Murdoch University’s southern entrance present as immediate candidates for ‘black accident spot’ funding given the dangerous situations that are incurred daily.

In regard to the Farrington Road and Progress Drive intersection, many North Lake residents have expressed their concerns to Local and State Authorities about the safety hazards, accidents and near misses in crossing at this junction, for both cars and pedestrians.

The intersection where the Murdoch University Campus ring road meets Farrington Road provides for access to the Somerville and Winthrop Baptist Colleges as well as the University. The numbers of staff, students, visitors and suppliers using this entrance has increased dramatically in recent years. Trucks and cars using Farrington Road as an alternative to South Street are creating a dangerous situation at this entrance, particularly at the commencement and the end of the university/school day.

Factors contributing to the situation at both intersections include:

• The large volume of cars and trucks using Farrington Road as a short cut;

• The excessive speed of cars and trucks using Farrington Road;

• From a point to the west of Progress Drive, Farrington Road slopes downhill to the east. This encourages vehicles to speed and creates an unsafe intersection for vehicles trying to turn from Progress Drive on to Farrington Road. 15

• The high numbers of pedestrians and students entering/exiting the North Lake wetlands reserve for recreational and educational purposes. In addition school children walking and cycling to and from local schools;

• The poor ‘line of sight’ in either direction for pedestrians crossing and vehicles trying to turn on to Farrington Road from Progress Drive.

• At peak hour times long queues of vehicles waiting to enter or leave the University entrance off Farrington Road cause heavy traffic congestion at this intersection.

Clearly this is an unsatisfactory situation for motorists, pedestrians and local residents. Numerous investigations have been carried out and in 1984 and again in 1991, the EPA recommended that traffic calming and a ban on heavy vehicles using the western section of Farrington Road be implemented, but this has not occurred. It is now long overdue.

The recommended actions to address these issues are presented in Section 6.0 of this report.

5.0 Conclusions

It is clear from this analysis that Farrington Road is functioning in a way that was never intended, with adverse environmental and social impacts.

Farrington Road currently acts as a bypass for South Street because it has relatively little traffic calming and a relatively high speed limit. This misuse of Farrington Road is causing damage to habitat and heritage sites in the Beeliar Regional Park, and is creating a severance to the social and recreational amenity of the area.

Planning mistakes of the past that have permitted Farrington Road to be used in this inappropriate manner, have resulted in hazardous road conditions for pedestrians, cyclists and motorists alike. These issues need to be addressed as a matter of priority.

16 6.0 Recommendations

The Combined Community Groups recommend that:

1. The status of Farrington Road should be downgraded from District Distributor (A) to Local Distributor.

2. Through traffic, especially trucks, should be deterred or prevented from using the section of Farrington Road which passes through the Beeliar Regional Park, as recommended by the EPA (Bulletin 179 1984).

3. The section of Farrington Road between Bibra Drive and Progress Drive (North Lake) should not be duplicated and the road reserve should be permanently reduced to the 12 metre width recommended by the EPA in 1991.

4. Traffic calming measures should be installed on Farrington Road between Bibra Drive and Progress Drive as shown in Appendix 1.

5. Traffic lights should be installed as a matter of urgency at the Murdoch University southern entrance and at the Progress Drive intersection. These traffic signals should include provisions for pedestrians.

6. A school zone with 40 kph speed limit be provided on Farrington Road adjacent to the Winthrop and Somerville College entrances so that vehicle speeds are reduced during school drop off / pick up times.

7. The speed limit on Farrington Road (through the Beeliar Regional Park) between Bibra Drive and Progress Drive should be reduced from 70 kph to 50 kph.

8. No street lighting should be installed on Farrington Road where it passes through the Beeliar Regional Park.

9. Trucks carrying toxic materials be prohibited from using Farrington Road and Bibra Drive to avoid potential accidental toxic spillage that would be detrimental to the North Lake wetlands.

10. Southerly oriented on and off ramps should not be constructed on the Kwinana Freeway at the junction of Farrington Road.

11. The City of Cockburn honour its re-vegetation commitments on the section of Farrington Road between Murdoch Drive and Bibra Drive, as set out in the Ministerial conditions on EPA Bulletin 517.

17 References Coffey, P. (1990) Report on an Investigation into Scientific and Educational Values of Wetlands and Rivers in the Perth-Bunbury Region. Western Australian Water Resources Council. Department of Conservation and Environment (1983), Conservation Reserves for Western Australia as recommended by the Environmental Protection Authority 1983: Darling System - System 6 DCE Report No 13, DCE, Perth. Department of Conservation and Environment (1984), Report and Analysis by the EPA on Farrington Road, North Lake. DCE Bulletin 179, WA. Department of Indigenous Affairs, Register of Aboriginal Sites (2003) Reference No:IQ-RPGSR-3922 Department of Planning and Urban Development, Department of Transport, Main Roads Department and Transperth (1991), Road Reserves Review - Final Report. Department of Planning and Urban Development (1990a), Technical working Group Progress Report on the Proposed Roe Highway Alignment through the Beeliar Wetlands Area. Report No. 1. Department of Planning and Urban Development (1990b), Technical working Group Progress Report on the Proposed Roe Highway Alignment through the Beeliar Wetlands Area. Report No. 2. DOTARS (2003), Accident Black Spot Programme Eligibility Criteria (www.dotars.gov.au/transprog/road/blackspot/about.aspx) Environmental Protection Authority (1991) Proposed Farrington Road Duplication, Murdoch Drive to West of Bibra Drive, EPA Bulletin 517. Environmental Protection Authority (February 2003) Environmental values associated with the alignment of Roe Highway (Stage 8), EPA Bulletin 2003 Environmental Science Murdoch University (May 1986), North Lake Draft Management Plan Jennings, (1985) A Message from Farrington Road, Environment WA 7, 1-8 Main Roads WA (2003), Letter from Executive Director Road Network Services to Principal Winthrop Baptist College (dated 22 May 2003). Minister For Planning And Infrastructure (2002), Freight Network Review Newman, P. (1976) The Cockburn Wetlands: An Environmental Study. Murdoch University for National Estates and Town of Cockburn. North Lake Residents Association Inc. Action Committee. (NLRA July 2001) Opposition To Proposed Roe Highway Stage 8. O'Connor, R., Quartermaine, G. and Bodney, C. (1989) Report on an Investigation into Aboriginal Significance of Wetlands and Rivers in the Perth-Bunbury Region. Western Australian Water Resources Council. Western Australian Planning Commission (2003). Assessment of the Fremantle Eastern Bypass and the Preferred Alternative Summary Report Wetlands Conservation Society (1986) The Beeliar Wetlands: Proposals for their Conservation and Management. Perth.

Appendix 1

Farrington Rd & Adjacent Areas Traffic Calming Proposal

Farrington Road & Adjacent Areas Traffic Calming Proposal

Appendix 2

Freight Network Review of Farrington Road

Freight Network Review Ranked Options

Freight Network Review of Farrington Road.

Farrington Road Option E

Farrington Road Option J

Appendix 3

North Lake Aboriginal Registered Sites.

Aboriginal Heritage.

Metropolitan Commission of Elders.

ABORIGINAL CULTURAL HERITAGE

History of North Lake and Bibra Lake

North Lake (Coolbellup) and Bibra Lake (Walliabup) were a focus of subsistence activities of the Swan River Coastal Aboriginal peoples, the Nyoongar. Regional boundaries did exist in Nyoongar society, however they do not conform to western concepts of socioeconomic grouping.

The dialect group known as the Beeliar occupied the Beeliar Wetlands region of the Swan coastal plain which extends from south of the Swan river as far as Kwinana. The Beeliar people had semi-permanent camp sites around both North and Bibra lakes and exploited these lakes as well as the adjacent swamps for turtle, waterfowl and Typha.

Some clan members, particularly the elderly, camped near the lakes throughout the year, whilst the remainder of the groups dispersed inland throughout winter. The lakes were foci for ceremonial activities.

Artefacts made from a particular type of chert stone that can only be obtained from quarries below present sea level indicate that these lakes have been occupied since they formed 8,000 years ago. A site on the northern aspect of North Lake has a stratified deposit indicating continual use of the site for at least 2,000 years.

Mythology

Some springs, waterholes and lakes were considered to be the residing place of ‘spirit children’. These were responsible for births, thus new clan members were associated with these special places which gave them an identity with the landscape. Some nearby high ground was used for burials.

Of the extensive mythology significant to the Nyoongar and particularly to the Beeliar Aboriginals, The Wagyl and the Firestick stories are especially important to the area of North Lake (Coolbellup) and Bibra Lake (Walliabup).

Archaeology

A number of archaeological investigations of the North and Bibra Lakes region have confirmed the ethnographic evidence that lake perimeters were camping areas with a diversity activities. The main site of occupation appears to have been the narrow strip of land between North Lake and Bibra Lake. Smaller camp sites were identified around the lake shores, probably associated with particular clan or family groups. Aboriginal burials are believed to be in the region, however this is a sensitive subject.

(ref: NLRA 2001)

Appendix 4

Somerville and Winthrop Baptist Colleges Correspondence

Appendix 5

Scientific and Educational Values of Wetlands

Notes on the Article by: Coffey, P. (1990) Report on an Investigation into Scientific and Educational Values of Wetlands and Rivers in the Perth-Bunbury Region.

Twenty-eight educators were surveyed regarding the educational significance of the wetlands of the Swan Coastal Plain. The Beeliar Regional Park was described as highly significant. Although no educators were surveyed from around North Lake/Bibra Lake per se, nevertheless both places are documented later in the report as being of considerable significance. The study is now ten years old and the educational significance has become even greater in light of the marked growth in educational institutions within the region and recent curriculum innovation involving outcomes/competency based approaches to education.

The Beeliar Wetlands suite is identified as:

"… highly significant, principally due to the presence of a chain of independent wetlands with a wide range of shapes, sizes, permanency, diverse and zoned littoral vegetation, diverse and abundant aquatic species, and close proximity to many schools and institutions in the southern Perth region. Access is good, travel time generally short, and more support and resource material for educators is being developed, although most respondents felt this aspect needs further development. Particularly popular with local primary and high schools and Murdoch University" (Coffey, 1990:10)

The addition of two Secondary Colleges on the Murdoch Campus during the late 1990's makes the importance of the site inestimable given the Board of Secondary Education's outcomes focus and the requirements of the key learning area of the curriculum 'Society & the Environment'. The richness of the area as a learning resource for scientific study of the flora, fauna, hydrology and topography is well established. What has yet to be studied is the community value placed upon the area for recreation, leisure, renewal, aesthetic appreciation and social amenity. The indigenous cultural and contemporary sociocultural significance suggests this is a place where a Cultural Centre would best flourish.

This account by Coffey (1990) includes the following extract signifying the illustrative use of the lakes area for educative purposes:

"Of the Beeliar Wetlands suite, North Lake was considered highly significant due to the permanency, form, remnant intact vegetation (littoral) with associated fauna habitat and its easy accessibility to a broad range of educational users (schools, Murdoch & Curtin Universities). The lake has historic and aboriginal significance and is illustrative of human use impacts (mainly urban development). It is highly topical and has a very high degree of local interest. The development of walk trails, open grassed areas and some interpretive information all assist and complement use by school groups. The lake forms an important link within the Beeliar chain, serving to highlight the significance of wetland interrelations.”