West Leederville Activity Centre Plan West Leederville Activity Centre Plan
2 Contents Executive Summary 5 Access, Movement and Parking 52 APPENDIX 1 83 Introduction 6 Access, Movement and Parking Planning Principles 52 Community and Stakeholder Consultation 83 Transit Oriented Development (TOD) 52 Business Survey 83 PART ONE: Centre Overview & Analysis 9 Achieving a High Degree of Public Transport Part 1 - Planning Scenarios for Change 83 Centre Context 10 Connectivity 53 Part 2 - Detailed Planning 83 Movement 12 Promoting Cycling and Walking 54 Car Parking Supply and Management 55 APPENDIX 2 84 Activity 20 Street Design 55 Council Decisions 84 Urban Form 23 Public Domain 61 23 June 2009 84 Services 29 Public Domain Planning Principles 61 25 May 2010 84 Public spaces 61 21 December 2010 84 PART TWO: Planning Scenarios 31 Landscaping 61 Planning Scenarios 33 Sustainability 61 APPENDIX 3 85 Scenario 1 – Modest Change 34 Sustainability Planning Principles 61 Glossary of Terms 85 Scenario 2 – Targeted Change 36 Detailed Planning for each Node 62 Scenario 3 – Significant Change (‘Blue Sky’) 38 Cambridge ‘High Street’ Node 63 Comparison of the Three Scenarios 40 Southport Street Node 66 Community Node 69 PART THREE: The Plan 41 Leederville Station Link 71 Preferred Scenario 43 Kerr Street to Abbotsford Street Residential Area 76 Land Use & Activity 47 Land Use Planning Principles 47 PART FOUR: Implementation 79 Future Land Use 47 Implementation 80 Residential Dwellings 49 Implementation Schedule 80 Retail Needs Assessment - Collaboration 81 Commercial Viability Study 49 Planning obligations and incentives 81 Employment 49 Built Form & Urban Design 50 Built Form & Urban Design Planning Principles 50
3 West Leederville Activity Centre Plan
4 Executive Summary
The centre plan for the West Leederville Activity Centre concentrates on the Detailed plans were developed for each of the nodes, taking into account • Encouraging a gradual ‘stepping up’ of built form and maintaining area of West Leederville between the Leederville and West Leederville train their existing and future desired character. Key elements arising from the a human scale to buildings along street frontages and around stations, centred around Cambridge Street. The plan seeks to capitalise on detailed plans are: public spaces. the locational attractions of the centre: • Opportunities for increased commercial and residential developments, • Enhancing the quality, identity, comfort, accessibility and usability of • Proximity to central Perth, West Perth and the Subiaco and creating a mixed use area that takes advantage of its inner-city location public areas: street, parks and civic areas. Leederville town centres. and access to public transport. • Improving pedestrian and public transit connections between West • Good access to the Fremantle and Joondalup train lines, • Creating comfortable, interesting and safe routes for pedestrians Leederville, Leederville train station and the Leederville Town Centre. plus multiple bus routes along Cambridge Street. and cyclists. Implementation of the centre plan requires both private and public • Good access to the freeway. • Making public transport infrastructure more appealing and a convenient investment. The centre plan ‘prepares the ground’ for future change, alternative to private motor vehicles. however will require co-operation and collaboration with state government, • Attractive, inner city character area. adjoining local governments and service providers, as well as, the embracing • A lively, ‘main street’ character for Cambridge Street, creating a focal • Proximity to Subiaco Oval and possible redevelopment potential. of the plan by the commercial market and land owners in taking up point for local retail and services. development opportunities. The locational advantages of West Leederville, inner city with excellent access to rapid transit (two train lines) and ancillary public transport services, make it ideal for Transit Oriented Development (TOD).
Transit Oriented Developments are high-quality walking and cycling environments, anchored by excellent public transport services (usually rail). TODs are characterised by their high relative densities and mixing of land uses. This high activity intensity provides good access for pedestrians and cyclists, and increases potential patronage of public transport services.
The Town of Cambridge commenced the West Leederville Planning and Urban Design Study late 2008 to provide direction for the future planning and growth of West Leederville in line with TOD principles.
Three Scenarios for Change, being Modest, Targeted and Significant (Blue Sky) were investigated as part of identifying the preferred level of change and growth for the centre.
The three scenarios were presented to the community for comment, resulting in support for a combination of the Targeted and Significant Change scenarios. This combined scenario provides the planning framework to guide further detailed planning for the centre.
The centre is divided into 5 place based nodes:
• Cambridge ‘High Street’ Node (immediately adjacent to the West Leederville train station) • Southport Street Node • Leederville Station Link • Community Node • Kerr Street to Abbotsford Street Residential Area
Southport Street looking north towards Cambridge Street 5 West Leederville Activity Centre Plan
Introduction This centre plan has been informed by the West Leederville Planning and The objective of Part 1 was to determine the level of future growth and Study Area Urban Design Study Parts 1 and 2 (prepared by Chris Antill Planning and change for the area. Three ‘Scenarios for Change’ were examined, being: Urban Design Consultant, Max Margetts and Associates, and Sinclair Modest Change; Targeted Change; and Significant ‘Blue Sky’ Change. The West Leederville Planning and Urban Design Study concentrated on the Knight Merz P/L), the West Leederville Economic Analysis Report May 2010 area of West Leederville between the Leederville and West Leederville train (prepared by Pracsys) and the West Leederville Traffic Analysis Report April Public comment was sought on the three planning scenarios and after stations, centred around Cambridge Street. The West Leederville Activity 2010 (prepared by Porter Consulting Engineers). receiving a large quantity of submissions, Council decided to adopt Centre boundary is that identified as the West Leederville Planning and a combination of both the Targeted and Significant Change scenarios Urban Design Study boundary (see Figure 1). This centre plan is to provide broad strategic direction and to support future to guide Part 2 of the study*. Town Planning Scheme amendments, assisting with the implementation Part 1 of the study explored possible future planning scenarios for the entire of the West Leederville Planning and Urban Design Study. Part 2 of the study built upon the preferred scenario from Part 1. centre. At the conclusion of Part 1, no changes to planning provisions were The following precincts were nominated for detailed design: identified for the western end of the centre (i.e. west of Northwood Street) The centre plan is divided into the following sections: largely in recognition of its strong residential character. This residential area –– Cambridge ‘High Street’ (including Rosslyn Street provides separation between the West Leederville commercial area adjacent 1. Part One - Centre Overview and Analysis commercial area) to West Leederville train station and the medical precinct surrounding St 2. Part Two - Planning Scenarios –– Southport Street commercial area John of God Hospital. 3. Part Three - The Plan –– Leederville Station Link Also, though there are a number of non-conforming uses scattered along 4. Part Four - Implementation –– Community Node (centred around the Leederville Town Hall) Cambridge Street in this section of the centre, it was considered that the underlying residential coding should be retained. There are benefits to –– Residential area between Kerr Street to Abbotsford Street containing commercial development to distinct nodes, particularly given Background Detailed planning for each of the precincts sought to identify: the desire to establish a local ‘high street’ along Cambridge Street between The Town commenced the West Leederville Planning and Urban Design Northwood Street and Holyrood Street (centred around the Coles centre). • Comfortable, interesting and safe routes for pedestrians and cyclists Study late 2008. In light of above, no further detailed study was undertaken for this area • Improved connections between Subiaco, West Leederville and The study sought to capitalise on West Leederville’s strategic location and to of the centre as part of Part 2 of the West Leederville Planning and Urban Leederville train stations take advantage of: Design Study. • Desired land use that would contribute to a sustainable, mixed use • proximity to central Perth and the Subiaco and Leederville area and support increased public transport use town centres; • A lively ‘main street’ character for Cambridge Street • good access to the Fremantle and Joondalup train lines, plus multiple bus routes along Cambridge Street; • Built form to allow for attractive, pedestrian scaled streets • good access to the freeway; • Enhanced public areas; streets, parks and civic areas • development potential in the event of a stadium redevelopment; and After seeking comment on the draft detailed planning, Council decided to adopt Part 2 of the study in December 2010, concluding the West • an attractive, inner city character. Leederville Planning and Urban Design Study*. The Study was undertaken in two parts: *See Appendix for Council decisions • Part 1 - Planning ‘Scenarios for Change’ • Part 2 - Detailed Planning of the ‘Preferred Scenario’
6 Figure 1 – West Leederville Centre Boundary
7 West Leederville Activity Centre Plan
8 PART ONE: Centre Overview and Analysis
9 PART ONE: Centre Overview and Analysis
Figure 2 – Regional Context Centre Context
Regional context The activity centres hierarchy for the Perth metropolitan region is set out under Directions 2031. Within this hierarchy, West Leederville is identified as a district centre.
With reference to the activity centre functions and typical characteristics defined under State Planning Policy 4.2 ‘Activity Centres for Perth and Peel’, West Leederville shares characteristics with both district and secondary centres. In terms of its retail function, West Leederville serves more of a lower order function, providing for the daily and weekly needs of residents. This retail function has been strengthened in recent years with the opening of the Coles supermarket providing a retail anchor in the centre. However, the centre’s proximity to the city centre and accessibility to the Leederville and West Leederville train stations has increased the attraction of the area for offices and professional and service businesses; which is more a characteristic of secondary centres.
West Leederville has the advantages of good public transport connectivity, with a number of bus routes operating along Cambridge Street and the majority of the centre being within the walkable catchment of Leederville, West Leederville and West Perth (City West) train stations. There is also good bicycle infrastructure framing the centre with the Principal Shared Paths located along Mitchell Freeway and the Perth-Fremantle railway line.
Further, the centre is strategically located to provide an attractive link between the Joondalup and Fremantle train lines, which if improved would avoid the need to commute to the city centre to access the Fremantle line. This could also assist in improving connectivity between UWA/QEII and the northern train line through the extension of the Subiaco Shuttle Bus to Leederville train station.
The centre due to its proximity to three train stations and frequent bus services is ideally suited for transit oriented development. The opportunity for this has been explored by the State Government through two recent studies, both which built upon the City of Vincent’s Leederville Masterplan, the Leederville Train Station Precinct Study (2008) and an Integrated Transport Study (2008). Both these studies identified the opportunity to improve connectivity (both in terms of pedestrian and public transport) between the two centres and the Leederville train station. Higher density residential and more intensive, higher order commercial developments would be required to justify the capital costs of infrastructure improvements to improve connections.
10 It is expected therefore as the centre evolves the land use mix of the centre • A larger percentage employed in Professional, Scientific and Technical Local context will change to reflect these more intensive land uses. Services (14.1%) and in Health Care and Social Assistance (17%) The West Leederville Activity Centre can generally be characterised by its than compared with the Perth metropolitan region. two distinct commercial nodes separated by medium density residential and The immediate catchment area to the north of the centre largely consists of medium density residential, which has a density of appropriately 24 people • A larger percentage employed as Professionals (40.4%) than an area reserved for parks and recreation (known as the community node). compared with the Perth metropolitan region. It benefits from proximity to three train stations, the Leederville and Subiaco per hectare. Access to the residential population to the south of the centre town centres and the West Perth commercial area, as well as, local and is greatly restricted by the railway line and its associated reserve that divides Based on the above demographic profile, the West Leederville centre regional attractions. West Leederville from Subiaco. Key demographic characteristics of the West is expected to have a slightly above average demand for retail and Leederville population are: entertainment activity. This demand is yet to be reflected in the centres The centre already exhibits a diversity of land uses and a range of activity floorspace profile, as mentioned previously. types, largely attributed to its development history which dates back as early • Somewhat younger population with a higher proportion of young as 1890’s. The centre does not have a large retail presence with Shop and adults (46% of family types are ‘couples without children’). Figure 3 shows the broad land uses and local context of the centre. Other Retail land uses only occupying 15% of all commercial floorspace. • A higher than average median individual income compared with the This centre plan seeks to capitalise on West Leederville’s locational With this lower shop-retail floorspace (less than 20,000m2) the centre Perth metropolitan region. advantages, whilst improving its role in servicing the daily and weekly needs easily achieves the diversity (mix of land uses) performance target of 20% • A lower unemployment rate and higher labour force participation of residents. identified under the Activity Centres Policy. However, whilst the centre rate compared with the Perth metropolitan region. contains a range of activity types and land uses, there is opportunity to Further detail and analysis on the centre is provided under the respective continue to increase the concentration and density of activity to make the headings that follow. most of the centre’s locational advantages. Figure 3 – Local Context Table 1 – West Leederville Commercial Floorspace Profile
Floorspace (nla) % Manufacturing 6,705 9% Storage & Distribution 14,517 19% Service Industry 4,780 6% Shop Retail 9,259 12% Other Retail 2,522 3% Office/Business 23,809 31% Health, Welfare & Education 2,907 4% Entertainment, Recreation & Culture 2,582 3% Utilities 130 0% Vacant Floor Area 8,978 12% Total Floorspace 76,189 100% Source: DoP Commercial Land Use and Employment Survey 2002 and Pracsys Analysis 2010.
The centre is currently experiencing somewhat of a transition towards more intensive land uses due to a number of factors, including:
• Population growth; • Growing importance of proximity to public transport; • Capacity constraints in the Perth CBD and West Perth; • Consumer preference for inner-city urban environments; and • Changes in State planning policy.
11 PART ONE: Centre Overview and Analysis
Movement Regional perspective Public transport Figure 6 – Public transport service routes in and around the study area A snapshot of the Metropolitan Region Scheme (MRS) map (Figure 4 below) The majority of the centre is within the walkable catchment of mass rapid shows the centres association with the relevant MRS reservations. With transit (refer to Figure 5). The three stations in the vicinity of the centre regard to road infrastructure, the applicable reservations under the MRS are include City West and West Leederville on the Perth-Fremantle railway line Centre boundary Primary Regional Road (Mitchell Freeway) and Other Regional Road (Loftus and Leederville on the Perth-Joondalup railway line. Street). All other internal roads are local access roads. Figure 5 – Mass rapid transit walkable catchments: Figure 4 – Metropolitan Region Scheme (MRS) reservations in 400m (pink) and 800m (blue) the vicinity of the study area
Centre boundary Centre boundary
(Source: Public Transport Authority, 2008)
The principal issue relating to access to public transport within the centre is not the network service itself but deficiencies in the connecting pedestrian and cycle networks. In particular, the quality, safety and legibility of the pedestrian (and cycling) connection between Leederville and West Leederville stations requires redress.
As previous Figure 5 showed, the eastern extent of the centre, including the area east of Kimberley Street, is within the walkable catchment of two or more stations. All three train stations are walk-on stations. Leederville and (Source: Map reproduced with permission of UBD. Copyright Universal Publishers Pty. Ltd. DG 07/04) West Leederville train stations are extremely important for people accessing Subiaco Oval when sports or other events are scheduled. The public transport spine through the study area is Cambridge Street, which accommodates the 81, 84, 91 and 92 bus services (see Figure 6). These ser- vices link City Beach and adjacent northern suburbs with Perth city. The close proximity of both east-west and north-south rapid transit linkages provides the centre with an excellent locational advantage, which should be exploited.
12 Bus stops along Cambridge Street are provided on-street. During peak hours Pedestrian movement and amenity Cycling these stops are within the outside traffic lanes when clearways are in effect. Outside of peak hours, when on-street car parking is permitted, bus services Pedestrian access within the centre is deficient. Particular deficiencies include: Figure 10 shows the Perth Bicycle Network infrastructure in the vicinity must leave the traffic lane (see Figure 7). of the centre. In general, there is good bicycle infrastructure framing the • A lack of safe pedestrian linkages across Cambridge Street; (this has centre, such as the Principal Shared Paths (PSPs) along Mitchell Freeway recently been improved with the introduction of a signalised pelican and the Perth-Fremantle railway line, although access to these routes is not Figure 7 – On-street bus bay: Cambridge Street, facing crossing opposite Coles). always legible and safe (refer to Figure 9). The main barrier to accessing eastwards, in the vicinity of Northwood Street • The spiral ramps providing access between Leederville train stations and these routes is road crossings; Loftus Street is hostile to cyclists, and there Leederville town centre, and Southport Street (see Figure 8). are few controlled crossing points along Railway Parade and Cambridge Street. These are significant deterrents to less confident cyclists, including • The linkage with West Leederville train station, due to absence of a children. formalised pedestrian crossing of Railway Parade. The Town’s recently adopted Bike Plan seeks to improve cycle access to and • The barrier that Loftus Street creates between the centre and West Perth through the Town as a whole, as well as, improve end of trip amenities for (City West) train station. people who cycle. The Bike Plan has identified specific strategies to improve • Absence of an identifiable north-south pedestrian linkage between the cycling environment to and through the centre. Providing for either on- Leederville and West Leederville stations. street or off-street cycling infrastructure along Cambridge Street, however, is not proposed under the Bike Plan due to road reserve limitations. Cambridge Street and Railway Parade are generally seen as unappealing walking environments. The speed of traffic, lack of priority measures for pedestrians, poor weather protection and limited activity along the street Figure 9 – Shared path parallel to and on the west side of frontages deter people from walking. Mitchell Freeway, to the north of Cambridge Street
The major pedestrian generators in or near to the centre include West Leederville and Leederville train stations, Subiaco Oval, the Coles Centre and West Leederville Primary School. Most patients are unlikely to access the various hospitals, including St John of God Hospital, by foot, but it is likely that hospital staff could walk through West Leederville to access Leederville or West Leederville train stations.
Figure 8 – Shared use overpass linking across the Mitchell Freeway and with Leederville train station
There is a lack of bus priority measures in some locations, especially at the Loftus Street/ Railway Parade intersection, which is heavily trafficked.
Presently, there are no bus services operating along Railway Parade. However, coaches have been observed using the embayed bus stops along Railway Parade in association with events at Subiaco Oval.
Following consultation with the Public Transport Authority, it is understood that anticipated service improvements include higher peak period frequencies for the 81, 84, 91 and 92 bus services. There are no anticipated timetable changes associated with either railway line.
13 PART ONE: Centre Overview and Analysis
Figure 10 – Perth Bicycle Network infrastructure in the vicinity of the centre.
(Source: Department for Planning and Infrastructure, 2008)
14 Vehicle movement and access The centre is bounded by major transport infrastructure and significant natural features, including Mitchell Freeway, the Perth-Joondalup railway The principal traffic generators in or adjacent to the centre include Subiaco line, the Perth-Fremantle railway line and Lake Monger. These are significant Oval; St John of God Hospital; the Coles Centre on Cambridge Street; barriers to through vehicular movement. Abbotsford Private Hospital; and West Leederville Primary School, located to the southeast of the intersection of Northwood Street and Woolwich Street. Mitchell Freeway and the Perth-Joondalup railway line can be crossed by The locations of these traffic generators are shown in Figure 11. vehicle via Lake Monger Drive (an underpass) and Loftus Street (an overpass). Mitchell Freeway has on and off ramps at Vincent Street and Southport Figure 11 – Major traffic generators in and near the study area Street. The Perth-Fremantle railway line can be crossed via Haydn Bunton Drive, Kerr Street and Loftus Street. West Leederville Primary School The underlying Main Roads WA Functional Road Hierarchy map shows the road classifications in the vicinity of the centre (refer Figure 12). This figure shows that along with Loftus Street and Mitchell Freeway, Cambridge Street, Railway Parade and Southport Street serve an important sub-regional and/ or regional traffic function. Table 2 describes the characteristics of key roads within the centre and provides the source of the traffic count data. Abbotsford Private Hospital St John of God Hospital
Coles Centre
Subiaco Oval/ Kitchener Park
(Source: Map reproduced with permission of UBD. Copyright Universal Publishers Pty. Ltd. DG 07/04)
15 PART ONE: Centre Overview and Analysis
Table 2 – Characteristics of key roads within and framing the study area (most recent available counts)
Road Location Configuration Classification FRH Classification MRS Year of measurement Volume West of Loftus Street Two lanes divided (clearways) District distributor A Local access 2003/ 2004 14,780 Cambridge Street East of McCourt Street Two lanes divided (clearways) District distributor A Local access August 2005 18,388 Two lanes partially divided West of Southport Street District distributor B Local access 2003/ 2004 15,910 (clearway eastbound) Railway Parade Between Blencowe Street and Two lanes partially divided District distributor B Local access June 2007 9,027 Northwood Street Mitchell Freeway South of Southport Street off ramp Eight lanes divided Primary distributor Primary Regional Road 2001/ 2002 151,900 Loftus Street North of Railway Parade Six+ lanes divided District distributor A Other Regional Road 2003/ 2004 47,910 McCourt Street South of Cambridge Street Two lane undivided Local access Local access 2003/ 2004 3,330 Between Railway Parade and Kimberley Street Two lane undivided Local access Local access December 2007 1,174 Cambridge Street North of Cambridge Street Two lane undivided District distributor B Local access 2003/ 2004 15,330 Southport Street North of Railway Parade Two lane undivided District distributor B Local access August 2006 7,088 Between Railway Parade and Northwood Street Two lane undivided Local access Local access February 2008 1,295 Cambridge Street
16
Figure 12 – The Functional Road Hierarchy (FRH) in the vicinity of the study area: indicative daily traffic volumes are shown
Kimberley Street Mitchell Freeway (1,174) (151,900)
Northwood Street Southport Street Cambridge Street (15,330) Key (1,295) Cambridge Street (18,388) Red: Primary distributor (14,780) Green: District distributor (A) Blue: District distributor (B) Yellow: District connector Black: Local access DdLl bd McCourt Street Dotted: Local government boundary (3,330)
Loftus Street (47,910)
Southport Street Railway Parade (7,088) Railway Parade
(9,027) (15,910)
17
PART ONE: Centre Overview and Analysis
The centre is anchored by Cambridge Street. The through-movement Figure 13 – Key traffic movements through the study area function of Cambridge Street, however, presently compromises amenity for both pedestrians and cyclists travelling east-west and north-south Key through the area. Preferred route: Subiaco-Freeway North Key The internal street network is finely-grained, which is reflective of the older Preferred route: Subiaco-Perth City Preferred route: Subiaco-Freeway North character of much of the area. However, localised road re-engineering, Unbroken median or half seagull islands including half-pelican treatments at some intersections, has reduced vehicle restrictingPreferred rightroute: turns Subiaco-Perth onto Cambridge City Street connectivity. Unbroken median or half seagull islands restricting right turns onto Cambridge Various peak period clearways are presently enforced. These include Street clearways on the northern sides of Cambridge Street and Railway Parade in the morning (7:30 – 9:15am) and the southern side of Cambridge Street in the afternoon (4:15 - 6:00pm). The clearways along Cambridge Street extend through the centre, while the clearway along Railway Parade extends from Southport Street to Abbotsford Street.
The only internal signalised intersection is Cambridge Street/ Southport Street. The external intersections of Cambridge Street and Loftus Street, and Railway Parade and Loftus Street are also signalised.
Other existing intersection treatments within the centre include a broken median along Cambridge Street to prevent traffic from either right-turn or straight movements. These treatments are also intended to prevent sub- regional traffic from ‘rat running’ through West Leederville.
Figure 13 illustrates the main sub-regional traffic movements through West Leederville. In addition, the figure shows where the half seagull treatments (Source: Map reproduced with permission of UBD. Copyright Universal Publishers Pty. Ltd. DG 07/04) and continuous median have been used to restrict vehicle movements.
18 Parking There is only one formalised public car parking area (64 bays) administered Figure 14 – Formalised car parking areas within or adjacent to the study area by the Town of Cambridge within the centre, which is on the north side of Cambridge Street east of Holyrood Street (associated with the Community Node). There is a second car parking area associated with St John of God Hospital a short distance outside the centre to the west of McCourt Street (see Figure 14).
On-street parallel car parking is facilitated along most streets in the centre, although Cambridge Street and Railway Parade have peak period clearways. The Town has formalised verge parking along Harrogate Street by paving and marking out parking bays (see Figure 15). Recently, 90 degree parking has been incorporated along the western side of Oxford Close to increase the number of on-street parking spaces in this area.
Other car parking within the centre is associated with separate residential and non-residential uses. In particular, the Coles Centre includes 257 bays provided in a basement structure, which is accessed from both Cambridge Street and Rosslyn Street.
Paid ticket parking has been introduced into McCourt Street, Oxford Close and Railway Parade (in the Kimberley Street/Kerr Street locality) as a means of managing parking demand in these areas.
Figure 15 – Newly formalised verge parking in Harrogate Street
19 PART ONE: Centre Overview and Analysis
Activity Prominent Uses By virtue of their large vertical scale, the most prominent uses in the centre are the high-rise flat developments located on Cambridge Street, which are Land uses and diversity well in excess of the generally one and two storey surrounding development. The centre comprises a wide range of land uses, with low, medium and The large office development at No. 1 Cambridge Street is accentuated by high density housing, together with office, light industrial and retail uses in its prominent position at the intersection of two major roads. two established commercial zones. The centre also displays some traditional The new Coles development located on Cambridge Street has become a strip-style commercial development along Cambridge Street and Railway local retail destination in recent times and with its scale and design, has Parade in the vicinity of the West Leederville train station. become a local landmark along Cambridge Street. Cambridge owns several large parcels of land on Cambridge Street which are currently occupied by the Town Hall, Leederville Sporting Club, a rose garden, car parking area and community garden, and are reserved for Parks and Recreation. This area is referred to as the “Community Node”.
There are a number of non-conforming uses dotted along Cambridge Street, including Abbotsford Private Hospital, a tavern, and various medical, office and retail uses.
Predominant Uses Grouped dwellings predominate along Cambridge Street and in pockets east of Kimberley Street. There is a group of large, high-rise flat developments located on Cambridge Street which collectively contain almost 200 dwellings A recent and visually prominent addition to the Southport Street/Oxford Close commercial and range in height from 5 to 8 storeys. area – No. 1 Cambridge Street. Within the commercial areas, the predominant uses are small offices, showrooms and warehousing and some small local service retail establishments located on the main roads.
There are a number of noticeable groupings of individual businesses which share a common activity. These are:
• wholesale and retail florists in the section of Northwood Street between Railway Parade and Cambridge Street; and • medical suppliers/support services in the Southport Street/Oxford The new Coles development on Cambridge Street. Close commercial area.
One of three large residential flat developments located on the north side of Cambridge Street and to the east of the “community node”.
20 Employment Dwellings Retailing The commercial profile of West Leederville is undergoing a period of The centre contains a mix of character and modern single homes, and The new Coles development on Cambridge Street is emerging as a key transformation. Manufacturing, storage and distribution uses are increasingly varying styles and sizes of group or multi-unit housing developments. Recent local shopping destination and provides an anchor for further retail uses to being replaced with higher productivity commercial offices. Recent years has also seen a number of mixed use developments (commercial with develop. This emerging retail strip along Cambridge Street would benefit developments have bolstered the presence of office businesses and retail residential above) constructed in the centre, adding further to housing types from an improved pedestrian connection from West Leederville train station activity and this is expected to continue in the future. and form in the area. The centre contains around 700 dwellings in total, to help channel pedestrian traffic. which equates to approximately a density of 19 dwellings per gross hectare. Employment potential of the centre will largely depend on the future The adjacent Leederville Town Centre also provides nearby shopping development intensity. Redevelopment is likely to occur over time as market and leisure activities for West Leederville residents; however access to demand occurs. However, the rate of change can be accelerated by the the centre is compromised by the Freeway. If the barrier could be removed initiation of actions, such as the introduction of an adopted plan, appropriate or reduced in severity to allow good pedestrian and vehicular movement zoning changes and the commencement of public works improvements to to and from Leederville, this would likely lessen the need for major retailing improve the amenity and access of the centre. in West Leederville.
Residents are an essential component to the development and sustainability of any retail, as their expenditure is generally greater and more frequent. Additional residential development within the centre would greatly assist the feasibility of any retail expansion.
21 PART ONE: Centre Overview and Analysis
Figure 16 – Key Activities and Land Use Synergies
22 Urban Form
Urban Structure & Built Form
Existing Subdivision Patterns The centre was subdivided in a number of different phases in the late nineteenth century, creating a north-south/east-west grid pattern of streets flanked by lots of varied frontages and depths. Narrow back lanes were laid out in an irregular pattern behind some of the lots.
In its subdivision pattern and built form, the area east of Northwood Street represents two distinct major phases of development. That is, the early subdivision development of the 1890s to 1920s, and a major phase of redevelopment and consolidation since the 1950s. As a result, it has neither retained nor developed a unified townscape character.
The street pattern in the centre has been modified over time, particularly by the extension of Cambridge Street as a through-road and by the construction of the Mitchell Freeway. The physical impact of the Freeway included the resumption of lots near Loftus Street, the truncation of Harrogate Street, the realignment of Cambridge Street, and the severance of the (former) major north-south route in the area – Oxford Street.
Some of the original lots have also been consolidated to form larger A recent addition to Cambridge Street – a group of two storey residences arranged terrace-style A new commercial development located on the corner of Oxford Close and Harrogate Street - commercial properties and medium-density residential developments. and side-on to the street, and fronting onto a laneway. typical of the building forms that have resulted from the small lot subdivision that took place in The very large lots on the north side of Cambridge Street between this street block about five years ago. Holyrood Street and Southport Street are unusual in the area. There are, however, a few more similar-sized lots scattered along Railway Parade.
Scale and Built Form Characteristics Consistent with the mixed use and age of the buildings; style, scale, materials and form is also diverse. In general, buildings range between one and three storeys, and include a mixture of masonry and steel, and some remnant old dwellings of timber construction.
Recent residential and commercial developments have embraced more contemporary building styles and construction forms such as tilt-up concrete and steel, with flat or skillion roofs.
The scale of commercial developments is gradually increasing within the centre. A recent commercial development on Cambridge Street has included a building of three storeys, and No.1 Cambridge Street is four storeys high.
Some isolated cases of lot amalgamations are taking place within the commercial areas, although assembling a number of lots for redevelopment can be difficult due to multiple ownerships. Those amalgamations that have taken place have resulted in the development of bulkier and taller buildings. This trend would seem set to continue, albeit slowly.
23 PART ONE: Centre Overview and Analysis
Age and Condition of Development “New” residential development dates from the post-1950s period, and the commercial/light industrial development within the two commercial The settlement of the western parts of West Leederville began in earnest precincts dates from the general redevelopment and consolidation phase during the 1890s. The buildings within the centre are therefore of mixed that also took place after the 1950s. use and age. Examples of development can be found that represent most decades of the last 100 years. Some remnant housing dating from the The high value of land in the area ensures that there is little development original development of the area in the 1890s-1920s period survives, which is in derelict or very poor condition. However, there are many together with the small, traditional retail precinct related to the West examples of commercial and light industrial premises of basic construction Leederville Railway Station. and in only fair condition, and ready for refurbishment or replacement.
Heritage The centre exhibits two of the three oldest areas of development within the Town.
The Municipal Heritage Inventory (MHI) recommends that the existing elements that make up the residential area between McCourt Street and Northwood Street be retained and in particular:
• the traditional street and subdivision pattern be maintained; • the dominant residential use be maintained; and An older, small corner shop located on Cambridge Street. • the traditional scale, style, form, setbacks, street frontages, density and orientation of the existing residential development be maintained and respected in any new developments. The only place within the centre listed in the Heritage Council of WA’s Register of Heritage Places is the Leederville Town Hall and Recreation Complex at 82-84 Cambridge Street, which forms part of the area’s “Community Node”.
Along Railway Parade, adjacent to the West Leederville train station, a small mixed retail/office strip has evolved on the northern side of the road. Its origins date back to the construction of the railway and train station in the 1890s.
A new mixed used development located on Cambridge Street across the road from the corner shop shown above.
24 Property Ownership An examination of land ownership within the centre reveals a large number Significant Landholdings of landowners, with few holding multiple lots. The Town of Cambridge is the biggest land holder in the centre, owning In the two main commercial precincts there are some owners who hold two numerous lots on Cambridge Street associated with the “Community adjoining lots, but there are no examples of significant number of lots being Node”. It also owns another two lots further to the east along Cambridge held by one landowner. Street. Both lots are located between existing large residential flat developments and are currently vacant. The Town also owns a lot on The large residential flat developments and numerous townhouse complexes Southport Street adjacent to the pedestrian spiral footbridge to Leederville scattered throughout the centre are held under strata title conditions, made Train Station. up of many individual owners. The eventual demolition and redevelopment of these complexes – especially the older and very large flat buildings on There are a small number of large commercially-zoned lots held in single Cambridge Street – could prove difficult to achieve. ownership, for example 236 Railway Parade (former Bethel site), 164-166 Railway Parade held by a private company, and 115-119 Cambridge Street. Due to the multiplicity of landowners in the commercially-zoned areas, and the generally small size of the lots, little consolidation and redevelopment The State Government (through Main Roads WA) owns several lots – not has occurred in these areas to date. large in total area but strategically located – adjacent to the Leederville train station and freeway. In general, commercial land in West Leederville is tightly held, with few lots regularly changing hands.
Figure 17 – Land Ownership
25 PART ONE: Centre Overview and Analysis
Public spaces The central community node and green space centred on the Leederville Town Hall is the centre’s most important public space.
This large area is made up of open spaces for formal and informal recreation, and buildings accommodating various activities including the Hall and Memorial Gardens, Cambridge Youth Centre, lawn bowls club, croquet club (now closed), a small park and a public car park. Also the large vacant lot located to the east of the car park has been part-developed as a community garden, which is highly valued by the local community.
Together these uses constitute the historic civic “heart” of the area – a very important, strategically-located public asset of the community. However, the facility as a whole has underperformed, and is yet to be developed to anywhere near it’s potential as a central focus for community-building.
With an increase in workforce and residential population, this area is expected to have greater demand for its facilities. Leederville Town Hall (photo courtesy HCWA). The streets of the centre represent the remaining public spaces available to the community. They also function as interfaces with private and government-owned lands, and as such are important to the community in The park on the corner of Cambridge and Holyrood Streets has recently been fenced regard to their useability, attractiveness and safety. and “peopled” with public art characters. This space forms one part of centre’s civic and recreational “heart”.
The Railway Parade “face” of the West Leederville train station contains some attractive mature plantings, but is in need of some more thoughtful planning and redesign to address problems of poor access, uncoordinated street furniture, and unattractive hard landscaping.
26 Street interface Commercial streetscapes within the centre lack consistency. Newer commercial and mixed use developments, as well as, pockets of the older strip style buildings demonstrate nil boundary setbacks and awnings over footpaths to improve amenity for pedestrians. However, this street interface is too often broken up with other buildings setback from the street and with front car parking areas.
The streetscape of Cambridge Street is generally poor, and not consistent with its important role as a focus for local shops and services.
High traffic volumes and speed on Cambridge Street have created a poor street environment. Railway Parade in the vicinity of the West Leederville train station. Landscaping along the length Owners of some properties abutting the street have reacted by erecting high fences and of Railway Parade is uneven and a little ad hoc. planting vegetation in an effort to reduce noise and block unwanted views. Unfortunately, this reduces safety, security and interest for pedestrians using the street.
This commercial development (former furniture showroom) on Cambridge Street has no active frontage to the public footpath. Patrons are encouraged to access the building from a rear car park. This has resulted in a sterile and highly unattractive façade to Cambridge Street.
Rosslyn Street, which ends abruptly at the rear of the new Coles development on Cambridge Street. Public access to the development is unavailable from Rosslyn Street, which works counter to the desire to have greater accessibility and choice of routes to and from major destinations.
27 PART ONE: Centre Overview and Analysis
Landscaping In contrast, the commercial streets are generally more urban and far less attractive, with large expanses of hard paving and a lack of street trees The streetscapes of the residential areas are generally attractively planted resulting in a harsh and exposed environment. with mature trees creating strong avenue effects. The repeated, orderly arrangement of wide asphalt road surfaces with parallel strips of grass The Town is currently undertaking streetscape improvements in the and concrete footpaths add to the sense of cohesion. Where underground Southport Street commercial area to address this situation. power has been established, the street trees are allowed to continue growing, and enhance the visual and environmental qualities of the streetscapes.
Where underground power has been established the street trees are able to continue growing and enhance the streetscapes.
The streetscapes of the Southport Street/Oxford Close commercial area are in stark contrast to the residential areas. The environment is much harsher and more urban, with large expanses of paving and few street trees. The residential streetscapes are notable for their avenues of mature street trees.
Some streetscapes are dominated by the street trees.
The continuing presence of overhead powerlines in some streets means regular pruning of trees However, streetscape improvements are currently being undertaken in Oxford Close by the Town is necessary, reducing their visual appeal and ability to provide significant shade. of Cambridge. This includes embayed 90 degree kerbside parking, new paving and street trees.
28 Services The centre is currently well serviced by existing infrastructure as detailed Sewerage Telecommunications below. Further investigations and consultation with the relevant service providers, however will be undertaken to identify the capacity of The centre is connected to the Ministers sewerage system and is divided into Telstra, Optus and Amcom Telecommunications all have assets within infrastructure (existing and planned) to accommodate development three separate catchments. Sewers are located within easements and within the centre. These service providers will need to be negotiated with if any potential in the area. In the interim, the Central Metropolitan Perth lot boundaries. Future planning will need to take account of the position of changes to infrastructure are proposed. The costs associated with such Sub-regional Strategy has identified, at a broad strategic level, capital sewer lines. It should be noted that where sewers clash with redevelopment changes are liable to be borne by the developer. works programs for the medium to long term complement the scale proposals for the centre, detailed design will need to ensure existing The location of underground services in some road verges (e.g. Cambridge of urban infill proposed by the growth management strategy. infrastructure is not disrupted or consider the relocation of service lines. Street), may affect the potential for major street tree plantings to be undertaken in these locations. General Water Supply The asset owners of established services in the centre are Western Power, Water reticulation is available throughout the centre. The size of reticulation Telstra, Optus Networks, WA Gas Networks, Water Corporation, PIPE mains vary from 100mm cast iron - the most common size - to 460mm cast Networks and Amcom Telecommunications. For all the aforementioned iron, the latter of which is located along Southport Street. services, detailed designs and planning will need to be given close Within the centre, water services are mainly utilised for domestic purposes. consideration to identify clashes. There are also fire services which are located off Railway Parade. Should redevelopment within the centre require relocation of these mains, Stormwater Drainage replacement PVC mains will be required. According to the established Town of Cambridge stormwater drainage network plans, the centre is serviced by three catchment areas. The western Gas end of the centre falls in the Lake Monger catchment area. The middle Standard gas services are available throughout the centre. of the centre connects with the Water Corporation Subiaco Main Drain heading towards Subiaco and the Perry Lakes catchment. Lastly, the eastern end of the centre directs stormwater flows towards Mitchell Freeway and Underground Power subsequently Northbridge. The Perth Groundwater Atlas shows that ground water levels range from 13.5 AHD in the north eastern corner of the centre The majority of the centre has access to underground power. Underground to 10.5 AHD in the south western corner. Ground water levels are up to power is available along part of Cambridge Street, beginning east of 17.5 metres below surface levels. Northwood Street. Overhead lines on Cambridge Street are located on both sides of the street, west of Northwood Street, at an alignment of There is an existing Water Corporation main drain off Woolwich Street approximately 2.7 metres. Pillars are located within the road reserve to parallel to Cambridge Street and a second along Drummond Place to the service residential housing along the street. Street lamps are either attached east of Mitchell Freeway. to street poles where there are existing overhead lines, or are stand-alone lamps utilising underground power, at around 100 metre intervals.
Any redevelopment should require the existing overhead power lines to be upgraded and relocated below ground at the developer’s cost. Necessary upgrades may include provision of additional transformers and switch gear depending on specific site requirements.
29 West Leederville Activity Centre Plan
30 PART TWO: Planning Scenarios
31 PART TWO: Planning Scenarios
32 Planning Scenarios As part of determining the preferred planning framework to guide Figure 18 – Baseline Strategy to guide planning for the centre redevelopment within the centre, three scenarios were developed to canvas a range of development outcomes for the centre, being: Activated Cambridge • Modest Change ‘High Street’ with greater More effective ‘TOD’ priority to pedestrians access to Train station • Targeted Change & local traffic access & Town Centre • Significant ‘Blue Sky’ Change
Baseline Strategy The three scenarios address issues and opportunities that were identified following the detailed analysis of the centre. On this basis, each scenario was built around accommodating the progressive redevelopment of properties between the West Leederville and Leederville Stations to a level of mixed use intensity and a townscape standard commensurate with their strategic location. Central to each of the three scenarios is the principle of Activated Northwood transit oriented development. Street ‘TOD’ link to Train Station & Stadium
Activated Southport Street ‘TOD’ link to Train Station
33 PART TWO: Planning Scenarios
Scenario 1 – Modest Change This Scenario proposed a number of relatively low key initiatives. The major Built Form elements are illustrated in Figure 19 and summarised as follows: • New commercial and mixed use development throughout the centre would generally be required to be a minimum of 2 storeys in height to Access and Movement reinforce the desired transformation in townscape scale and character. • Upgrade pedestrian access to and from Leederville Station • Development along street frontages would be to a maximum of 10 in conjunction with the removal of spiral ramps to the overpass metres (or 3 storeys), with any additional storeys to be setback a and the installation of lifts and escalators at the northern end minimum of 6 metres from the building line. of Southport Street. • The building line would vary from: a zero front setback for the two • Upgrade pedestrian access to and from West Leederville Station in activity nodes; 2m along the Cambridge “High Street”; and 4m conjunction with the staged redevelopment of Subiaco Oval. along Kimberley, Kerr and Loftus Streets and Railway Parade. • Upgrade the streetscapes of Northwood, Kimberley, Southport and • Building height within the two activity nodes and along Cambridge Cambridge Streets and Railway Road to attract and channel pedestrian Street would generally range from 2 to 6 storeys with the exception traffic between the Leederville and West Leederville Stations. of the section of street containing the existing tower blocks where height would be determined in relation to a desired built form • Extend the Route 97 Shuttle Bus from Station Square in Subiaco outcome, which would include a three storey podium interface to the foot of the Leederville Station pedestrian bridge via an anti- between any apartment towers and the street front. clockwise loop from Cambridge Street, in parallel with the existing shared path adjacent to the Mitchell Freeway, to Southport Street. Public Domain Land Use • The streetscape profile of the Cambridge ‘High Street’ would be reconfigured to reduce traffic speeds, provide greater amenity for • Progressively redevelop Cambridge Street between Northwood pedestrians and allow space for embayed kerbside car parking, a and Southport Streets to function more as a local ‘High Street’, central median, deciduous tree planting, street furniture and public with appropriate improvements in streetscape amenity and generally art. The outcome would be similar to that achieved in Scarborough more contiguous, urban scaled buildings that address and activate Beach Road through Mount Hawthorn. the street. • The remaining sections of Cambridge Street would retain the existing • Maintain a medium to high density residential separation between road profile, but the streetscape would be refurbished to tie in with the commercial nodes within the ‘High Street’ corridor to reflect the palette of materials and planting of the ‘High Street’. the topographic setting and the desired activity focus around Train Stations. Consolidate higher density apartments along the • The Streetscape of Railway Parade would be upgraded in concert Cambridge Street and Kimberley Street between Cambridge Street with the redevelopment of adjoining properties (which includes a and Railway Parade. green landscape setback) to create more of an avenue effect. • Acquire and redevelop underutilised land around the existing • Other streets in the centre would be refurbished in similar manner to residential towers along Cambridge Street to frame up the eastern the streetscape upgrade currently underway in Southport Street and end of the new ‘High Street’ and to facilitate the provision of a more Oxford Close. direct and attractive pedestrian link between Cambridge Street and • The community node will be reconfigured as a ‘Village Green’ with the Leederville Town Centre. a revitalised landscape, less partitioning and an off street pedestrian • Consolidate mixed use development within the 400 metre walkable link to the Southport Street pedestrian bridge. catchment of both Train Stations, while conserving the existing, highly valued areas of single residential dwellings north of Cambridge Street, west of Northwood Street, and in the Kerr Street locality. • Revitalise the Cambridge Street community node when the opportunity arises, including relocating and redeveloping the car park for a mixed use building that helps to frame and activate the northern frontage of the local ‘High Street’.
34 Figure 19 – Modest Change Scenario
(Indicative Locations)
35 PART TWO: Planning Scenarios
Scenario 2 – Targeted Change A more ambitious but nonetheless realistic agenda for change that would Built Form result in a development outcome consistent with the transit oriented development potential of the centre. The major elements are illustrated in • New commercial and mixed use development throughout the Figure 21 and are summarised as follows: centre would generally be required to be a minimum of 3 storeys in height to reinforce the desired transformation in townscape scale and character. Access and Movement • Development along street frontages would be to a maximum of 10 • Extend the Route 97 Shuttle Bus from Station Square in Subiaco to metres (or 3 storeys), with any additional height to be set back a connect with the Leederville Station via Cambridge Street. minimum of 6 metres from the building line. • Make an at-grade, desire-line pedestrian connection between • The building line would vary from: a zero front setback in the two Cambridge Street and the Leederville Station in conjunction with activity nodes; 2m along the Cambridge “High Street”; and 4m the co-ordinated, transit oriented redevelopment of the unsightly along Kimberley, Kerr and Loftus Streets. residential towers near the corner of Cambridge and Southport Streets. • Building height within the western activity node would generally • Integrate a Shuttle Bus stop and turn around into the design of range from 3 to 6 storeys while development within the eastern the new Southport Street mixed use development to provide ready activity node would range from 3 to 8 storeys, with taller buildings access to the Leederville Station and Town Centre. positioned to anchor the land bridge axis between Cambridge Street and the Leederville Town Centre. Height in the section of Cambridge • Upgrade pedestrian access to and from West Leederville Station in Street containing the existing tower blocks would be determined conjunction with staged redevelopment of Subiaco Oval. in relation to a desired built form outcome, which would include a • Create a new activated laneway link from Rosslyn Street to Kimberley three storey podium interface between any apartment towers and Street and/or Cambridge Street in concert with any redevelopment the street front. of the Bethel Community site. • Upgrade the streetscapes of Northwood Street, Kimberley Street, Public Domain Southport Street and Railway Parade to attract and channel • The streetscape profile of the Cambridge ‘High Street’ would be pedestrian traffic between the Leederville and West Leederville reconfigured to reduce traffic speeds, provide greater amenity for Stations via the new Cambridge ‘High Street’. pedestrians and allow space for embayed kerbside car parking, a central median, deciduous tree planting, street furniture and Land Use public art. The outcome would be similar to that achieved along • Progressively develop Cambridge Street between Northwood Scarborough Beach Road through Mount Hawthorn. and Southport Streets to function more as a local ‘High Street’, • The remaining sections of Cambridge Street would retain the existing with appropriate improvements in streetscape amenity and generally road profile, but the streetscape would be refurbished to tie in with more contiguous, urban scaled buildings that address and activate the palette of materials and plantings of the ‘High Street’. the street. • The Streetscape of Railway Parade would be upgraded in concert • Maintain a residential separation between the commercial nodes with the redevelopment of adjoining properties to create more of an within the ‘High Street’ corridor to reflect the topographic setting avenue effect. and the desired activity focus around Train Stations. • Other streets in the centre would be refurbished in similar manner to • Redevelop the existing residential towers (north side of Cambridge the streetscape upgrade currently underway in Southport Street and Street) through the amalgamation of sites to a size which makes Oxford Close. comprehensive redevelopment feasible. • The community node would be reconfigured to function as a ‘Village • Consolidate mixed use development within the 400 metre Green’ with a Market Square and a revitalized landscape, less walkable catchment of both train stations, while conserving the partitioning and an off street pedestrian link to the Southport Street existing, highly valued areas of single residential dwellings north of pedestrian bridge. Cambridge Street and west of Northwood Street. • Rationalise and revitalise the Cambridge Street community node as a ‘Village Green’ when the opportunity arises, including relocating and redeveloping the car park for a mixed use building that helps to frame and activate the northern frontage of the local ‘High Street’.
36 Figure 20 – Targeted Change Scenario
(Indicative Locations)
37 PART TWO: Planning Scenarios
Scenario 3 – Significant Change (‘Blue Sky’)
An agenda for change that tackled the underlying structural weaknesses Land Use Built Form of the centre in a way that is consistent with the scope of major urban renewal projects. While the full scope of this Scenario would only be • Progressively develop property along the new Cambridge ‘High • New commercial and mixed use development throughout the centre realised over the longer term, it would be possible to stage development Street’ between Northwood and Southport Streets, in concert with would generally be required to be a minimum of 3 storeys in height and infrastructure works to accord with land assembly, funding and various improvements in streetscape amenity. Develop more contiguous, to reinforce the desired transformation in townscape scale and project partnerships. The major elements are illustrated in Figure 21 and urban-scaled buildings that address and activate the street. character. summarised as follows: • Redevelop the ‘air rights’ of land over the lowered section • Development along street frontages would be to a maximum of of the Perth-Fremantle rail line for medium to high density, 10 metres (or 3 storeys), with any additional storeys to be set back Access and Movement transit oriented development. a minimum of 6 metres from the building line. • Accommodate an activated commercial frontage along both sides • The building line would vary from: a zero front setback in the two • Lower and cover the Fremantle Rail line between Loftus Street and of Railway Parade between Northwood Street and Loftus Street. activity nodes; 2m along the Cambridge Street “High Street”; and Haydn Bunton Drive. 4m along Kimberley, Kerr and Loftus Streets. • Connect the existing commercial nodes within the ‘High Street’ • Extend selected streets from the West Leederville street grid corridor with generally contiguous mixed use development to more • Building height within the western activity node would generally southwards to make strategic connections for pedestrians to Subiaco coherently frame the street and to provide a buffer to higher density range from 2 to 6 storeys, while development within the eastern and West Perth. residential development. activity node would range from 3 to 12 storeys, with a taller landmark • Extend the Route 97 Shuttle Bus from Station Square in Subiaco to tower up to 16 storeys terminating the transit bridge axis between • Redevelop the existing residential towers on the north side of connect with the Leederville Station via Cambridge ‘High Street’. Cambridge Street and the Leederville Town Centre. Height in the Cambridge Street through the acquisition and amalgamation of sites section of Cambridge Street containing the existing tower blocks • Develop an at-grade “transit bridge” connection between the to a size which makes comprehensive redevelopment feasible. would be determined in relation to a desired built form outcome, Leederville Town Centre and West Leederville that accommodates • Consolidate mixed use development within the 400 metre which would include a three storey podium interface between any an open air pedestrian arcade with escalator access to the Station walkable catchment of both train stations, while conserving the apartment towers and the street front. and Oxford Street, an extension of the Route 97 Shuttle Bus and a existing, highly valued areas of single residential dwellings north of single level of activated retail tenancies with contiguous awnings to Cambridge Street and west of Northwood Street. seamlessly connect Cambridge ‘High Street’ with Leederville Station Public Domain and Oxford Street in the Town Centre. • Rationalise the Cambridge Street Community Node when the • The streetscape profile of the Cambridge ‘High Street’ would be opportunity arises, including an extension of the green park • Upgrade pedestrian access to and from a redeveloped West reconfigured to reduce traffic speeds, provide greater amenity for eastwards to the land bridge plaza, and relocating and redeveloping Leederville Station in conjunction with the staged development of a pedestrians and allow space for embayed kerbside car parking, the existing car park site for a mixed use building that helps to frame Major Stadium at Kitchener Park. a central median, deciduous tree planting, street furniture and and activate the northern frontage of the local ‘High Street’. public art. The outcome would be similar to that achieved along • Upgrade the streetscapes of Northwood Street, Kimberley Street, Scarborough Beach Road through Mount Hawthorn. Southport Street and Railway Parade to attract and channel pedestrian traffic between the Leederville and West Leederville • The remaining sections of Cambridge Street would retain the Stations via the new Cambridge ‘High Street’. existing road profile, but the streetscape would be refurbished to tie in with the palette of materials and plantings of the ‘High Street’. • Revisit opportunities for Central Area Transit or Free Transit Zone initiatives. • The streetscape of Railway Parade would be upgraded in concert with the redevelopment of adjoining properties to create more of an • Undertake more detailed planning for a light rail route through the avenue effect. activity corridor and across the transit bridge. • Other streets in the centre would be refurbished in similar manner to the streetscape upgrade currently underway in Southport Street and Oxford Close. • The Community Node would be reconfigured with a market square, local park and a revitalised landscape, less partitioning and an off- street pedestrian link to the Southport Street pedestrian bridge.
38 Figure 21 – Significant (Blue Sky) Change Scenario
Figure 21: Significant (Blue Sky) Change Scenario
(Indicative Locations)
39 PART TWO: Planning Scenarios
Comparison of the Three Scenarios
Table 3 – Comparison of the three Scenarios for Change
ATTRIBUTES Modest Change Targeted Change Significant Change Access & Movement 1 Improved pedestrian access to train stations Partial Yes Yes 2 Sink & cover Fremantle rail line & integrate West Leederville Station No No Yes 3 Greater priority and amenity to local access and movement Yes Yes Yes 4 Route 97 ‘Shuttle’ bus to conveniently connect with Leederville Station Partial Yes Yes 5 ‘Shuttle’ bus extended to Town Centre via Transit Plaza and activated Transit Bridge No No Yes 6 Possible light rail link to Town Centre via ‘High Street’ & activated Transit Bridge No No Yes 7 Activated laneway links from Rosslyn and Southport Streets to Cambridge ‘High Street’ Possible* Possible* Yes Land Use 8 Accommodates a mix of uses that could adequately activate Cambridge ‘High Street’ Partial Partial Yes 9 Strengthens the eastern and western commercial nodes on the ‘High Street’ Yes Yes Yes 10 Maintains a residential separation between the commercial nodes Yes Yes No 11 Activates the northern edge of the community node with a pocket of low rise residential overlooking the park No No Yes 12 Maintains valued residential areas west of Northwood Street & north of Cambridge Street Yes Yes Yes 13 Achieves higher residential densities close to train stations and Town Centre No Partial Yes Built Form 14 Maximum building height of 3 storeys along all street frontages Yes Yes Yes 15 New development to address and activate all streets, with setbacks varying from zero to 4 metres according to location and street type Yes Yes Yes 16 Building height in western activity node 2-6 storeys 2-6 storeys 2-6 storeys 17 Building height in eastern activity node 2-6 storeys 3-8 storeys 3-12 storeys 18 ‘Icon’ building(s) to anchor transit plaza No <10 storeys <16 storeys 19 Redevelopment of blocks of residential flats on Cambridge Street Partial Yes Yes Public Domain 20 Upgrade streetscapes of Cambridge ‘High Street’ and remainder of street network to improve amenity for residents and business patrons Yes Yes Yes 21 Includes a traditional Village Green and Market Square in the community node Yes Yes No *subject to adequate activation
40 PART THREE: The Plan
41 PART THREE: The Plan
42 Preferred Scenario Community comment was sought on the three planning scenarios to determine the level of change supported for the West Leederville area (see Appendix for summary of consultation).
A combination of the targeted and significant change scenarios was identified as the preferred scenario, forming the planning framework to guide further detailed planning for the centre.
Key attributes of the preferred scenario:
• Retention of the residential area west of Northwood Street (Note: no further detailed planning has been undertaken for this area) • Two distinct commercial nodes separated by an area of medium to high density residential • Creation of a ‘Cambridge High Street’ as a focus for local retail and services • Improved pedestrian access to both the Leederville and West Leederville train stations, as well as, through the centre • Improved public transport connectivity with the extension of Route 97 Shuttle Bus to Leederville train station • Increased development intensity around the train stations • Improvements to the public realm, community and recreational facilities
43 PART THREE: The Plan
The Preferred Scenario comprises:
• Attributes 1-8 from the ‘Significant Change Scenario’, and • Attributes 9-22 from the ‘Targeted Change Scenario’
Table 4 – Summary of attributes of the preferred scenario
Significant Targeted Targeted ATTRIBUTES Change ATTRIBUTES Change ATTRIBUTES Change Access & Movement Land Use Built Form 1 Improved pedestrian access to train stations Yes 9 Accommodates a mix of uses that could adequately Partial 15 Maximum building height of 3 storeys along all street Yes 2 Sink & cover Fremantle rail line & integrate West Yes activate Cambridge ‘High Street’ frontages Leederville Station 10 Strengthens the eastern and western commercial nodes Yes 16 New development to address and activate all streets, Yes on the ‘High Street’ with setbacks varying from zero to 4 metres according to 3 Greater priority and amenity to local access Yes location and street type and movement 11 Maintains a residential separation between the Yes 17 Building height in western activity node 2-6 storeys 4 Route 97 ‘Shuttle’ bus to conveniently connect with Yes commercial nodes Leederville Station 12 Activates the northern edge of the community node with No 18 Building height in eastern activity node 3-8 storeys 5 ‘Shuttle’ bus extended to Town Centre via Transit Plaza Yes a pocket of low rise residential overlooking the park 19 ‘Icon’ building(s) to anchor transit plaza <10 storeys and activated Transit Bridge 13 Maintains valued residential areas west of Northwood Yes 20 Redevelopment of blocks of residential flats Yes 6 Possible light rail link to Town Centre via ‘High Street’ Yes Street & north of Cambridge Street on Cambridge Street & activated Transit Bridge 14 Achieves higher residential densities close to train stations Partial 7 Activated laneway links from Rosslyn and Yes and Town Centre Public Domain Southport Streets to Cambridge ‘High Street’ 21 Upgrade streetscapes of Cambridge ‘High Street’ and Yes 8 Possible sites for short term, public car parks. Yes remainder of street network to improve amenity for residents and business patrons 22 Includes a traditional Village Green and Market Square in Yes the community node
44 Figure 22 – The Preferred Scenario
LEGEND
GENERALISED LAND USE
Primary Study Area mixed use (Commercial, Residential) commercial medical residential (tod High Density)
residential (Medium Density)
residential (Existing Low Density)
activated commercial frontage
green street setback
PP Public purposes
Parkland, recreation
Passenger rail line
SHuttle bus route
Primary pedestrian path
road link
CP Public car park
45 PART THREE: The Plan
Building from the preferred scenario, key planning principles have been Figure 23 – Sub-precincts of the centre identified that address:
• Land Use and Activity; • Built Form and Urban Design; • Access, Movement and Parking; • Public Domain; and • Sustainability; These provide further guidance for the future development of the West Leederville Activity Centre.
These key planning principles have also guided the detailed planning for the smaller sub-precincts of the centre. The centre is divided into 5 sub-precincts (referred to as Nodes) based on their existing and desired future character. Detailed plans have been prepared for:
• Cambridge High Street Node • Southport Street Node • Community Node • Leederville Station Link • Kerr Street to Abbotsford Street Residential Area
46 Land Use & Activity Land Use Planning Principles Future Land Use • Ensure that land use supports and enhances the development of West The desired broad land use mix is illustrated in Figure 24. Leederville as a sustainable, mixed use precinct that fully exploits its Generally, active retail frontages are to be concentrated along: strategic, inner-city location. • Cambridge Street (as a first priority); • Reinforce the ‘Main Street’ TOD model for the development of an activity corridor along Cambridge Street by giving priority to high • Northwood Street; activity, street-oriented land uses over less intensive uses. • a small portion of Railway Parade; • Where possible and practicable, retain valued, lower intensity uses • Oxford Close; such as the cluster of wholesale florists within off-street premises to secure visible street front properties for more active commercial and • along the proposed transit plaza (longer term); and mixed uses. • the future pedestrian link from Railway Parade through • Encourage land uses and developments that employ and attract high to Cambridge Street (longer term). numbers of people, and have the potential to activate the area by day Mixed use developments (i.e. incorporating a residential component) are and night. to be facilitated in the vicinity of the West Leederville Train Station and the • Increase the amenity and usefulness of the “Community Node” to area to the west of the Leederville Train Station is to remain predominantly take full advantage of this important public asset. residential with some commercial to help activate the transit plaza and Cambridge Street. • Encourage attractive and safe al fresco dining facilities in appropriate locations to foster a lively streetscape. The two commercial nodes will be separated by an area of medium to high density residential. The area around the Town Hall will remain predominantly • Promote appealing and distinctive retail uses reflecting the inner-city for recreational and community facilities. lifestyle of West Leederville and its community. • Ensure that residential uses are integrated with the retail, commercial and hospitality potential between the activity nodes of West Leederville while conserving existing, highly valued residential areas north of Cambridge Street, around Kerr Street, and west of Northwood Street.
47 PART THREE: The Plan
Figure 24 – Future Land Use
48 Residential Dwellings Table 5 – Results of Viability Assessments Table 6 – Estimated future employment for each Node The challenge is to encourage and facilitate an increase in the number % Viable No. of of residential dwellings within the centre and maintain a diversity in housing Propose % Viable Proposed Future Employment for each Node Employees types. It is anticipated that the residential population within the centre will Future Employment Retail Entertainment grow as sites are redeveloped for mixed use or higher density residential for each Node Floorspace Floorspace Leederville Station Link apartments. A target of an additional 1000 dwellings has been identified Leederville Station Link 55% 105% Shop/Retail 93 and would result in a residential density of approximately 45 dwellings per gross hectare. Cambridge High Street 75% 66% Office/Business 255 Southport Street 52% 44% Entertainment/Recreation/Culture 10 In order to meet the desired housing targets for the centre, further consideration will need to be given to the means by which the residential (Source Pracsys Analysis 2010) Total: 358 density could be achieved and also what development incentives could be Cambridge High Street A viability score of between 50% and 70% is the minimum threshold range offered for the inclusion of residential in commercial developments. Areas of for the nominated activity. This reflects a conservative view taking into Service Industry 29 mandatory residential development will be considered in the commercial areas consideration that the centre will evolve gradually over time as the market Shop/Retail 252 in the vicinity of the West Leederville and Leederville train stations. takes up redevelopment opportunities. Other Retail 16 It is proposed to apply a Residential R-AC coding across the entire centre. On the grounds of commercial viability, the results of the analysis support the Office/Business 892 level of development proposed. Health/Welfare/Community Services 123 Retail Needs Assessment - Entertainment/Recreation/Culture 67 Commercial Viability Study Employment Residential 12 National economics and management consulting firm Pracsys assessed the This centre plan proposes several mixed use precincts that capitalise on the Utilities/Communications 17 commercial viability of this plan. The analysis was a three stage process and urban qualities and locational advantage of West Leederville. These mixed use Total: 1409 concentrated on the Cambridge High Street, Southport Street and Leederville precincts are suitable for a range of businesses and will provide for a variety of Southport Street Station Link Nodes (see Detailed Planning for each Node). The viability analysis employment opportunities. It is difficult to know in advance of development specifically focused on retail and entertainment uses, as demand for these proposals the exact employment potential of West Leederville; however the Manufacturing/Processing/Fabrication 33 activities is purely population driven. proposed rezoning of land and increased development potential creates the Storage/Distribution 353 opportunity for retail, commercial, and entertainment/ recreational expansion, Service Industry 35 From the estimated future land use profile, the likely turnover for retail and which is likely to increase the employment opportunities in the centre. Pracsys entertainment businesses in the area was forecast. This, when compared to has provided an estimate on possible future employment in the centre for each Shop/Retail 75 known benchmark turnover rates, helps to determine whether the intensity of of the nodes. In summary, the minimum expected growth in employment is Other Retail 73 development proposed in West Leederville is likely to be commercially viable. 1360 (an increase from 1678 to 3038). Office/Business 543 Health/Welfare/Community Services 31 Entertainment/Recreation/Culture 95 Residential 26 Utilities/Communications 7 Total: 1271 (Source Pracsys Analysis 2010)
49 PART THREE: The Plan
Built Form & Urban Design
Built Form & Urban Design Planning Principles • Ensure that all street frontages achieve a satisfactory level of activation through the orientation of buildings towards the street, the positioning of building entries and the treatment of building facades according to CPTED principles. • Define a legible framework of urban street blocks related to a ‘Main Street’ discipline, with building frontages positioned and managed according to the desired level of street activation and streetscape character as follows: –T– ype 1 - ‘Primary High Street’ - highly activated, generally contiguous retail (e.g., shops, cafes) and commercial (e.g., real estate, furniture, public offices with a counter) with a predominantly glazed shopfront located on the footpath edge. (Note: 2m setback on Cambridge Street.) –T– ype 2 - ‘General Main Street’ – medium to highly activated mixed use (commercial/residential) and commercial (e.g., restaurants, showrooms, office lobbies). 0 - 2 metre street setback. 2m setback on Cambridge Street. –T– ype 3 - ‘General Commercial Street’ – moderate to medium activated mixed use and commercial (e.g., showrooms, offices). 0 – 2 metre street setback. –T– ype 4 - ‘Green Street’ – moderately activated mixed use (showrooms, offices) and residential uses located behind a 4 metre, green landscaped setback. • Encourage a gradual “stepping up” of built form at the interface of low rise development and proposed higher rise development. • Maintain human scale in buildings along street frontages and around public spaces by adopting a stepped building profile above three storeys. • Encourage high quality and innovative architecture that reflects an eclectic mix of styles typical of an integrated inner-city townscape. • Ensure that buildings are designed to provide adequate solar access. • Ensure that development contributes to a comfortable pedestrian environment, providing opportunities for generally contiguous wind and weather protection. • Ensure that the street and footpath network, links to public transport, public spaces and buildings are universally accessible.
The identified streetscape character for the centre is shown in Figure 25.
Specific built form and design controls have been identified for each of the separate nodes (refer to Detailed Planning for each Node).
50 Figure 25 – Street frontage types
51 PART THREE: The Plan
Access, Movement and Parking
Access, Movement and Parking Planning Principles • Retain short term, kerbside car parking for as many hours of the day Transit Oriented Development (TOD) as possible within upgraded streetscapes to service the commercial • Make provision for well connected and legible access and movement needs of street-front businesses and visitors to residential properties Transit Oriented Developments are high-quality walking and cycling within the centre consistent with a transit oriented, ‘Main Street’ in the centre. environments, anchored by excellent public transport services (usually rail). planning model, while at the same time protecting local residents The critical characteristics of TOD, which contribute to opportunities for from excessive “rat-running”. • Make provision for one or two small scale (maximum 100 bay), off- increased non-car mode use, are high relative densities and mixing of land street public car parking stations for short term parking in strategic uses. The resulting high activity intensity provides good access for pedestrians • Provide direct access to rail and street-based public transport and locations near to the development nodes, but generally away from and cyclists, and high potential patronage of public transport services. activity generators, generally following pedestrian desire lines. train stations where they will contribute to an increase in the number • Give higher priority to walking as a mode of transport within West of people walking past commercial frontages to major attractors. Analysis has revealed the centre’s strategic location: inner city with excellent access to rapid transit and ancillary public transport services. Also, there Leederville while maintaining essential vehicle movement and • Reflect proximity to public transport in varied car parking standards. circulation. Streets, public places and adjacent development should are strong opportunities for enhancement of local cycling and walking be designed to provide a safe, secure, stimulating and pleasant • Set maximum limits for car parking provision rather than just infrastructure and development of high activity intensities. This provides walking environment. minimum standards. a clear rationale for applying TOD principles to the future planning and growth of the centre. • Enhance the ‘fine grained’ street network to provide a multiple • Consolidate and share the provision of car parking where different choice of routes for pedestrians, cyclists and vehicles. land uses have complementary car parking demands. • Make public transport infrastructure more appealing as a convenient • Provide access to off-street car parks and servicing from rear alternative to the use of private motor vehicles. This requires suitable laneways to limit the number of ‘Main Street’ crossovers and stop placements and designs incorporating way finding information, potential conflict with pedestrians. tactile paving, shelter and seating. • Locate all off-street car parks either behind, below or above generally • Develop cycle routes to a standard suitable for all classes of cyclists. contiguous street front buildings. • Make pedestrian access more convenient and safer between the • Avoid building designs with semi-basement car parking solutions as West Leederville and Leederville Stations, the Leederville Town Centre they negatively impact on the level of activation of adjoining streets, and the Subiaco Regional Centre. and produce a poor pedestrian environment on adjacent footpaths. • Make provision for an extension of the 97 bus service along Cambridge Street to service Leederville Station and Leederville Town Centre. • Change the function and streetscape character of Cambridge Street between Northwood Street and Southport Street from that of a mono-functional movement corridor to that of a local ‘High Street’ or activity corridor. • Introduce a controlled crossing point to frame the western end of the local ‘High Street’ and to facilitate local vehicle access and connectivity to activated commercial and mixed use development.
52 Achieving a High Degree of Public Transport The future construction of a land bridge between West Leederville and Leederville has been identified as a key longer term initiative. This land Connectivity bridge would also provide a connection for public transport services. A key intention of TOD is to reduce car dependence; suitable transport alternatives therefore must be provided over time alongside policies In the interim, it is proposed to extend the 97 bus service to Leederville of car restraint. The principle applied to West Leederville anticipates a train station. This would provide an important connection to the northern complementary suite of public transport enhancing and car restraining suburbs rail line via West Leederville and down through to the University of attributes. In particular, the accessibility of existing train stations and Western Australia. The extension of this service would be contingent on a the potential for a strong linkage with Leederville town centre are to be new funding arrangement. exploited. Anticipated (interim and ultimate), public transport linkages Along Cambridge High Street, priority for public transport is important to through or adjacent to the centre are shown in Figure 26. maintain the attractiveness of the bus services.
Figure 26 – Public transport linkages
Legend Existing bus routes Existing rail lines Potential future public transport alignments (including long term transit bridge option)
53 PART THREE: The Plan
Promoting Cycling and Walking
West Leederville Station/Subiaco Oval Link Any redevelopment or upgrading of the West Leederville Station should provide direct desire-line connectivity between Railway Parade and Subiaco Oval. For example, a redeveloped Subiaco Oval could be designed in such a manner that the stadium building is connected via a flat, wide pedestrian bridge directly to the railway station platforms.
The existing pedestrian underpass at the southern end of Northwood Street could be significantly widened, and the area between the platforms and the road pavement be reconstructed to provide more space for pedestrians at platform and street level. This could be facilitated in part by replacing the existing embankment behind the row of palm trees with a purpose-built, vertical retaining wall to assist in creating a large, flat concourse above.
Pedestrian Amenity
The interface between the pedestrian realm and public transport is very Example of shared path signage important. If the principles outlined in this centre plan are employed, a quality interface should generally be achieved. Regularly spaced pedestrian crossing points along Cambridge Street (including controlled crossing points) would improve pedestrian access and complement the local ‘High Street’ character. The ‘corkscrew’ footbridge linking Southport Street with Leederville train station should be replaced with a more user-friendly, universally accessible design, in the interim.
Cycling As a component of TOD in West Leederville, the cycling environment is enhanced through the delineation of new cycling routes and provision of appropriate on and off-street infrastructure; supply of end-of-trip-facilities; and improvement of way-finding facilities.
The recommendations for provision of way-finding information and end of trip facilities include: Example of way-finding signage • Way-finders adjacent to West Leederville and Leederville train stations; the proposed transit plaza adjacent to the planned new connection with Leederville train station; and the following street corners: –– Railway Parade/ Northwood Street –– Northwood Street/ Cambridge Street –– Cambridge Street/ Kimberley Street –– Kimberley Street/ Railway Parade –– Cambridge Street/ Southport Street –– Southport Street/ Railway Parade • End-of-trip facilities for pedestrians and cyclists within the transit plaza (i.e. cycle lockers and secure parks). Shower facilities could also be installed. New developments will also be required to provide end of trip facilities. • Visitor cycle bays adjacent to buildings and distributed throughout the precinct depending on the location of commerce and retail. • Cycling routes throughout the centre will be improved in accordance with the Town’s Bike Plan. 54 Car Parking Supply and Management Street Design Figure 27 – Indicative Cross-section of Cambridge “High Street” A Car Parking Supply and Management Plan will be prepared for the centre. Specific street design recommendations are made for the following streets: This plan will address the following key principles: • Cambridge ‘High Street’ • Minimum and maximum car parking requirements; • Southport Street • Mandatory cash-in-lieu to increase the supply of public car • Northwood Street parking facilities; • Railway Parade • Reciprocal car parking areas; • Unbundling residential parking from the sale of units. (Residential Cambridge High Street parking bays, like residential units could be bought, sold or rented for residential use, but should not be made available for use by In general, Cambridge High Street should be developed in accordance with workers commuting); the following key access and movement principles, and design guidelines: • Residential permit system; • A single traffic lane in each direction. This requires removal of the clearways. • Appropriate dwell time limits and a pricing regime to help manage demand for vehicle access and mitigate vehicle commutes • Traffic lanes designed with sufficient width to accommodate buses Figure 27a – Indicative Cross-section of Cambridge to West Leederville; and to facilitate bus movements through the area. Bus priority “High Street” (Looking west, showing proposed measures will also be given consideration as part of the design. two metre front setback to new buildings) • Design and location of off-street car parking areas so they do not dominate streetscapes and can be safely accessed/ crossed by • A 2.5 metre wide discontinuous median provided to allow pedestrian pedestrians; and refuges to be installed and right turning vehicles to wait clear of traffic lanes. • Maximising supply and use of on-street car parking. • Textured paving may be incorporated in selected areas to encourage In regard to design of car parking areas, this should be such that pedestrians slower traffic speeds. are prioritised. This will require provision of clearly marked and raised pedestrian access ways within the car park, connecting with the surrounding • Embayed car parking on both sides of the High Street is preferred, to network of footpaths. At the entrances to car parks, footpaths should be increase access to commerce and retail, and reduce traffic speeds. built over the access rather than the other way around. • Landscaping areas should be incorporated in to the verge to add visual interest and reduce the visual width of the street. • Suitably wide footpaths should be provided to facilitate universal access. Accommodated through additional building setbacks from the street. • Street furniture is highly desirable to encourage local walking and support the active frontage along the High Street.
55 PART THREE: The Plan
Traffic Analysis on Cambridge High Street Figure 28 – Street plan view for High Street A traffic analysis was undertaken by Porter Consulting Engineers with the view to predicting the likely future traffic movements that may occur as a result of the proposed changes to Cambridge Street.
Traffic movements were modelled on a ‘business as usual’ premise for an area of West Leederville bounded by Blencowe Street, Railway Parade, Southport Street and Lake Monger Drive.
Predictions from the traffic analysis of the proposed ‘high street’ configuration of Cambridge Street were:
• Increased delays could be experienced on side streets due to reduced opportunities to find suitable gaps to enter the Cambridge Street traffic flow. • During the am and pm peak periods some diversion of traffic to Railway Parade and Lake Monger Drive may occur. Predicted numbers, however, are not significant and will not create undue traffic problems. In summary, with the proposed modification to Cambridge Street, motorists are likely to experience a decrease in travel speed and increased delays through the area, however, Cambridge Street should continue to perform its function as a district distributor road. Similarly, traffic on surrounding streets will continue to function adequately.
“ We’ve reallocated the space in the street to accommodate those that live here, that work here, that buy things here, verses privileging those that just drive through here fast” - Charles Gandy
56 Southport Street Figure 30 – Street plan view for Southport Street Southport Street is slightly wider then a ‘normal’ 20.12m road reserve, and is a key route for bus services. The proposed restructuring aims to enhance multi-modal access and movement, to improve pedestrian amenity, and to improve the visual appearance of the street.
Figure 29 – Indicative Cross-section of Southport Street within the Southport Street Node
57 PART THREE: The Plan
Northwood Street Figure 32 – Street plan view for Northwood Street Northwood Street has a current reserve width of 20 metres. Northwood Street is proposed to be a Type 2 ‘General Main Street’ (i.e. medium to highly activated mixed use). The introduction of trees into footpath nibs between kerbside bays will also assist in ameliorating the street’s current barren appearance. There is an opportunity for on-street cycling routes; however these routes have not been identified in the Town’s Bike Plan.
Figure 31 – Indicative Cross-section of Northwood Street
58 Railway Parade Figure 34 – Street plan view for Railway Parade showing midblock pedestrian crossing (On-street cycle lanes) Railway Parade is the southern boundary of the centre. It does not accommodate any bus services and the Public Transport Authority currently has no plans to introduce a service aligned along it.
There is a case to include specific cycling infrastructure along Railway Parade as the Footpath minimum 2.5 width Principal Shared Path parallel to the Fremantle-Midland rail is better suited to use by Raised midblock pedestrian cyclists travelling longer distances; it is not suited to local access. crossing treatment
Prior to significant redevelopment of land north of Railway Parade and corresponding growth in demand for on-street parking, on-street cycle lanes could be provided. These could be incorporated within the existing road reserve. Following installation of embayed on-street parking on the north side of Railway Parade and the removal of cycle lanes, an off-street cycle path could be constructed between the Railway Parade road reserve and the rail reserve to the south. Alternatively, the off-street cycle path could be constructed in the short term as the ultimate solution.
Figure 33 – Indicative Cross-section of Railway Parade within the Cambridge High Street Node – On-street cycle lanes (facing west)
Footpath minimum 2.5 width
59 PART THREE: The Plan
Railway Parade Figure 36 – Street plan for Railway Parade showing midblock pedestrian crossing (no on-street cycling facility) Figure 35 – Indicative Cross-section of Railway Parade within the Cambridge High Street Node – No on-street cycling facility (facing west).
Footpath minimum 2.5 width Raised midblock pedestrian crossing treatment
Footpath minimum 2.5 width
60 Public Domain Sustainability
Public Domain Planning Principles Sustainability Planning Principles • Enhance the quality, identity, comfort, accessibility and • Promote environmentally sustainable practices, including resource usability of existing streets, footpaths, laneways, civic spaces efficiency (energy, water, waste, air quality, material selection), at and parkland within a coordinated, pedestrian-focused townscape all stages of development – planning, subdivision design, building improvement strategy. construction and maintenance. • Expand and link the number of public spaces wherever possible, • Provide sufficient land for local employment opportunities and to subject to the application of CPTED principles through public and support local and regional economic growth. private initiatives. • Expand sustainable and efficient public transport options to reduce • Provide for well-designed and integrated toilets, seating, lighting, excessive private vehicle trips. signage and public art within the public domain. • Ensure timely provision of services and facilities that are equitable, durable, accessible and of a high quality and that promote Public spaces community well-being and health. The area of the centre referred to as the ‘Community Node’ constitutes the • Promote a range of housing choices (densities, ownership main area of land available for community and recreation based activities. patterns, price and building types) to ensure a diverse population An indicative development plan has been prepared demonstrating how can be housed. this area could be developed to become a true town centre focus for the • Design buildings to be adaptable and to accommodate changes in community (See Community Node). land use or additions expected over time. The urban nature of West Leederville provides the opportunity for streets Promoting sustainability in West Leederville is centred around intensifying to become attractive and comfortable places for people. The re-profiling of commercial and residential development adjacent to train stations and Cambridge Street to create a local ‘High Street’ is one such initiative. Wider encouraging environmental efficiency in the design, construction and pedestrian pavements, shade trees, feature lighting, street furniture and operation of buildings. public art will contribute towards an improved urban streetscape. Alfresco dining within the widen footpaths will also be encouraged to contribute Development will be encouraged to adopt energy and water conservation towards more life on the street. technologies, however an incentive based approach is considered to be more appropriate than a mandatory approach. Weather protection will be enhanced with awnings extending over footpaths and increased street tree planting providing additional shade A policy incorporating sustainable design principles will be developed, in summer. allowing the Town to have due regard to the following in the assessment of development: A townscape improvement strategy (or similar) will guide improvements to key streets within the centre. • Solar orientation and passive solar design (including solar access for adjoining properties) Landscaping • Cross ventilation for passive cooling Landscaping within the public realm (largely within the street reserve) will be • Shading devices guided by the Town’s Treescape Plan 2010-2020. Increasing the tree canopy, • Minimising urban heat gain particularly within commercial areas, is a key objective. • Stormwater management Areas where green street setbacks are required, these are to be established • Resource conservation with suitable landscaping to the street.
61 PART THREE: The Plan
Detailed Planning for each Node Figure 37 – Centre Nodes The centre has been divided into 5 distinct nodes based on the desired future character and function. These nodes are:
• Cambridge “High Street” Node (including Rosslyn Street commercial area and West Leederville Station/Subiaco Oval link) • Southport Street Node • Community Node • Leederville Station Link • Kerr Street to Abbotsford Street Residential Area The following outlines the detailed plans for each of the Nodes.
62 Cambridge ‘High Street’ Node Land Use Other • The north side of Cambridge Street will be rezoned to permit • Redevelopment of the former ‘Bethel’ site has the potential to be Desired Future Character commercial and mixed use development, which will allow the street’s a catalyst to further integrated urban renewal, particularly given desired “High Street” function to properly evolve. the site’s large size, its strategic location and proximity to both the The Cambridge “High Street” Node will be developed as a high quality, West Leederville Station and the ‘Coles’ complex. Council may highly activated, retail and commercial ‘spine’ for the revitalised West • There should be a residential component for new retail and office offer development incentives in return for the provision of a 100 Leederville centre. This section of Cambridge Street shall become the most development over 2 storeys (Note: mandatory residential component bay public car park within a suitably integrated redevelopment. It sought-after address within the town. is to be applicable to an area in the near vicinity of the West is envisaged that such a car park would be located at or near the Leederville train station) Provision will be made throughout this Node for an increase in development Railway Parade level between street front retail and the existing Coles basement car park. Vehicle access to the car park would be intensity to produce a more urban-scaled character, with higher density offices Design Elements and residential apartments over street level retail and commercial tenancies. from a new entrance on the Railway Parade frontage, and via the • Generally contiguous, street front development will be required to existing Coles basement access ramp from Cambridge Street. A number of activated and highly connected spaces and pedestrian links – most street frontages. • A new activated pedestrian laneway should be developed to connect both existing and new - to and from the West Leederville train station will • Articulated street elevations. Railway Parade and Cambridge Street via the redeveloped ‘Bethel’ be promoted. site and the ‘Coles’ complex. A podium level piazza space at the • Street and laneway facades shall express a rhythm of varied, narrow- Cambridge Street level should be provided along this laneway above The Cambridge ‘High Street’ Node Indicative Development Plan shows the fronted tenancies. general location and pattern of development envisaged (Figure38). the proposed public car park. • Along Cambridge Street, Railway Parade and Northwood Street, pedestrian shelter shall be provided along building frontages. Required Elements Preferred Uses Development within the Cambridge High Street Node will generally be Parking • Retail at ground level along Cambridge Street. Concentration of required to incorporate and maintain the following elements, as applicable: appropriate TOD uses (examples listed below) along Northwood • An adequate supply of on-street and off-street parking will be Street and Railway Parade. distributed throughout the node, consistent with TOD principles. Public Realm • Local convenience retailing. • Any on-site car parking associated with new development shall be • Cambridge Street will be re-profiled to create an attractive urban placed in car parks either behind street front tenancies or fully below • Combined business and residential developments. streetscape with local ‘high street’ characteristics of embayed natural ground level, allowing level (universal) access to the tenancies • Service commercial. kerbside car parking, wider pedestrian pavements, shade trees, from the street. feature lighting, and quality signage, street furniture and public art. • Restaurants, small bars and cafes, especially with al fresco facilities. • A new roundabout at the intersection of Railway Parade and Access • Medium to high density residential at first floor level and above. Kimberley Street to slow traffic speeds in the vicinity of the West • Good access for pedestrians and vehicles to street front businesses • Serviced apartments. Leederville Station. with a well connected grid of streets, lanes and ROWs. Through • An appropriately managed public car park including dwell time limits the course of site redevelopment, existing lanes and ROWs shall • Improved pedestrian amenity in Railway Parade achieved with the and a fee regime. installation of coloured block pavements at the intersections of be connected and effectively widened (through the application of Railway Parade with Northwood Street, Rosslyn Street and Kimberley easements and building setbacks) as necessary to achieve a legible Street (on the outside of the proposed roundabout), and at a new network of rear and side service lanes. raised plateau-type pedestrian crossing opposite the proposed • For new development on lots fronting Cambridge Street, vehicular ‘Bethel’ laneway. access shall be taken from another road or laneway if at all practicable. For all other sites, laneways should be used for vehicular access wherever possible and practicable. • Where possible, the number of vehicle crossovers to car parks from the street network shall be rationalised. In particular, the practicalities of rationalising vehicle access into the ‘Coles’ complex from Cambridge Street should be carefully examined and remedial action taken if at all practicable.
63 PART THREE: The Plan
Proposed Development Controls
Proposed Development Controls - Cambridge High Street Node Parking and New development must be set back from any rear or side ROW sufficiently to allow effective Access widening of the road carriageway (via an easement mechanism) to facilitate two-way vehicular traffic. Building Height limit: Minimum 2 storeys, maximum 4 storeys Height 6 storeys if certain identified public benefits can be achieved, such as the provision of improvements Car parking: as per Parking Supply and Management Plan to the street network, public car parking, pedestrian links, widened laneways and public spaces as Any on-site car parking associated with new development shall be placed in car parks either behind generally described and illustrated in the Indicative Development Plan. street front tenancies or fully below natural ground level, allowing level (universal) access to the For development on the north side of Cambridge Street, a height limit of 2 storeys will apply. tenancies from the street. This may be increased to 3 storeys if a strip of land 2.5m wide along the rear (north side) of the Car parking areas to be provided with clearly marked and raised pedestrian access ways, connected property is made available for inclusion into the rear ROW to allow 2-way vehicle access. This right to the surrounding network of footpaths. of public access would be secured via an easement on the Certificate of Title of the subject land. At street entrances to car parks, footpaths should be built over vehicle access/crossover. A three storey height limit will apply along all street frontages, with any additional height to be set back. Land Use Residential development: ‘Residential R-AC’. Ground floor to first floor height of buildings shall be a minimum of 3.2 metres, with a minimum There should be a residential component for new retail and office development over 2 storeys floor to ceiling clearance of 3.0 metres to provide for commercial tenancies. (Note: mandatory residential component is to be applicable to an area in the near vicinity of the West Leederville train station) Street Front setbacks:
Setbacks • Northwood Street & Railway Parade – Nil for first three floors, 3m for 4th floor and above. • Cambridge Street – 2m from street boundary for first three floors, 5m for 4th floor and above. Ground level setback to be used as landscaped pedestrian space. • Kimberley Street – 4m green landscaped setback. (Note: The standard requirement for a 3m setback for building facades above the third floor will not normally apply to corner treatments.) For development on the north side of Cambridge Street a 3m minimum rear setback shall apply.
Design Awnings: with the exception of Kimberley Street, new buildings within the Node shall incorporate Elements an awning over adjacent footpaths to provide weather protection for pedestrians. Awnings should be generally contiguous with a minimum depth of 2.0 metres unless otherwise approved. Special architectural emphasis shall be provided within 15 metres of prominent street and laneway intersections and the primary building entry point from the street, including elements such as additional height, distinct roof forms, canopies, curved walls and tower elements. The standard requirement for a setback for building facades above 3 storeys in height will not normally apply to such corner treatments. Generally contiguous, street front development (i.e. nil front setback) will be required to all street frontages, except for the following situations: (i) a 2 metre building setback along Cambridge Street to accommodate the canopy of verge tree planting and pedestrian access, and (ii) a 4 metre building setback to Kimberley Street to preserve the existing “green” character of that street. Setbacks on corner sites could be less. Roofs for street front commercial buildings may be flat or pitched, however where pitched roofs are to be employed, the pitch shall be 25 degrees minimum and 42 degrees maximum. Street elevations shall be articulated to include defined street front entries which are clearly identifiable from the street, and projections and indentations in the floor plan with balconies, generous window reveals, related awning and roof elements and changes in materials.
64 Figure 38 – Indicative Development Plan - Cambridge ‘High Street’ Node
CAMBRIDGE STREET
NORTHWOOD STREET Medium to high density mixed use development with activated frontages. Height limit of 2 storeys on northern side Cambridge Street.
‘Bethel’ site a catalyst for precinct renewal with RAILWAY mixed uses up to 8-10 storeys and pedestrian laneway PARADE lined with shops and cafés through to Cambridge ‘High Street’.
Medium to high density mixed use street front development along both sides of Rosslyn Street.
Upgrade streetscape of Railway Parade. WEST Underground power, new pavements, lights, pedestrian crossings and roundabout at Kimberley SUBIACO LEEDERVILLE STADIUM STATION Street to slow traffic speed.
Vehicle access from Railway Parade to public car park under central piazza on ‘Bethel’ site. Pedestrian path Redeveloped Stadium Activated, mixed use development steps down a floor level from piazza to Railway Parade. integrated with West along Northwood Street link Leederville Station and between West Leederville Station pedestrian access to and Cambridge ‘High Street’. Widen Redevelop West Leederville Station with direct West Leederville. laneways to 6m and connect with pedestrian access from stadium to platforms and a combined rear car parks. widened underpass to access Northwood Street.
65 PART THREE: The Plan
Southport Street Node Design Elements Preferred Uses • Articulated street elevations. • Appropriate TOD uses throughout the precinct. Desired Future Character • Activated street and laneway facades shall express a rhythm of • Retail at ground level along Oxford Close in a “high street” While this area should continue to accommodate demand for inner-city varied, narrow-fronted tenancies. configuration. service commercial businesses and distribution warehouses, it is envisaged • Along Cambridge Street pedestrian shelter shall be provided along • Local convenience retailing. that demand for offices and more intensively developed commercial building frontages. property close to the Perth CBD and major transport infrastructure will • Offices create the opportunity to revitalise and activate the townscape fabric. • While nil front setbacks to most streets will emphasise the urban character of the Node, buildings around the Node’s perimeter should • Combined business and residential developments. The Southport Street Node will gradually be redeveloped with larger and taller be set back a little from the street with “green” forecourts to soften • Cafes, lunch bars, especially with al fresco facilities. buildings, with landowners and developers taking advantage of the Node’s the overall visual impact of the Node as viewed by passers-by. close proximity to West Perth and the city centre, the Leederville town centre, • Medium to high density residential at first floor level and above. and the three nearby railway stations, as well as, good freeway access. Parking • Serviced apartments. The Southport Street Node Indicative Development Plan shows the general • An adequate supply of street and off-street parking will be • An appropriately managed public car park incorporating dwell time location and pattern of development envisaged (Figure 39). distributed consistent with TOD principles. limits and a fee regime. • Development incentives may be offered in return for the provision Required Elements of up to two 100 bay public car parks within suitably integrated redevelopments. It is envisaged that these car parks would be Development within the Southport Street Node will generally be required to located behind or under street front buildings in the street blocks incorporate and maintain the following elements, as applicable: either side of Southport Street. Vehicle access to the car parks would be via public laneways or ROWs from Southport Street, Oxford Close Public Realm and Railway Parade. • Cambridge Street west of Southport Street will be re-profiled • Ensure that car parking associated with new development is placed to create an attractive urban streetscape with local ‘high street’ in car parks either behind street front tenancies or fully below characteristics of embayed kerbside car parking, wider pedestrian natural ground level, allowing level (universal) access from the street. pavements, verge shade trees, feature lighting, signage, street furniture and public art. Access
Land Use • Nicholson Street should be extended south to Railway Parade in conjunction with related private property development to complete • Existing low intensity, single storey development, street front car the local street grid and to provide improved connectivity through to parks and blanks walls along street frontages should be progressively Leederville Station via the proposed Transit Plaza. replaced with multi-level development with activated frontages and rear or basement car parking in the course of redevelopment. • Good access for pedestrians and vehicles to street front businesses must be maintained with a well connected grid of streets, lanes and ROWs.
66 Proposed Development Controls
Proposed Development Controls - Southport Street Node Parking and Car parking: as per Parking Supply and Management Plan Access Building Minimum 2 storeys, preferably at least 3 storeys, maximum 8 storeys. Any on-site car parking associated with new development shall be placed in car parks either behind Height Approval for an additional two storeys possible if certain public benefits achieved, such as the street front tenancies or fully below natural ground level, allowing level (universal) access to the provision of improvements to the street network, public car parking, pedestrian links, widened tenancies from the street. laneways and public spaces, as generally described and illustrated in the attached Indicative New development must be setback from existing ROWs sufficiently to allow effective widening of Development Plan. the carriageway to facilitate two-way vehicular traffic. (Public access rights would be secured via an A three storey height limit will apply along street frontages, with any additional height to a easement on the Certificate(s) of Title to ensure no loss of private development rights). maximum of 8 storeys to be set back. The Council may consider development up to a maximum of Car parking areas to be provided with clearly marked and raised pedestrian access ways, connected 10 storeys on sites with either a direct frontage to Nicholson Street or along its proposed extension to the surrounding network of footpaths. as an incentive to development proponents for the provision of improvements to the street At street entrances to car parks, footpaths should be built over vehicle access/crossover. network, public car parking, pedestrian links, widened laneways and public spaces as generally described and illustrated in the Indicative Development Plan. Land Use Residential development: ‘Residential R-AC’ Ground floor to first floor height shall be a minimum of 3.2 metres with a minimum floor to ceiling clearance of 3.0 metres to provide for commercial tenancies
Street Generally contiguous, street front development will be required to all street frontages, subject to: Setbacks 2 metre setback along Cambridge Street to accommodate the canopy of verge tree planting, and 4 metre setback in Railway Parade, Loftus Street and Abbotsford Street to preserve and/or reinforce the “green” character of the node. Front setbacks: Generally nil for first three floors, 3m forth 4 floor and above, with the following exceptions: Cambridge Street – 2m from street boundary for first three floors, 5m for 4th floor and above. Ground level setback to be used as quality landscaped pedestrian space. Railway Parade, Loftus Street and Abbotsford Street – 4m from street boundary for first three floors, 6m for 4th floor and above. Ground level setback to be set aside as quality landscaped space. Nicholson Street - Nil to 2m from street boundary for first three floors.
Design Awnings: New buildings on Cambridge Street, Oxford Close, Southport Street, Harrogate Street, Elements Bermondsey Street and MacEwan Street shall incorporate an awning over adjacent footpaths to provide weather protection for pedestrians. Awnings should be generally contiguous with a minimum depth of 2.0 metres unless otherwise approved. Provide special architectural emphasis within 15 metres of prominent street and laneway intersections and the primary building entry point from the street, including elements such as additional height, distinct roof forms, canopies, curved walls and tower elements. The standard requirement for a setback for building facades above 3 storeys in height will not normally apply to such corner treatments. Street elevations shall be articulated to include defined street front entries which are clearly identifiable from the street and projections and indentations in the floor plan with balconies, generous window reveals, related awning and roof elements and changes in materials. Roofs for street front commercial buildings may be flat or pitched, however where pitched roofs are to be employed, the pitch shall be 25 degrees minimum and 42 degrees maximum.
67 PART THREE: The Plan
Figure 39 – Indicative Development Plan - Southport Street Node
SOUTHPORT STREET CAMBRIDGE STREET
OXFORD CLOSE High density, mixed use, transit oriented development along Cambridge ‘High Street’ serviced by connected rear laneways.
Define Loftus Street edge with high standard buildings set back behind a green landscaped strip.
Medium to high density mixed use or commercial LOFTUS STREET development with activated frontages. NICHOLSON STREET (EXTENSION) RAILWAY PARADE
Consolidate car Medium to high Upgrade streetscape of Railway Generally contiguous parks behind density mixed Parade with new pedestrian street front buildings buildings either side use street front pavements and intersection to 3 storeys with of Nicholson Street development along treatments. Green setback from additional height extension. both sides of extended street to allow space for street setback 3 metres. Nicholson Street. tree canopies.
68 Community Node
Desired Future Character Community Facilities The Community Node will be developed as a true town centre focus, • Consider alternative playground location to facilitate civic parkland taking full advantage of the site’s important, strategic location, its heritage treatment. qualities, and building upon the existing uses and activities which are highly • Subject to further detailed investigations and the development of valued by the community. design options, the civic events space could accommodate a range The revitalisation of the Community Node will play a pivotal role in the of functions including outdoor art exhibitions, and a community development of an enhanced local identity and sense of place. Staged farmers’ market. upgrading of the facilities and landscaping will better reflect the needs and • Retention of the bowling club building (subject to demand aspirations of a contemporary inner-city community, while building on its for the sport). historical connection with the Leederville Town Centre. • If the opportunity arises, the community garden could be relocated The Town Hall will continue to be the centrepiece of the Community Node. to the space occupied by one or more of the lawn bowls rinks, and The open spaces around the Town Hall will be formalised, upgraded and upgraded and expanded. better connected by tree-lined pathways. Other The Community Node Indicative Development Plan illustrates how a modified configuration of facilities and spaces could be arranged to meet • If the opportunity arises, the Council car park could be relocated changing patterns of use. northwards to release this strategic, street-front site for infill, mixed use development to frame and activate the proposed local The Indicative development plan, however, illustrates only one way the “high street”, and to set a benchmark for the redevelopment of facilities and spaces could be arranged to meet changing needs (Figure properties through to Southport Street. The relocated car park could 40). A more detailed (place making) study would be undertaken with the be developed initially at ground level, with provision for future community to identify and establish key desires for the area prior to any development of basement and upper deck levels if required. significant changes. Preferred Uses Required Elements • Retention of the Town Hall and its use by the community. Subject to the outcome of a separate, more detailed design study, plans • Other civic uses, including a “civic events space”. for the Community Node should generally incorporate and maintain the following elements, as applicable: • Passive recreation. • Low-key active recreation. Public Realm • Community garden. • Re-profiling of Cambridge Street west of Southport Street to create • An appropriately managed car park incorporating dwell an attractive urban streetscape with local ‘main street’ characteristics time limits and a fee regime. of embayed kerbside car parking, wider pedestrian pavements, verge shade trees, feature lighting, signage, street furniture and public art.
Design Elements • Enhancement of the function and status of the historic Leederville Hall, youth centre and War Memorial with appropriate complementary landscape design. • Creation of a central, east-west pedestrian spine that directly connects Holyrood Street eastwards through the ‘Leederville Station Link’ precinct to the proposed transit plaza and Leederville Station via the proposed loop road. • Redesign and landscaping of the space between Holyrood Street and the Hall and associated buildings into a more formal “civic events space” with pedestrian paths that reflect movement desire-lines.
69 PART THREE: The Plan
Figure 40 – Indicative Development Plan - Community Node
Possible alternative playground location. HOLYROOD STREET
Community garden moved to vacated lawn bowls rink if opportunity arises.
Community Hall and Youth Club buildings retained as heritage centre-piece. Civic parkland treatment CAMBRIDGE STREET to accommodate a range of functions including possible community farmers market.
Future of sports pavilion and car park subject to more detailed study by Town of Cambridge. Aim to relocate car park away Cambridge ‘High Street’ upgraded New access from strategic ‘High Street’ frontage. with indented parking, new to relocated Potential for appropriately scaled pavements, lights, pedestrian Council car development above car park. crossings and shade trees. park.
70 Leederville Station Link
Desired Future Character Design Elements • Provision will be made for a loop road extension of Nicholson Street to facilitate pedestrian and vehicle access to the proposed transit • Any redevelopment of the existing blocks of flats on Lots 32, 33 This locality shall be developed as a high density, mixed use TOD community, plaza and potentially developable property at the rear of lots along and 200 Cambridge Street should be undertaken in a way that with a direct, safe and comfortable pedestrian and public transit link to the Cambridge Street. Leederville railway station and Town Centre. is consistent with contemporary “main street”, “TOD” and “CPTED” principles. • Any redevelopment or upgrading of the Leederville Station and The Cambridge “main street” will form the locality’s southern edge and Freeway overpass shall be undertaken in a way that facilitates the • Articulated street elevations. “face”, with tall, high quality buildings rising behind it. Developments along integrated access and connectivity outcomes referred to in these the northern edge of the node shall be lower, showing deference to existing • Activated street and laneway facades shall express a rhythm guidelines. low-scale residential development along Tower Street. of varied, narrow-fronted tenancies. • Where possible, the number of vehicle crossovers to car parks from The careful siting and planning of new developments and redevelopments • Along Cambridge Street, Southport Street, around the perimeter of Cambridge Street should be rationalised and minimised. within this locality shall, over time, gradually enable a direct and level access the transit plaza and along the approaches to the Freeway overpass, route to be constructed between buildings across the site to link Cambridge pedestrian shelter shall be provided along building frontages. Other Street with the Leederville railway station and town centre. • Subject to the agreement of property owners, an appropriate Parking The node shall also have a modified grid system of roads and subdivision of the sites affected by the various connectivity proposals footpaths progressively placed over it, to integrate the area back into • An adequate supply of street and off-street parking shall be referred to in the Indicative Development Plan should be facilitated the surrounding community. distributed consistent with TOD principles. Provision for covered through negotiation. car parking shall be made under the proposed transit plaza and • Redevelopment of Lot 105 Cambridge Street has the potential The Leederville Station Link Indicative Development Plans show the general related mixed use development, with vehicle access from the lower to be a catalyst for further transit-oriented urban renewal if it is location and pattern of development envisaged (Figures 41 and 42). (northern) end of Southport Street undertaken in conjunction with the redevelopment of adjoining • Car parking associated with new development shall be placed in properties, particularly given its location and proximity to Required Elements car parks either behind street front tenancies or fully below natural Leederville Station. Council may consider land exchanges and ground level, allowing level (universal) access from the street. other development incentives in return for the provision of public Development within the Leederville Station Link Node will generally be infrastructure referred to in this centre plan. required to incorporate and maintain the following elements, as applicable: Access Preferred Uses Public Realm • In the short-term, construction of a one-way, bus-only anti-clockwise loop road connecting Cambridge Street and Southport Street • Appropriate TOD uses throughout the node. • The re-profiling of Cambridge Street west of Southport Street alongside the Freeway Reserve to accommodate a bus stop in close to create an attractive urban streetscape with local ‘main street’ proximity to the Freeway footbridge and Leederville Station. The • Stand-alone residential developments. characteristics of embayed kerbside car parking, wider pedestrian existing shared path will need to be retained, although the alignment • Cafes, especially with al fresco facilities. pavements, verge shade trees, feature lighting, signage, quality may be varied to accommodate the loop. street furniture and public art. • Retail at ground level along Cambridge Street in a “main street” • Replacement of the existing spiral ramp at the western end configuration. Land Use of the footbridge with a lift and ramp at the foot of Southport Street, immediately adjacent to the proposed bus stop, subject • Retail or other commercial at ground level along Transit Plaza. • The predominant use within the precinct shall be residential. to detailed design. • Combined business and residential developments. To ensure this, it is proposed the area of Leederville Station Link west of Southport Street have residential as a mandatory component of • Provision of a lift attached to the bridge on the east side of • Transit plaza and associated infrastructure. all development. Southport Street. (Both this and the previous initiative would provide better pedestrian connections from the train station to Oxford Close, • Appropriately managed car parking incorporating dwell time limits • High levels of day and night time activity should be achieved around and then on to Perth Modern School and PMH.) and a fee regime. the transit plaza and along the approaches to the Freeway overpass, Leederville Station and Town Centre. The mix of uses around the • Provision will be made in any development or redevelopment of transit plaza should be carefully selected to foster and complement the existing properties on the northern side of Cambridge Street this outcome, as well as ameliorating any potential conflicts with to the east of the Community Node for the construction of a more residents through appropriate design measures. direct, desire line pedestrian connection between the existing Freeway footbridge and Cambridge “main street”, with the pathway • The existing Council car park on Lots 97 and 98 Cambridge matching the general alignment and level of the footbridge. Street should be relocated northwards in conjunction with related restructuring and upgrading of the Community Node. Liberated • In the longer-term, provision will be made for a direct bus link, and street front sites should be designated for high calibre, street front possible future light rail link, to Leederville Station and the Town development at transit-oriented levels of intensity. A mix of retail and Centre via a new transit plaza and transit bridge over the Freeway. commercial uses will be favoured at ground level and first floor level, with residential apartments above.
71 PART THREE: The Plan
Proposed Development Controls
Proposed Development Controls - Leederville Station Link Node Parking and Car parking: as per Parking Supply and Management Plan Building Minimum of 2-3 storeys, maximum 8 storeys Access Car parking associated with new development shall be placed in car parks either behind street front Height Approval for an additional two storeys possible for development along Cambridge Street if certain tenancies or fully below natural ground level, allowing level (universal) access from the street. public benefits achieved, such as the provision of pedestrian and public transport links, public car Car parking areas to be provided with clearly marked and raised pedestrian access ways, connected parking and public spaces as generally described and illustrated in the Indicative Development Plan to the surrounding network of footpaths. Maximum 3 storeys height limit for new development north of the proposed loop road and backing At street entrances to car parks, footpaths should be built over vehicle access/crossover. onto Tower Street residential properties. A three storey height limit will apply along street frontages with any additional height to a Land Use Residential development: ‘Residential R-AC’. All development above three storeys must maximum of 8 storeys to be set back from the front property boundary. The Council may consider be residential. development up to a maximum of 10 storeys along Cambridge Street between the Community Retail or commercial ground floor tenancies with activated frontages shall be incorporated into new Node and Southport Street as an incentive for the provision of pedestrian and public transport links, development along Cambridge Street, Southport Street (northern) and around the perimeter of the public car parking and public spaces as generally described and illustrated in the guidelines. proposed transit plaza. Ground floor to first floor height shall be a minimum of 3.2 metres with a minimum floor to ceiling clearance of 3.0 metres to provide for commercial tenancies.
Street Front setbacks: Setbacks Generally nil for first three floors, 3m for 4th floor and above, with the following exception: Cambridge Street – 2m from street boundary for first three floors, 5m for 4th floor and above. Ground level setback to be used as landscaped pedestrian space. Generally contiguous, street front buildings shall be constructed along all street frontages, subject to: 2 metre setback along Cambridge Street to accommodate the canopy of verge tree planting.
Design Awnings: New buildings on Cambridge Street, Southport Street, around the perimeter of the transit Elements plaza and along the approaches to the Freeway overpass shall incorporate an awning over adjacent footpaths to provide weather protection for pedestrians. Awnings should be generally contiguous with a minimum depth of 2.0 metres unless otherwise approved. Street elevations shall be articulated to include defined street front entries which are clearly identifiable from the street, with projections and indentations in the floor plan with balconies, generous window reveals, related awning and roof elements and changes in materials. Special architectural emphasis of building facades shall be provided within 15 metres of prominent street and laneway intersections and the primary building entry point from the street, including elements such as additional height, distinct roof forms, canopies, curved walls and tower elements. The standard requirement for a setback for building facades above 3 storeys in height will not normally apply to such corner treatments. New development to be set back from the rear property boundaries of the Tower Street lots a minimum of 6 metres. Roofs for street front commercial buildings may be flat or pitched, however where pitched roofs are to be employed, the pitch shall be 25 degrees minimum and 42 degrees maximum.
72 Figure 41 – Indicative Development Plan - Leederville Station Link
LEEDERVILLE LEEDERVILLE STATION TOWN CENTRE
Mixed use development to three storeys rear portion of Lots 99, 32, 33, 102, 105 and 200. Car parking below plaza level.
New access to car park, transit plaza and mixed SOUTHPORT STREET use development.
High standard mixed use, transit oriented development on site of existing Council car park. CAMBRIDGE STREET
Landmark mixed use, transit oriented redevelopment to anchor eastern end of Cambridge ‘Main Street’ and link to Replace spiral ramp to footbridge and install lift Leederville Station and from Southport Street. Construct loop road and Town Centre. stop for Route 97 bus service. Allow for overpass Car parking below transit Upgrade streetscape of Cambridge Street with to connect directly to Cambridge Street via transit plaza level with access indented parking, new pavements, lights, pedestrian plaza with possible bus or light rail bridge link to from Southport Street. crossings and verge shade trees. Station and Town Centre.
73 PART THREE: The Plan
Figure 42 – Indicative Development Plan - Alternative Leederville Station Link
Replace spiral ramp to footbridge and install lift from Southport Street. Allow for overpass to connect LEEDERVILLE TOWN CENTRE Leederville Station and Town Centre with Cambridge LEEDERVILLE Street via pedestrian laneway framed with shops, cafes STATION and tenancies with activated frontages.
Mixed use development to three storeys at rear of sites fronting Cambridge Street. Possible to stage development on a site by site basis.
SOUTHPORT STREET
Landmark mixed use, transit oriented redevelopment to anchor eastern end of Cambridge ‘Main Street’ and CAMBRIDGE STREET link to Leederville Station and Town Centre. Car parking below transit plaza level with access from Southport Street.
High standard mixed use development Upgrade streetscape of Cambridge on site of existing Council car park to Street with indented parking, new include an integrated public car park pavements, lights, pedestrian and activated ground level tenancies crossings and verge shade trees. fronting Cambridge Street.
74 Proposed Links – Progressive Development It is envisaged that there could be two or more stages of improvements:
• Stage 1 – Interim measures at the foot of Southport Street to allow bus services to more directly interchange with the Leederville Station. Construction of a new anti-clockwise bus loop between Cambridge Street and Southport Street. Removal of the spiral ramp and construction of a new lift and ramp linking a sheltered bus stop with the Freeway overpass. • Stage 2 – Redevelopment of properties along the northern side of Cambridge Street in a way that will protect options for a range of direct links, including pedestrian, bus and light rail. Subject to the agreement of property owners, land amalgamations, land exchanges and the possible re-subdivision of land may be necessary to facilitate an integrated outcome. Consideration should be given by the Town of Cambridge to directing a proportion of cash-in-lieu of on-site car parking payments towards part- funding infrastructure up-grades to support the proposed Shuttle Bus service.
Looking Southwest from pedestrian bridge over freeway towards Transit Plaza
75 PART THREE: The Plan
Kerr Street to Abbotsford Street Residential Area
Desired Future Character Parking Development Controls This locality shall continue to provide a variety of housing types, in • Ensure that car parking associated with new development is placed Proposed Development Controls - Kerr Street to Abbotsford Street medium to high density forms. It is envisaged that, over time, the current in car parks either behind street front tenancies or fully below development forms will change, as lots are amalgamated and single natural ground level, allowing level (universal) access from the street. Building A three storey height limit will apply along street frontages dwellings are removed to make way for larger grouped dwelling and Height with any additional height to a maximum of 6 storeys to apartment building complexes. Access be set back. Council may consider development up to a maximum of 8 storeys on sites fronting Cambridge Street • Where possible, the number of vehicle crossovers to car parks from Notwithstanding the constraint to redevelopment that is posed by the as an incentive for the provision of extended and widened Cambridge Street shall be rationalised and reduced. current pattern of land tenure, the Indicative Development Plan illustrates service laneways as generally described and illustrated in how a more orderly arrangement of built form could be achieved if the Indicative Development Plan. properties were amalgamated and developed to a density consistent with Preferred Uses transit-oriented principles. • Medium to high density residential. Street Generally contiguous, street front development will be Setbacks required to all street frontages, subject to: The Kerr Street to Abbotsford Street Indicative Development Plan shows the general location and pattern of development envisaged (Figure 43). 2 metre setback along Cambridge Street to accommodate the canopy of verge tree planting and 4 metre setbacks in Railway Parade, Kerr Street and Required Elements Abbotsford Street to preserve and/or reinforce the green Subject to the indicative intent of the IDP, development will generally be character of the node. required to incorporate and maintain the following elements, as applicable: Design Fencing along Cambridge Street higher than 0.75m must Elements Public Realm be “visually permeable.” Provide special architectural emphasis within 15 metres • Re-profiling of Cambridge Street to create an attractive urban of prominent street and laneway intersections and the streetscape with local ‘main street’ characteristics of embayed primary building entry point from the street, including kerbside car parking, wider pedestrian pavements, verge shade trees, elements such as additional height, distinct roof forms, feature lighting, signage, street furniture and public art. canopies, curved walls and tower elements. The standard • A high priority to be placed on improving pedestrian comfort and requirement for a setback for building facades above safety on public streets, and around private developments, including 2 storeys in height will not normally apply to such corner car parks. treatments.
Design Elements Parking and Any on-site car parking associated with new development Access shall be placed in car parks either behind street front • Highly desirable for any redevelopment along Cambridge Street tenancies or fully below natural ground level, allowing to address the street, with an acceptable level of street activation level (universal) access to the tenancies from the street. (good visual interaction between residences and passers-by at the very least). At street entrances to car parks, footpaths should be built over vehicle access/crossover.
Land Use Residential density control ‘Residential R-AC’
76 Figure 43 – Indicative Development Plan - Kerr Street to Abbotsford Street
Set back development 2 metres from street frontage to allow space for street tree canopies. CAMBRIDGE STREET
KERR STREET
ABBOTSFORD STREET
Maintain 4 metre setback along street frontage to protect green streetscape character.
RAILWAY PARADE
Maintain 4 metre Upgrade streetscape of Consolidate sites to allow high set back along street Railway Parade with new density residential development frontage to protect pedestrian pavements, along Cambridge ‘High Street’. green streetscape lights and intersection Service with contiguous rear character. treatments. laneways.
77 PART THREE: The Plan
Figure 44 – Overall Indicative Development Plan and Indicative Long Section
Indicative Development Plan for Whole Study Area: B LEEDERVILLE TOWN CENTRE LEEDERVILLE STATION CAMBRIDGE STREET Indicative Long NORTHWOOD Section A – B STREET MITCHELL FREEWAY
A
WEST LEEDERVILLE FREMANTLE SUBIACO STATION RAILWAY LOFTUS STREET STADIUM
Indicative Long Section – Cambridge Street to Leederville Town Centre A – B:
CAMBRIDGE MAIN STREET Integrated mixed use redevelopment to Mixed use development on OXFORD STREET frame and activate Cambridge Street and southern side of Cambridge Street LEEDERVILLE TOWN CENTRE new Transit Plaza link to Town Centre Retain Southport Street Leederville Station link to Freeway under pedestrian bridge
Integrate existing pedestrian bridge over Freeway with Transit Plaza and podium level of ‘icon’ building in Town Centre A B
78 PART FOUR: Implementation
79 PART FOUR: Implementation
Implementation Implementation Schedule Principal Principal The implementation of this centre plan will require both private and public Projects Partners Priority Projects Partners Priority investment. This centre plan ‘prepares the ground’ for future change, Responsibility Responsibility however will be dependent on the co-operation and collaboration with state Approach key stakeholders ToC DoP/WAPC, 1 Prepare a Masterplan for ToC Tenants 3 government and the embracing of the plan by the commercial market in to gain commitment in principle to PTA, DoT, the development of the of the taking up development opportunities. Improvements to the public realm, the Leederville Station Link project. Town of Community Node. Community (for example streetscape improvements) will need to be considered in future Vincent, Node Town budgets. land & West owners Leederville The upgrading of the Leederville railway station footbridge is likely to be community undertaken over a period of time and in stages. The timing of these stages Draft, advertise & adopt ToC WAPC 1 will be dependent upon several factors, including the level of commitment necessary Town Planning Scheme Modify west end of Leederville PTA, MRWA. ToC, ToV 3 and enthusiasm for the project shown by key government authorities, the amendments. railway station footbridge to speed with which necessary land assembly at the bridge’s western end can Develop a detailed car parking ToC West 1 accommodate temporary stairs be achieved, the availability of necessary funding, as well as other factors supply & management plan for Leederville landing on the east side of such as strategic decisions yet to be made by the State Government on West Leederville as part of Scheme community Southport Street. public transport initiatives that will affect the entire metropolitan area. Amendment. Extend the No. 97 Shuttle Bus to PTA ToC 4 the Leederville Station. Secure land east side of DoT MRWA, 2 Southport St to enable the ToC Restructure Cambridge St (east) to ToC Affected 4 extension of the No. 97 Shuttle transform it into a ‘Main Street’. landowners Bus service to the Leederville Restructure Northwood Street. ToC Affected 5 train station via a simple anti- landowners clockwise loop road connecting Restructure Southport Street. ToC Affected 6 Cambridge St to Southport St. landowners, Enter into negotiations with ToC PTA, City 2 MRWA the PTA to establish funding of Subiaco Restructure Railway Parade. ToC Affected 7 arrangements for the extension of landowners the Shuttle Bus service. Restructure Cambridge St (west) to ToC Affected 2 transform it into a ‘High Street”. landowners
80 Collaboration Planning obligations and incentives Other key initiatives to be included as part of the Scheme amendments are: Implementation of this plan requires collaboration with State government, One of the first priorities of implementation is to prepare the necessary • Mandatory residential component in the vicinity of the adjoining local government authorities and service providers. Town Planning Scheme amendments. West Leederville and Leederville train station;
Throughout the preparation of the West Leederville Planning and Urban This document will be used as the principal guide for the nature and • Mandatory ‘cash in lieu’ for parking; Design Study key government stakeholders have been kept informed of content of the proposed scheme amendments. It is proposed to extend the • Status given to the Indicative Development Plans; and progress and consulted on the main elements of the plan. commercial permissibility to certain areas of the centre that are currently zoned residential. Also, the residential coding Residential R-AC will be • Incentives for developers to implement the objectives and The Leederville Station Link is one key element of the plan that will applicable to all residential development within the centre. Figure 45 principles behind the plan. require the commitment of both local and state government to realise its outlines these areas. Further to the above, consideration could also be given to preparing aspirational vision. a developer contribution scheme in accordance with SPP 3.6 ‘Developer The proposed rezonings will be accompanied with Scheme provisions that Contributions for Infrastructure (draft)’. This would enable the Town to receive A joint study is underway (May 2011) between the Town and the City support a more place based approach to the guidance of land use and contributions to assist with the construction of supporting infrastructure. of Vincent to further explore the feasibility of the proposed Leederville development within the centre. Station Link. It is anticipated that this study will help strengthen the business case for improving the connection with the Leederville train station and town centre.
The Department of Transport has undertaken a feasibility study to explore the practicality of creating a bus interchange at Leederville Station. This new bus interchange would service transfers from the Joondalup Line to inner city locations. The construction of the proposed interchange facility requires utilising Main Roads land to facilitate the construction of a loop road on the western side of the freeway.
Consultation with the service providers (for example Western Power, Watercorp and Alinta Gas) will need to be on-going as development opportunities are taken up.
Leederville Station Link from above
81 PART FOUR: Implementation
Figure 45 – Proposed Zoning Amendments
Extend Commercial Zone* to expand Provides the opportunity to have Extend Commercial Zone* to allow for a LEGEND commercial uses, allowing the street’s other uses integrated with a range of retail and commercial uses, mainly desired ‘High Street’ function to develop redeveloped town hall car park. at street level, to create an attractive and ZONINGLEGEND CHANGES and become the focal point for shopping, safer pedestrian environment along the cafes and other local attractions. proposed transit link and Cambridge Street. COMMERCIAL ZONE neW RESIDENTIAL CODING UNDER MULTI-HOUSING CODES
CURRENT ZONING
PARKS AND RECREATION
COMMERCIAL
PS PUBLIC PURPOSE-PRIMARY SCHOOL
exiSTING RESIDENTIAL CODING
PRIMARY REGIONAL ROADS
R-CODE BOUNDARY
node BOUNDARY Encourage the development of apartment style dwellings through the introduction of a new multi-housing code.
82 APPENDIX 1 The consultation process involved: General positive support for Part 2 of the study; support for increasing Community and Stakeholder density and activity in the area. • Distribution of a summary brochure to all mail boxes within West Consultation Leederville (including the study area); Cambridge ‘High Street’ both community support and opposition; concerns largely traffic related. A number of consultation processes were carried out during the preparation • Direct mail-out to all property owners in the study area; of the West Leederville Planning and Urban Design Study. These helped • Notification sent to West Leederville business owners which had Local traffic seek protection from through-traffic; traffic management to shaped the final study, that will guide planning and development for the participated in the West Leederville Business Survey; avoid bottlenecks, slow traffic, improve turning movements and access West Leederville Centre. • Direct contact with local ratepayer groups; Built Form, Character & Design improve streetscapes; quality architecture; respect existing character; human scale; sustainable design; roof top • Notification to key government stakeholders (Town of Vincent, gardens; places designed for people. Business Survey City of Subiaco, City of Perth, Department for Planning and A Business Survey was undertaken in October 2008 to evaluate property and Infrastructure, Subiaco Redevelopment Authority, Department Station Link support for upgraded pedestrian/transit bridge; specific design business owner’s perceptions of the area. Responses to the survey revealed of Sport and Recreation, Main Roads Western Australia, Public issues relating to pedestrian and cyclist access. the following: Transport Authority and Western Australian Football Commission); Community Node important community place; support for both Leederville • Local paper notices; • Satisfaction with West Leederville as a location to own property or Sporting Club and community garden. operate a business; • Information made available on the Town’s website; Rezoning, Land Use & Development Standards support for residential • West Leederville offers good value for money; • Public displays; and component and mixed use along Cambridge Street, some concern for • West Leederville is valued for its central location with easy access to • Two information sessions. impact of higher residential density, height, scale and concentration of the CBD, major transport routes and public transport; commercial activity. 320 submissions were received, which revealed: • Concern for increased traffic and parking shortfalls; Railway Parade traffic calming; improving pedestrian footpaths. • 85.5% agreed that planning be based upon Transit Oriented • Some support for increasing density and mixed use developments to Development (TOD) Principles Coles Site improving vehicle access to West Leederville shopping centre and attract more commercial services and customers and to increase the maintaining safe pedestrian access. vibrancy of the area; • 88% supported the concept for developing Cambridge Street as a local ‘high street’ • A desire to see streetscape improvements; and Public Transport & Alternative Modes improvements in public transport; • 86% agreed with the concept of improving connection between support for improved cycling and pedestrian facilities. • The Town of Cambridge to demonstrate a greater understanding of West Leederville and the Leederville train station and Leederville Parking mixed views on parking; inadequate parking versus too much property owners and business owners/managers issues. Town Centre discouraging public transport use. • 46% supported Significant Change Part 1 - Planning Scenarios for Change Indicative Development Plans concerns regarding the implications on • 27.5% supported Targeted Change Initial workshops were held with key government stakeholders (the Town of individual resident’s property. • 13.4% supported Modest Change Vincent, City of Subiaco, City of Perth, the then Department of Planning and Subiaco Oval implications on study if Subiaco Stadium redevelopment does Infrastructure and the Western Australian Football Commission), allowing • 12.8% had no preferred scenario not proceed. their early input into Part 1 of the study. West Leederville Train Station improve pedestrian crossing to access Part 1 involved engaging with the community and stakeholders to determine Part 2 - Detailed Planning train station. the level of change desired for West Leederville. To assist, comment was Detailed planning built upon the preferred scenario (combination of sought on three planning scenarios for change (Modest, Targeted and Bethel Site impact of additional height on surrounding properties; concerns Significant and Targeted Change) identified from Part 1. Significant ‘Blue Sky’) during March/April 2009. for overshadowing and privacy. The detailed plans were advertised for a period of four weeks during JB O’Reilly’s Tavern concern for increased anti-social behaviour. September/October 2010. A similar consultation process to Part 1 was used. Northwood Street support for Northwood Street streetscape A total of 179 submissions were received, including 72 signed copies of improvements and wholesale florists. a pro-forma in support of providing a selected right-hand vehicle turning pocket into the West Leederville shopping centre. Key themes revealed from Nicholson Street Extension concerns from local residents in allowing access the submissions were: through to Railway Parade; traffic volumes and on-street parking needs.
Fremantle train line support for sinking and covering rail line for development.
83 APPENDIX
APPENDIX 2 Council Decisions 23 June 2009: 25 May 2010: 21 December 2010: (Item DV09.52 – West Leederville Planning and Urban Design Study (Item DV10.43 – West Leederville Planning and Urban Design Study (Item DV10.122 – West Leederville Planning and Urban Design Study - Outcomes of Advertising Part 1 Planning Scenarios) - Part 2 Detailed Planning) - Part 2 Detailed Planning - Outcomes of Consultation) Council decided that: Council decided (in part) that: Council decided that: (i) a preferred strategy for the West Leederville Planning and Urban (i) the West Leederville Planning and Urban Design Study, Part 2 – (i) Part 2 - Detailed Planning Report with the accompanying documents Design Study, which incorporates the following attributes as per Detailed Planning Report be adopted for advertising for public (Summary Brochure, Pracsys West Leederville Economic Analysis Table One of the Summary Brochure (March 2009), be adopted: comment, together with the following: Report and Porter Traffic Analysis Report) be adopted as strategic direction for future planning and development of the West Leederville • Attributes 1-8 from the Significant Change Scenario (a) an additional design option being put forward for Cambridge Study area; • Attributes 9-22 from the Targeted Change Scenario High Street: (ii) (a) design for embayed parking in Cambridge Street between (ii) the consultants be directed to proceed to Part 2 of the study brief • widen verge on the northern side but have no embayed Northwood Street and Holyrood Street takes into consideration using the adopted Preferred Strategy and undertake detailed planning parking, together with a similar, complementary layout for the comment from Department of Transport and aims to maximise as outlined in the study brief and particularly for:- south side of Railway Parade; the efficiency of bus movements through the precinct; • Rosslyn Street commercial area; (b) alternative traffic management measures being considered for the (b) the proposal for a mandatory residential component in certain intersection of Northwood Street and Cambridge Street, rather • Southport Street commercial area; areas zoned or proposed to be zoned commercial, be limited to than the installation of traffic signals; the Leederville Station Link Node and an area in the near vicinity • Cambridge Street - focussing on commercial activity area; of the West Leederville train station. Further consideration at the (c) pr ovision for cyclists in the study area to be in accordance with the • Leederville/West Leederville Railway Station link; Town Planning Scheme amendment stage be given to defining Town’s recently adopted Bike Plan; that area and the means by which the residential content could • Community Node north of Cambridge Street; (d) parking standards for the area to be subject to Council’s review of be achieved as part of any redevelopment in this area. Elsewhere, (iii) the consultants in undertaking Part 2 of the brief give due regard to the current Parking Policy; residential would remain as a discretionary use and development comments received on Part 1 – Scenarios for Change; incentives would be offered for its inclusion; (e) additional design option for the link to the Leederville Station to be (iv) the Administration commission a commercial viability study, to be prepared which minimises the area of land required for public access; (c) the status to be given to the Indicative Development Plans be carried out as part of Part 2, which will assess: explored and legal advice sought. In addition, consideration be (f) a pedestrian link to the Leederville Station be put forward as given to incentives for developers to implement the objectives • the current and future traffic flows on Cambridge Street, Lake a priority, with a transit link, as shown in the report, being and principles behind the plans; Monger Drive and Railway Parade; described as “aspirational” and a long term vision, subject to the • the level of retail and commercial activity in the proposed commercial participation of other relevant stakeholders; (iii) the necessary amendments to Town Planning Scheme No. 1 to and mixed use areas that can be supported by the anticipated traffic implement the West Leederville Planning and Urban Design Study be flows and the relevant catchment area; (g) the Bethel Site (236 Railway Parade) has been identified as an prepared for Council consideration. Further, the Part 2 Report with ‘icon’ site and, as such, a building height up to 8 to 10 storeys the accompanying documents be submitted to the WAPC as a centre • the likely effect that any modification to Cambridge Street will should be allowed, subject to the provision of a public car park plan; have on traffic flows in nearby streets and on the level of retail and and a pedestrian link from West Leederville train station through to commercial activity in the proposed commercial and mixed use areas; (iv) those persons who made a submission on Part 2 - Detailed Planning Coles Development on Cambridge Street; be advised of Council’s decision; (v) those persons who made a submission on Part 1 Scenarios for Change (ii) (a) the following areas identified in the report for mixed use to have be advised of Council’s decision and be kept informed of progress on (v) in adopting the West Leederville Planning and Urban Design Study, residential as a mandatory component of all development: the Study. until such time as the requisite Scheme amendments are in place, • Cambridge High Street Node, exclusive of the properties Council will use this study as a guide when assessing development fronting onto Railway Parade west of the former Bethel site proposals under the current Town Planning Scheme, in particular (236 Railway Parade); where Council discretion is sought. • Southport Street Node, west of Southport Street properties; • Leederville Station Link Node, west of Southport Street; (b) with reference to (a) above, the storeys of the residential component shall equate to that of commercial space and in the case of the Leederville Station Link Node, all development above three storeys must be residential; (iii) the traffic and commercial analyses, prepared separately to the main study, being included for public assessment when the Part 2 Detailed 84 Planning Report is advertised. APPENDIX 3 Car Dependence High Street Glossary of Terms Car dependence characterises cities, or areas of cities, where transport The generic name for the primary business street of a town or locality. planning has been focused on imperatives for drivers and over time, Access The High Street is usually the focal point for shopping and other related alternative modes have lost their competitiveness. People therefore come Access refers to the ease with which a person can get to a select physical retail activities. to rely on motor vehicles to conduct much of their travel because there are destination. Access varies as a function of the mode of choice and all few, if any, suitable alternatives. In many cases, this is because homes and manner of trip conditions. For example, poor infrastructure between a home Human Scale destinations are separated by significant distances and infrastructure for public and a local shop may drastically affect accessibility, even if the distance is Buildings of a size or comprising a range of architectural elements which transport, walking and cycling between homes and destinations is deficient. short. Even small changes to land use and infrastructure can alter how easy are of a magnitude and proportion related to our bodily dimensions. it is to access destinations by one or more modes. Character Laneway Active or Interactive Frontages Character is essentially the combination of the public and private domains. Means a narrow or very narrow local “street”, usually paved without a Every property, public place or piece of infrastructure makes a contribution, Refers to street frontages where there is an active visual and physical verge, located along the rear and/or side property boundary. Might be whether large or small. It is the cumulative impact of all these contributions engagement between people in the street and those on the ground floors used exclusively by pedestrians, or shared by both pedestrians and vehicles, that establishes neighbourhood character. The physical qualities of character of buildings. This quality is assisted where the building facades include the depending upon the circumstances. in West Leederville are diverse and include: main entrances, and the ground floor uses (such as shops, cafes, dwellings) Legibility face and open towards the street. • the era of the majority of development; Is where the design of a street system provides a sense of direction and Activity Node • the regular grid subdivision pattern; connection, giving clear signals regarding the spatial layout and geography Means a specific location where a range of land uses and activities are • the siting and orientation of development/built form on lots; of an area. encouraged. The preferred uses may include some or all of the following, depending upon the location and the planning objectives of the relevant • the form and distribution of open space; Light Rail authorities: e.g., retailing, entertainment, employment, specialist • building height, scale and proportion; and A modern electric tram system which usually runs on-street, but may also be professional services, offices, tertiary education. capable of being segregated from road traffic. • distinctive building styles, particular design elements, Amenity materials and finishes. Local Identity Means all those factors which combine to form the character of an area and Means recognising and responding to the natural, cultural and historic CPTED Principles includes the present and likely future amenity. characteristics and features of an area so that they are preserved and Means “Crime Prevention Through Environmental Design”. CPTED enhanced for people to experience the essential personality and character of Articulation is a design-based crime mitigation/prevention tool, and is based on the that area. (see “Character”) An element of building design which means the breaking up of a façade principle that proper design and effective use of the physical environment into individual elements to provide a modulated effect aimed at enhancing can produce behavioural effects that will reduce the incidence and fear Main Street Development individual building identity, variety and interest. This can be achieved of crime, thereby improving the quality of life. Means mixed land use developments fronting a street in a manner whereby through the use of such elements as window projections, balconies, pedestrian access to the majority of individual businesses can be achieved Façade awnings, minor recesses and/or projections of walls or parts of walls directly from the street, and/or where customer car parks on private property to provide visual interest, and to enhance the “fine grained” scale of Means the exposed face(s) of a building towards the street or open space, or generally do not separate the road reserve boundary from the front of a development. the frontal outward appearance of a building. building.
Building Envelope Fine Grain Mixed Use Development Means an area of land within a lot marked on a plan approved by the Refers to horizontal strips of development broken into a vertical rhythm by Good mixed use development involves the “fine grain” mixing of compatible responsible authority, within which all buildings must be contained. individual shop fronts and windows. This is usually a reflection of the original land uses in a balanced blend, integrated in close proximity to each other. subdivision pattern of narrow lot frontages. A similar visual effect can be Physically it includes both vertical and horizontal mixing of uses. No single Built Form created for new, wide frontage development if the building is broken up into use should dominate other uses, although residential use is often the major The configuration of the aggregate of all buildings, structures, etc., which narrow modules by the use of architectural detailing and different colours. component. Good mixed use development has the potential to improve the make up a town or city. efficiency and amenity of neighbourhoods, reduce travel demand, increase Heritage walkability, and make more efficient use of available space and buildings. Bulk Buildings, structures or places having aesthetic, historic, scientific or social The size or mass of a building, generally referring to structures which in their value for past, present or future generations. Node context appear relatively large. Means a local area defined for the purposes of describing and managing the preservation and/or development of specific urban characteristics.
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Permeability/connectivity Sustainable Development Walkability These terms are often used interchangeably. They refer to the ratio of Means development that meets the needs of the present without Is the sum of a range of urban design, land use and transport factors, which the network to the straight-line (or Euclidean) distance of a trip. These compromising the ability of future generations to meet their own needs. signals the ease with which a person can walk in an area. Important factors values will almost always differ as routes rarely directly link an origin with a include the distance between origins and destinations, the quality of the destination. A ratio close to 1:1 represents good permeability/connectivity. Town Centre streetscape and provision of safe and legible infrastructure for pedestrians. means the major retail, commercial, civic and mixed use activity centre and Public Realm or Public Domain the major social and employment hub of the district. Walkable Catchment Means spaces that are physically accessible to the public, and those aspects Means the actual area served within a 400m (5 minute) or 800m (10 of other spaces that are visible from physically accessible spaces. Traffic Calming minute) walking distance along the street system from a bus stop, train It incorporates features such as streets, parks, shops, community buildings Means the introduction of physical traffic management measures or station or activity centre. and the street facades of other buildings. techniques into a road or street aimed at reducing the impact of traffic on that road or street. Scale The size of a building and its relationship with its surrounding buildings Transit Bridge or landscape. In the context of the West Leederville Planning and Urban Design Study means a new at-grade bridge over the Mitchell Freeway and Perth- Street Alignment Joondalup railway line connecting West Leederville directly to the Leederville Means the common boundary between the land comprising a street town centre. The bridge would accommodate pedestrians and cyclists, and (i.e. the road reserve), and the land abutting it. public transport (shuttle bus or light rail), and an open air pedestrian arcade with escalator access to the Station and Oxford Street. The bridge may also Street Setback have single storey development containing retail uses with contiguous over- Means the horizontal distance between the street alignment and a building, footpath awnings. measured at right angles to the street alignment. The “street setback area” is the area between the street alignment and the street setback line. Transit Oriented Development Means a compact, mixed use community within the walkable catchment of Streetscape mass transit, blending housing, shopping, employment and public uses in (a) means the total visual impression gained from any one location a pedestrian and cyclist friendly environment, that makes it convenient and within a street including the natural and man-made elements; and practicable for residents and employees to travel by public transport instead of by private car. (b) is made up of the appearance of, and the relationships between, buildings in terms of design, scale, materials, colours, finishes, Urban Form signs, external furniture, paving materials for roads, footpaths Means the broad shape and structure of an urban community and the and landscaping. distribution of its major features. Surveillance Village Green Means the presence of passers-by or the ability of people to be seen in public spaces from surrounding windows, decks, balconies or the like. Refers to a common open area – usually held in public ownership - which is “Casual surveillance” means “eyes on the street” provided by local people often centrally located in a town or other urban area. In contemporary times going about their daily activities. the village green provides an open air meeting place, activity space, and/or a place for holding public ceremonies, community events or celebrations. Sustainability Is meeting the needs of current and future generations through an integration of environmental protection, social advancement and economic prosperity.
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