ATTACHMENT FOR

DV08.149

Lots 1 and 2 (No. 272 and 274) Cambridge Street, Wembley - Proposed Scheme Amendment No. 18 Additional Use Of Medical Centre and Pharmacy

for the

DEVELOPMENT COMMITTEE

TO BE HELD ON

TUESDAY, 21 OCTOBER 2008

Town of Cambridge Scheme Amendment No. 18 Schedule of Submissions

Submission Name Address Summary of Submission Recommendation No. No objection Objection Comment 1 Water 629 Newcastle √ Noted. Corporation Street, Leederville

2 Telstra Locked Bag 2525, √ Noted. Perth

3 WestNet/Alinta 81 Prinsep Road, √ Noted. Jandakot

H:\DES\PLANNING\MANAGER DVLPT SERVICES\Amendments\AmendNo18\Amend18ScheduleofSubmissions.doc Page 1 of 1

ATTACHMENT FOR

DV08.151

WESROC A Study of Landuse Patterns and Residential Densities in the Western Suburbs

for the

DEVELOPMENT COMMITTEE

TO BE HELD ON

TUESDAY, 21 OCTOBER 2008

A STUDY OF LAND USE PATTERNS & RESIDENTIAL DENSITIES IN THE WESTERN SUBURBS

For WESROC & the City of Fremantle & Town of Cambridge –

Final Draft Report July 2008

A STUDY OF LAND USE PATTERNS & RESIDENTIAL DENSITIES IN THE WESTERN SUBURBS

For WESROC & the City of Fremantle & Town of Cambridge – Final Draft Report, July 2008

CONTENTS

Page No.

1.0 INTRODUCTION 1 2.0 BACKGROUND 1 3.0 STUDY CONTEXT 1 4.0 PURPOSE & SCOPE OF THE STUDY 3 5.0 REGIONAL PLANNING POLICY LITERATURE REVIEW 3 6.0 ANALYSIS OF DEMOGRAPHIC & HOUSING TRENDS 11 7.0 BUSINESS, EMPLOYMENT & TRAVEL TO WORK 20 8.0 EXAMINATION OF LOCAL SCHEMES, STRATEGIES & POLICIES 26 9.0 ASSESSMENT OF DEVELOPMENT PATTERNS 36 10.0 IDENTIFICATION OF OPPORTUNITIES & CONSTRAINTS 42 11.0 SUMMARY, CONCLUSIONS & RECOMMENDATIONS 50

FIGURES:

1. Study Area 2. Zone Density 2006 3. Density Ratio 2006 4. Major Residential Developments Underway or Planned 5. Possible Future Development Sites

* * *

A STUDY OF LAND USE PATTERNS & RESIDENTIAL DENSITIES IN THE WESTERN SUBURBS

For WESROC, the City of Fremantle & the Town of Cambridge – July 2008

1.0 INTRODUCTION

This report was commissioned in October 2007 by the Western Suburbs Regional Organisation of Councils (WESROC). WESROC is made up of the local governments of Claremont, Cottesloe, Mosman Park, Nedlands, Peppermint Grove and Subiaco.

As the result of a subsequent request from the City of Fremantle and the Town of Cambridge, the report study area also includes reference to North Fremantle and all of the Town of Cambridge. (See Figure 1 over the page.)

The report represents the research and findings of a “desktop” study of land use and residential densities in the western suburbs of Perth.

Notes:

(i) Comparisons of data in the various Tables have been made to either the City of Fremantle LGA, or to North Fremantle (north of the river), depending upon the usefulness of the result, or the availability of data. (ii) The Town of Cambridge was created out of the old City of Perth in 1994. It was therefore not possible to obtain 1981 census data for the Town. (iii) It has not been possible to obtain comparative 1981 data for North Fremantle from the ABS. (iv) For the purposes of this report the term “Western Suburbs” means the six WESROC group members plus the Town of Cambridge and North Fremantle in the City of Fremantle.

2.0 BACKGROUND

At its March 2007 meeting, the WESROC Board resolved “that a stocktake of current and anticipated land uses/densities and the implications of population change across the (WESROC) region be given priority.”

Member Councils are variously involved in town planning scheme reviews and amendments, development proposals and strategic planning where issues of land use, residential densities and housing diversity arise.

At a macro level, the issues relate to the contribution the member Councils make towards meeting regional planning objectives for managing the Metropolitan Region, and at a micro level, the issues relate to functional suburbs with access to transport and services, amenity/character and lifestyle/liveability considerations.

3.0 STUDY CONTEXT

Research undertaken by the State Government as part of the development of Network City (see later section), and other Census data has shown that:

• the demand for housing is growing faster than the population by 2% per annum; • 22.9% of West Australians live alone; • it is expected that one and two person households will rise from 50% of all households (2001) to 63% by 2016; • only 8.1% of housing stock in WA is apartments or units;

Final Draft Report July 2008 1

• household occupancy in WA has declined from 3.1 persons per dwelling in 1976, to 2.6 in 2006; • during the same period the average number of bedrooms per dwelling has increased from 2.8 to 3; • actual housing diversity in WA has declined since 1981, and multi-unit housing stock is proportionally lower now than in 1996.

For comparison purposes, the following table illustrates housing stock characteristics in various areas of Perth and Australia.

TABLE 1 – Housing Characteristics, Perth and Elsewhere in Australian Cities

Perth Inner/ Outer Subi Fre- East Manly St Metro Middle LAs in Centro mantle Perth (Sydney) Kilda LAs in Perth (Melb.) Perth Single 78% 67% # 91% 26% 43% 5% 12% 9% Dwellings Semi/Townhouses 13% 19% 7% 53% 31% 11% 11% 11% Flats & 9% 14% 2% 22% 26% 84% 77% 80% Apartments

Source: DPI August 2007, May 2008 Note # : The figure for the WESROC LAs is 65%

This Table shows:

• the higher housing densities that occur in inner and middle Perth, compared with outer Metropolitan suburbs; • low density housing still dominates in inner and middle Perth suburbs; • East Perth and Subi Centro have quite different housing forms; • Fremantle has a reasonably even distribution of housing forms; • a close correlation exists between the housing characteristics of East Perth, Manly and St Kilda.

Relative Sizes of the Western Suburbs Municipalities

The constituent Councils vary greatly in area.

• Town of Cambridge - 22.0 sq km • City of Nedlands - 20.6 sq km • City of Fremantle - 18.9 sq km • City of Subiaco - 7.1 sq km • Town of Claremont - 4.9 sq km • Town of Mosman Park - 4.3 sq km • Town of Cottesloe - 4.0 sq km • Shire of Peppermint Grove - 1.5 sq km ______

Total area = 83.3 sq km

Final Draft Report July 2008 2

4.0 PURPOSE & SCOPE OF THE STUDY

The aim of the Study is to gauge the effectiveness of planning for the sub-region in terms of regional and local objectives for creating concentrated urban activity/employment locations, accommodating population growth, and providing housing choice.

This is a broad brush Study for comparison with DPI/WAPC proposals under Network City towards satisfying population, housing and employment targets, to allow the member Councils to consider how well their districts and the sub-region perform in this regard.

The Study emphasis is on population and housing rather than employment, but nevertheless that aspect is recognised as important, and has been examined in relation to planning for activity centres and the economic wellbeing of the communities.

Over the past few decades regional planning for Perth has focused on policies to contain urban sprawl by urban consolidation, urban renewal, increased residential densities and infill housing development. This has evolved into a prescription for more integrated urban development coordinating land use, transport, open space, etc. The concepts of sustainability and liveable neighbourhoods have also emerged. The current Network City vision is for a more complex and diverse or multi-faceted metropolis based on the concept of activity centres and corridors, transit-orientated developments and mixed use, walkable urban villages.

5.0 REGIONAL PLANNING POLICY LITERATURE REVIEW

The Planning and Development Act 2005 requires that “….. every local government in preparing or amending a local planning scheme ….. is to have due regard to any State planning policy which affects its district …..”. That is, the State’s broad regional planning framework is to be translated into detailed local planning, implemented through the statutory process.

State Planning Framework Policy (2006)

This policy brings together existing State and regional policies and plans which apply to land use and development in WA into a State Planning Framework. It also restates and expands upon the key principles of the State Planning Strategy in planning for sustainable land use and development.

The State Planning Framework unites existing State and regional policies, strategies and guidelines within a central framework which provides a context for decision-making on land use and development in WA. It informs the WAPC, local governments and others involved in the planning process on those aspects of State level planning policy which are to be taken into account, and given effect to, in order to ensure integrated decision-making across all spheres of planning.

State Planning Policy No. 3 – Urban Growth and Settlement (2006)

This policy sets out the principles and considerations which apply to planning for urban growth and settlement in WA, and aims to facilitate sustainable patterns of urban growth and settlement by setting out the requirements of sustainable settlements and communities, and broad policies for accommodating growth and change. This policy is to be taken into account when local governments prepare local planning strategies and town planning schemes.

The need for the preparation of this policy was driven by the rapid growth of the State, which has seen the population almost double over the past 30 years. The most rapid growth is occurring in the Perth region and along the coast.

Final Draft Report July 2008 3

There is an increasing recognition that the spread of urban development intensifies pressures on valuable land and water resources, imposes costs in the provision of infrastructure and services, increases dependence on private cars and creates potential inequities for those living in the outer suburbs where job opportunities and services are not so readily available.

While the majority preference is still for the suburban home, community expectations and preferences are also changing towards more compact patterns of development. Households are becoming more diverse, the population is ageing and there is a significant and increasing proportion of smaller households seeking a wider range of housing types other than the conventional suburban home. More people are being attracted to compact, mixed use developments freeing them from maintaining large gardens and dependency on their car.

The policy recognises that in some existing suburbs there are factors which will inhibit higher density developments such as the established neighbourhood character, available infrastructure and services and community sentiment. “State and local governments, developers, service providers and the community need to work together to support more consolidated development in appropriate locations where consistent with neighbourhood character and where the necessary services are available or can be provided.”

The following policy measures are articulated in SPP3:

• Supporting higher residential densities in and around neighbourhood centres, high frequency public transport nodes and interchanges; • Clustering retail, employment, recreational and other activities which attract large numbers of people in activity centres around major public transport nodes so as to reduce the need to travel, encourage non-car modes and create attractive, high amenity mixed use urban centres; and • Providing access for all to employment, health, education, shops leisure and community facilities by locating new development so as to be accessible by foot, bicycle or public transport rather than having to depend on access by car.

SPP3 states that “Future metropolitan growth will be planned and managed in accordance with Network City.”

Draft State Planning Policy – Network City (2006)

Principles of Network City

Network City is the metropolitan strategy for Perth and Peel, and supersedes Metroplan.

It embodies the metropolitan land use strategy, the metropolitan transport strategy, a whole- of-government approach, a commitment to partnerships with local governments and a commitment to plan with communities.

The objectives of Network City are to:

• deliver urban growth management; • accommodate urban growth primarily within a Network City pattern, incorporating communities; • align transport systems and land use to optimise accessibility and amenity; • deliver a safe, reliable and energy-efficient transport system that provides travel choice; • protect and enhance the natural environment, open spaces and heritage; • deliver for all a better quality of life, building on our existing strengths; • plan with the communities; • ensure employment is created in centres; • deliver a city with ‘urban’ energy, creativity and cultural vitality; and • provide a city plan that will be implemented, provide certainty and deliver results.

Final Draft Report July 2008 4

The key elements of Network City applicable to the western suburbs of Perth are:

• consolidating residential development in existing areas; • giving priority to infill development in established urban areas, particularly through urban regeneration and intensification of development of underutilised urban land, while respecting neighbourhood character; • locating higher residential densities in locations accessible to transport and services, such as in and around the CBD, regional and district centres, activity corridors and higher education campuses, and in selected areas of high amenity on the coast and river foreshores; • concentrating commercial, health, education, entertainment and cultural developments in and around activity centres and corridors with good access to public transport and which are easily accessible for the catchment population; • developing an integrated land use and transport network which reduces car dependence and broadens travel options, makes it easier for people to use public transport, or walk or cycle to their destinations, and establishes defined transport corridors as the major network for the movement of goods and people; and • protecting biodiversity and areas of environmental significance, and promoting the concept of an interlinked system of regional and local open space.

A number of priority tasks are identified. These include:

• determining local population, housing and job targets – this will involve determining and applying methods for setting these and other targets collaboratively (this work is underway); and • developing the various concepts contained in Network City – this will involve determining the character, location and management of activity centres, activity corridors and transport corridors.

“Activity Centres” are locations where a range of activities are encouraged: for example employment, retail, living, entertainment, higher education and specialised medical services. Strong centres at each end of the “activity corridors” support an effective public transport system in both directions along the corridor.

“Activity Corridors” are connections between activity centres that provide excellent, high frequency public transport. These corridors are not designed to be high speed through-traffic corridors, and have a variety of land uses that support public transport.

“Transport Corridors” provide routes for higher speed through-traffic, in particular truck routes and express bus services.

For example, the Perth to Fremantle rail line/Railway Road is defined as an Activity Corridor with a number of Activity Centres located along its length – Subiaco, Claremont and Cottesloe.

Stirling Highway is defined as a Transport Corridor, which gives direct access to Thomas Street/Winthrop Avenue (an Activity Corridor) and Other Activity Centres such as UWA and QE2.

Network City set “aspirational targets” of 60% new dwellings in existing urban areas and 40% in new urban areas, aimed at changing the spatial distribution and form of housing over the long-term through “local dialogue to fit with local constraints, opportunities and community aspirations”.

Implementation of Network City Principles

DPI officers have conducted workshops involving inner and middle sector local authorities (including WESROC members in May 2007) to discuss population, housing and job targets, one of the priority tasks identified in the Network City document. Papers and workshop outcomes have been produced and circulated.

Final Draft Report July 2008 5

It is understood that DPI officers will be consulting further with the Western Suburbs Councils during 2008, when some indication of targets will be revealed.

Development Control Policy 1.6 – Planning to Support Transit Use and Transit Orientated Development (2006)

This policy seeks to maximise the benefits to the community of an effective and well-used public transit system by promoting planning and development outcomes that will support and sustain public transport use.

The objectives of the policy are:

• to promote and facilitate the use of public transport as a more sustainable alternative to the private car for personal travel, to enhance community accessibility to services and facilities, including employment opportunities, community services and recreational facilities, and to improve equity in accessibility for those who do not own or have access to a car; • to encourage spatial patterns of development that make it easier to plan and efficiently operate public transport services, and for the existing and potential users of public transport to access those services; • to encourage balanced public transport ridership along transit corridors by creating places that are destinations as well as points of departure; • to ensure the optimal use of land within transit-orientated precincts by encouraging the development of uses and activities that will benefit from their proximity and accessibility to public transport, and which will in turn generate a demand for the use of transit infrastructure and services; • to ensure that opportunities for transit supportive development are realised, both on public and privately-owned land, and that transit infrastructure is effectively integrated with other development, to maximise safety, security and convenience for transit users; and • to promote and facilitate walking and cycling within transit orientated precincts by establishing and maintaining high levels of amenity, safety and permeability in the urban form, and to promote and facilitate opportunities for integrating transport modes by creating opportunities for convenient, safe and secure mode interchange.

The policy sets out a range of policy measures grouped under the headings of:

• transit-supportive development patterns (e.g., walkable, direct street patterns, diversity of lot sizes, etc.); • appropriate land use to support transit; • the public domain in transit-orientated precincts (e.g., quality streetscapes, continuity of footpaths, climate moderating measures, etc.); • transit-supportive design (e.g., robust, adaptive building design, facilitation of access to transit facilities, land uses that promote interest, interaction and activity, etc.); • integrating transit infrastructure into the surroundings; and • undertaking comprehensive precinct planning of transit-orientated precincts.

Appropriate land uses to be encouraged within public transport precincts include:

• medium to high density residential development and accommodation for groups dependent on public transport such as the aged, socio-economically disadvantaged and those with disabilities; • commercial development such as retail and office uses; • intensive recreation, education and leisure activities; • other uses likely to attract significant employment.

Final Draft Report July 2008 6

At the same time, there should be a presumption against some land uses within public transport precincts such as:

• low intensity commercial uses such as showrooms and showroom-warehouse development; • warehouses; • general industry with extensive land needs; • low density residential development; • public utilities and drainage reserves; and • large areas of undeveloped public open space.

“In preparing town planning schemes, opportunities for the intensification and diversity of land uses within public transport precincts should be maximised. It is recognised that station precincts differ in the potential for intensification of land use. Local Governments should establish priorities for planning and future development in precincts based on such factors as:

• proximity to Perth City Centre and other Strategic Regional Centres; • the amount of available vacant land; • existing building age and redevelopment potential; • existing commitments such as heritage that preclude change; and • the cost of servicing new development.”

Other matters of particular relevance to this report contained in the Policy include the following:

• “medium density” means R30 and higher; • local governments, when reviewing and amending their town planning schemes, will be required by the WAPC to indicate the manner in which the land use proposals within a public transport precinct will be consistent with the Policy; • in the preparation of a local planning strategy local government should demonstrate the means by which higher density residential development and a diversity of land uses can be encouraged in public transport precincts.

The WAPC’s Network City reinforces the objectives and requirements of Policy No. DC 1.6, and outlines strategies and actions which are aimed at accommodating urban growth primarily within “Activity Corridors” (such as the Perth-Fremantle railway line/Stirling Highway).

The policy concludes with an implementation section which sets out the WAPC’s proposed roles in facilitating these measures.

State Planning Policy No. 4.2 – Metropolitan Centres Policy (2000)

The policy provides a regional planning framework to coordinate the location and development of retail and commercial activities in the Metropolitan region. It is mainly concerned with the distribution and design of commercial activities at the regional and district levels.

The policy defines a hierarchy of centres throughout the region, comprising

(i) the Perth Central Area, (ii) Strategic Regional Centres, (iii) Regional Centres, (iv) District Centres, (v) Neighbourhood Centres, (vi) Local Centres, and (vii) Traditional “Mainstreet” Centres.

Final Draft Report July 2008 7

Within the Western Suburbs:

• Claremont (Bay View Terrace) and Subiaco (Rokeby Road/Hay Street) are both defined as “Regional Centres”, with a traditional Main Street character. • Cottesloe (Napoleon Street/Stirling Highway) and Floreat Forum are defined as “District Centres”.

“Regional Centres” are to be planned and developed as multi-purpose centres for retail, office, community and entertainment facilities. Retail floor space is capped at 50,000 sq.m NLA. Their preferred location is adjacent to primary road(s), rail station and major public transport services.

“District Centres” are to be planned and developed as centres for weekly retail, service and community facilities. Retail floor space is capped at 15,000 sq.m NLA. Their preferred location is adjacent to district distributor road(s) and public transport services.

Other Documents

“Housing Policy in the Perth Region (Density and Form)” AIUS 1983

This report contains a large quantity of valuable data and other research relating to demographics and dwelling types, much of it broken down into individual local government areas. It allows new researchers to compare current situations to those existing in the early 1980s.

Of particular interest are the identified challenges present at the time the report was written, including:

• a lack of housing opportunities for low income earners; • a lack of variety and choice in the housing stock for the consumer; • changing lifestyles and household types and sizes; • possible effects of petrol price increases on location preferences; and • the high cost of housing.

Twenty-five years on and similar concerns prevail.

Another issue identified in the report was the falling population of the inner areas. This is now no longer the case, due to several factors such as higher residential codings applicable in many areas, the introduction of more mixed use developments, and the active pursuit by most inner city local governments and the State Government of infill residential development on underutilised or vacant land.

While household sizes continue to fall (but lately more slowly), the number of dwellings being built in the inner city areas, including the western suburbs, continues to rise. The State Government through Network City is now endeavouring to encourage the development of more infill development in the inner areas through a focussed regional strategy.

WESROC Railway Stations Study Report March 2005

This was a report prepared by a private town planning consultant on behalf of the Western Suburbs Planners Working Group, which was requested to prepare an information paper for WESROC on possible redevelopment/renewal options, including densification of development along the railway corridor of the Perth to Fremantle line.

WESROC requested that the paper consider opportunities and constraints to providing for development on land both within and adjacent to this transport corridor in a holistic way and from a regional perspective, taking into account current town planning scheme provisions.

Final Draft Report July 2008 8

The objective was to assist western suburbs Councils to develop a regional perspective on issues which will increasingly impact on them locally, and to assist them in dealing with the State Government.

The extent of the study was determined by the willingness of the affected local governments to contribute financially to funding the study. This meant that the stations and their catchments eligible for study were identified as those lying between, and including, Victoria Street Station and West Leederville Station.

Conclusions

The brief research undertaken during the study showed that redevelopment options for railway reserve land, and land within the railway station catchment areas along the railway line were limited to a few key stations where underutilised land, mostly in public ownership, could be freed up over time to permit appropriate transit orientated development to occur.

Notions of blanket increases in densities of existing residential areas within an 800m radius around stations were considered unrealistic, unmindful of heritage and character values and community wishes, and would not necessarily lead to greater train patronage.

It certainly would, however, encourage widespread demolition of existing quality housing and the amalgamation of lots, which would change entirely the existing character of many communities which, at present, are quite comfortable with their existing circumstances.

The study concluded that the alternative and more modest, achievable, proposal of increasing densities in some limited areas and setting aside areas close to rail stations for housing the socio-economically disadvantaged and disabled, sole-person households as well as aged persons, would make far more sense. However, simply increasing densities without some clear housing objectives could be seen as tokenistic, and unlikely to produce any significant benefits in terms of potential train ridership or sustainability.

The study found that there are very few residential areas along the Perth to Fremantle railway line where housing quality is so poor that wholesale redevelopment would be welcomed by landowners. At the same time, there are very few “brownfield” sites adjacent to the railway line capable of redevelopment, such as more commonly occurs in Europe and the United States. The old Jolimont industrial area was one, and that has already been redeveloped (partly) under TOD principles by the Subiaco Redevelopment Authority.

However, in strategic planning terms, far greater opportunities exist in the Western Suburbs for increasing the destination role of some stations. This could be achieved by increasing employment-generating businesses, major recreational facilities, and secondary and tertiary educational facilities on underdeveloped land in close proximity to some key stations.

These opportunities exist primarily in the vicinity of Cottesloe, Claremont, Karrakatta and Shenton Park Stations. The areas available vary greatly in scale.

The study also concluded that opportunities should be taken to increase park ‘n’ ride facilities at appropriate, strategically-located stations.

WESROC Stirling Highway Study

WESROC has previously identified the need to develop a strategic vision for the future of the Stirling Highway corridor. The scope of the project was the Stirling Highway corridor from its intersection with Winthrop Avenue Nedlands through to McCabe Street Mosman Park.

The purpose of the project was to develop and agree on a vision for Stirling Highway, develop integrated land use and transport solutions that applied across the WESROC Councils, and to address potential funding implications.

Final Draft Report July 2008 9

The project was overseen by a steering committee which was comprised of CEOs and Directors of WESROC Councils, as well as staff from DPI, MRWA and UWA. The agreed objective, as developed by the steering committee, was to “enhance Stirling Highway as a regional link offering a strong sense of identity and amenity offering improved functionality”.

The steering committee agreed on generic concepts for the Highway, including:

• landscaping within and beside the Highway Reserve; • median treatments; • land use integration; • drainage; • access (including pedestrian and cycle access, control of access and parking); • utilities; • footpaths; • public transport; • lighting, advertising & shop signage; and • street numbering.

One of the recommendations from the WESROC report was to “promote Stirling Highway as an activity corridor under Network City”. The report also noted that DPI intends to conduct a study that will examine and assess access arrangements, land uses and development standards for each street block (to a street block back from the Highway) along the length of Stirling Highway. It is anticipated that the DPI study will use WESROC’s agreed “vision” for Stirling Highway as a starting point.

It is noted that since 1990 there have been more than 20 studies of various aspects of Stirling Highway carried out on behalf of MRWA/DPUD/DPI/WESROC/DHW and a local authority.

Final Draft Report July 2008 10

6.0 ANALYSIS OF DEMOGRAPHIC & HOUSING TRENDS

Demographics

TABLE 2: Population Changes in the Western Suburbs 1981 ~ 2006

1981 1986# 1991 1996 2001 2006 Change 1981 to 2006 Town of Claremont 7,786 6,955 8,492 8,329 8,562 8,941 + 14.8% Town of Cottesloe 6,310 6,118 6,847 6,614 6,823 7,257 + 15.0% Town of Mosman Park 6,639 6,266 7,017 7,047 7,732 8,251 + 24.3% City of Nedlands 18,572 16,692 18,482 18,818 21,047 20,334 + 9.5% Shire of P’mint Grove 1,459 1,150 1,412 1,535 1,523 1,580 + 8.3% City of Subiaco 12,838 13,526 13,993 13,711 15,189 16,380 + 27.6% TOTAL WESROC 53,604 50,707 56,243 56,054 60,876 62,743 + 17.0% North Fremantle N/A N/A N/A N/A 2,253 2,585 + 14.7% [2001-‘06] Town of Cambridge N/A N/A 21,739 22,706 22,859 23,753 + 9.3% [1991-‘06]

Source: ABS - Excludes overseas visitors

Note # : The 1986 census was undertaken during a school holiday period, which would account partially for the apparent “dip” in many Perth suburban populations for that year.

Comment:

Over the past 25 years the City of Subiaco and the Town of Mosman Park have been the two fastest growing municipalities. During the same period the City of Nedlands and the Shire of Peppermint Grove were the slowest growing municipalities.

Subiaco’s population has been boosted by the recent development of Subi Centro, and Mosman Park’s population has been increased largely due to the Buckland Hill development (initially) and more recently the Mosman Waters, Swansea and Minim Cove developments.

North Fremantle’s population increased significantly during the last intercensal period.

TABLE 3: WAPC Population Projections to 2021

Projected Population Change 2004 - 2021 Town of Claremont +300 (+ 3.2%) Town of Cottesloe +200 (+ 2.7%) Town of Mosman Park + 700 (+ 8.2%) City of Nedlands + 500 (+ 2.3%) Shire of Peppermint Grove + 100 (+ 6.2%) City of Subiaco +1,100 (+ 6.9%) City of Fremantle # +2,300 (+ 8.8%) Town of Cambridge + 200 (+ 0.8%)

Source: WAPC, Population Report No. 6 – November 2005 “Western Australia Tomorrow” Figures in blue and red are the extremes. Note #: 2021 projections not available for North Fremantle.

Comment:

The WAPC forecasts that most population growth in gross numbers in the participating local authorities over the coming period to 2021 will occur in the Cities of Fremantle and Subiaco. In percentage terms the City of Fremantle, the Town of Mosman Park and the City of Subiaco

Final Draft Report July 2008 11 are predicted to enjoy the greatest growth. (These municipalities still have remaining areas of underutilised/vacant land which are currently being redeveloped for housing.) Recent development proposals in North Fremantle (outlined later in this report) should see the City of Fremantle experience an even greater increase in population than shown in these forecasts.

The WAPC forecasts the lowest percentage growth to occur in Cambridge, Nedlands, Cottesloe and Claremont. However, the growth projection for Claremont is very likely to be an underestimation, given the current major redevelopments taking place in the town centre, and likely future redevelopment of the North-east Precinct. The Town of Claremont is estimating the population of the municipality could increase by between 3,750 and 5,000 by 2013.

Similarly, the projections for Cambridge probably did not take into consideration the Perry Lakes and Ocean Mia developments.

TABLE 4: Age of Population 2006

0-4 5-14 15-24 25-54 55-64 65 Median years years years years years years + age of persons Town of Claremont 3.8% 11.2% 17.9% 34.7% 13.0% 19.4% 42 Town of Cottesloe 5.7% 11.1% 13.9% 40.5% 14.1% 14.8% 40 Town of Mosman 5.1% 12.0% 16.5% 40.2% 11.7% 14.5% 38 Park City of Nedlands 5.3% 14.6% 16.1% 36.2% 12.0% 15.9% 40 Shire of Peppermint 3.3% 17.8% 20.8% 33.1% 11.7% 13.4% 39 Grove City of Subiaco 4.8% 7.8% 18.4% 44.7% 11.9% 12.4% 36 City of Fremantle 5.1% 9.2% 11.5% 45.8% 12.7% 15.7% 41 North Fremantle 4.6% 6.5% 10.3% 44.8% 18.3% 15.4% 43 Town of Cambridge 6.6% 13.7% 13.3% 40.6% 10.2% 15.7% 39 Perth Metro Region 6.2% 13.3% 14.8% 42.9% 10.7% 12.0% 36

Source: ABS Figures in blue and red are the extremes.

Comment:

• The locality of North Fremantle has the “oldest” population, while the City of Subiaco has the “youngest”. All municipality populations except Subiaco have a median age in excess of the Perth region average. • The Shire of Peppermint Grove, the Town of Cambridge and the City of Nedlands have more young people (under 15) than the other local authorities, and close to the Perth average. • The City of Fremantle (and North Fremantle) and City of Subiaco have the highest proportion of residents in the middle range (25-54), and above the Perth average. North Fremantle has the fewest young people (under 15). • North Fremantle has by far the highest percentage of “baby boomers” (55-64), well above the Perth average. • The Town of Claremont has the highest number of older and elderly residents (65+), well above the Perth average. Subiaco has the lowest. All of the eight participating LAs have a greater percentage of older and elderly residents than the Perth region average.

Final Draft Report July 2008 12

Housing Characteristics

TABLE 5: Household Type – Occupied Private Dwellings 2006

Separate Semi-detached, Flat, Unit or Other Not Stated House Row or Terrace Apartment Dwellings House, Townhouse etc. Town of Claremont 56.6% 18.3% 25.0% 0.1% 0.1% Town of Cottesloe 68.9% 9.6% 21.1% 0.1% 0.2% Town of Mosman Park 59.3% 11.8% 28.7% 0.2% 0.0% City of Nedlands 83.5% 6.4% 9.7% 0.0% 0.4% Shire of P’mint Grove 75.8% 10.2% 11.7% 2.3% 0.0% City of Subiaco 46.7% 19.6% 33.6% 0.1% 0.0% City of Fremantle 63.7% 19.0% 15.3% 2.0% 0.0% North Fremantle 42.3% 35.6% 22.1% 0.0% 0.0% Town of Cambridge 79.6% 10.3% 9.7% 0.2% 0.1%

Source: ABS Figures in blue and red are the extremes.

Comment:

• Single dwellings constitute the highest proportion of housing type in each of the municipalities, except for North Fremantle and Subiaco. The City of Nedlands, Town of Cambridge and the Shire of Peppermint Grove having the greatest percentage of single dwellings. North Fremantle has the lowest percentage of single dwellings – 42.3%. • North Fremantle has the most even spread of dwelling types, and the highest percentage of semi-detached/row/terrace/townhouses. • North Fremantle and Subiaco have the greatest housing choice available in the Western Suburbs. • The City of Nedlands has the lowest variety and choice of housing types, followed by the Town of Cambridge.

TABLE 6: Household Type – Change in Housing Stock Type 1981 ~ 2006

Separate dwellings as a Separate dwellings as a Change %age of total housing %age of total housing 1981 ~ stock - 1981 stock - 2006 2006 Town of Claremont 60% 56.6% - 3.4% Town of Cottesloe 66% 68.9% + 2.9% Town of Mosman Pk 57% 59.3% + 2.3% City of Nedlands 83% 83.5% + 0.5% Shire of P’mint Grove 79% 75.8% - 4.2% City of Subiaco 54% 46.7% - 7.3% North Fremantle N/A 42.3% N/A Town of Cambridge N/A 79.6% N/A

Source: Town Planning Department of WA (1981) & ABS (2006)

Comment:

Since 1981 the municipalities of Claremont, Peppermint Grove and Subiaco have all experienced a decline of single dwellings as a proportion of their total housing stock, and a comparable growth in medium-density housing. During the same period Nedlands, Cottesloe and Mosman Park have seen an increase in single dwellings as a proportion of their housing stock. Subiaco has experienced the largest growth in medium-density housing, mostly due to the development within and around the town centre.

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TABLE 7: Household Type - Occupied Private Dwellings – Change in Housing Stock Type 2001 ~ 2006

Separate dwellings as a Separate dwellings as a Change %age of total housing %age of total housing 2001 ~ stock - 2001 stock - 2006 2006 Town of Claremont 54.1% 56.6% + 2.5% Town of Cottesloe 62.0% 68.9% + 6.9% Town of Mosman Pk 56.0% 59.3% + 3.3% City of Nedlands 82.2% 83.5% + 1.3% Shire of P’mint Grove 78.6% 75.8% - 2.8% City of Subiaco 48.2% 46.7% - 1.5% North Fremantle 43.8% 42.3% - 1.5% Town of Cambridge 79.3% 79.6% + 0.3%

Source: ABS

Comment:

• Since 2001 the municipalities of Claremont, Cottesloe, Mosman Park, Nedlands and Cambridge have all experienced an increase in separate dwellings as a proportion of their total housing stock. This means that other forms of housing have declined as a proportion of their total housing stock. • During the same period Peppermint Grove, Subiaco and North Fremantle have experienced a decrease in single dwellings as a proportion of their housing stock and a comparable growth in medium-density housing.

TABLE 8: Household Type – %age of Private Dwellings Unoccupied on Census Night 2006

Unoccupied Private Dwellings as a %age of Total Dwellings Town of Claremont 12.6% Town of Cottesloe 12.5% Town of Mosman Park 9.4% City of Nedlands 9.3% Shire of Peppermint Grove 9.9% City of Subiaco 10.2% North Fremantle 12.8% Town of Cambridge 7.7%

Source: ABS

Comment:

These households were not counted in Tables 5, 6 & 7 above. The Towns of Claremont and Cottesloe and North Fremantle had the highest proportion of unoccupied dwellings on census night. The Town of Cambridge had the lowest. The reason is unknown.

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TABLE 9: Total Number of Dwellings 1981 ~ 2006 WESROC Councils

Total Number of Total Number of Change 1981 ~ 2006 Dwellings (incl. Dwellings (incl. unoccupied & not unoccupied & not stated) - 1981 stated) - 2006 Town of Claremont 3,078 4,299 + 1,221 (+39.7%) Town of Cottesloe 2,920 3,422 + 502 (+17.2%) Town of Mosman Pk 2,816 3,845 + 1,029 (+36.5%) City of Nedlands 6,412 7,963 + 1,551 (+24.2%) Shire of P’mint Grove 513 587 + 74 (+14.4%) City of Subiaco 6,072 8,719 + 2,647 (+43.6%) TOTAL 21,811 28,835 + 7,024 (+32.2%)

Source: ABS Figures in blue and red are the extremes.

Comment:

• Since 1981 all the WESROC local authorities have experienced a net gain of dwellings. • Subiaco, Claremont and Mosman Park have experienced the biggest percentage gains in dwelling numbers, while Peppermint Grove and Cottesloe have experienced the smallest gains. • Collectively, the WESROC local authorities have increased dwelling numbers by 32.2% since 1981.

TABLE 10: Total Number of Dwellings 2001 ~ 2006 Western Suburbs Councils

Total Number of Total Number of Change 2001 ~ Dwellings (incl. Dwellings (incl. 2006 unoccupied & not unoccupied & not stated) - 2001 stated) - 2006 Town of Claremont 4,153 4,299 + 146 ( +3.5%) Town of Cottesloe 3,440 3,422 - 18 ( - 0.5%) Town of Mosman Pk 3,750 3,845 + 95 ( +2.5%) City of Nedlands 7,864 7,963 + 99 ( +1.2%) Shire of P’mint Grove 590 587 - 3 ( - 0.5%) City of Subiaco 7,927 8,719 + 792 (+10.0%) North Fremantle 1,222 1,362 + 140 (+11.4%) Town of Cambridge 9,704 9,895 + 191 ( + 2.0%) TOTAL 38,650 40,092 + 1,442 ( + 3.7%)

Source: ABS Figures in blue and red are the extremes.

Comment:

• During the period 2001-2006 all the Western Suburbs local authorities experienced a net gain of dwellings, except Peppermint Grove and Cottesloe. • During the same period Subiaco and North Fremantle experienced the biggest percentage gains in dwelling numbers. In absolute terms the City of Subiaco gained the greatest number of dwellings – nearly 800.

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TABLE 11: Average Occupancy Rate - Occupied Private Dwellings 2006

Average Number of Persons Per Occupied Dwellings 2006 Town of Claremont 2.38 Town of Cottesloe 2.42 Town of Mosman Park 2.37 City of Nedlands 2.82 Shire of Peppermint Grove 2.99 City of Subiaco 2.09 City of Fremantle 2.20 North Fremantle 2.18 Town of Cambridge 2.60 Perth Metro. Region 2.58 Australia 2.61

Source: ABS Figures in blue and red are the extremes.

Comment:

The Shire of Peppermint Grove, the City of Nedlands and the Town of Cambridge have the highest average occupancy rates. (They also have the highest proportion of single dwellings as a percentage of total housing stock.)

The City of Subiaco has the lowest average occupancy rate. However, all municipalities average between 2 and 3 persons per household. The Perth average is 2.58 persons per household.

For comparison purposes, the average household size in the Perth Region over the past 35 years has changed in the following manner:

• 1971 - 3.3 persons per dwelling • 1981 - 2.9 persons per dwelling • 2006 - 2.58 persons per dwelling (Source: ABS)

TABLE 12: Household Type - Occupied Private Dwellings 2006

Family Lone Person Group Household Household Household Town of Claremont 56.7% 32.1% 4.0% Town of Cottesloe 57.3% 24.5% 4.9% Town of Mosman Park 53.8% 34.0% 4.1% City of Nedlands 69.4% 21.7% 3.7% Shire of Peppermint Grove 68.1% 20.0% 3.2% City of Subiaco 46.3% 35.4% 7.8% City of Fremantle 54.5% 32.2% 5.6% North Fremantle 55.7% 31.8% 6.4% Town of Cambridge 65.8% 24.1% 3.7% Australia 67.4% 22.9% 3.7%

Source: ABS Figures in blue and red are the extremes.

Comment:

The City of Nedlands and the Shire of Peppermint Grove have the highest percentage of “family households”, just slightly above the Australian national average. The City of Subiaco and the Town of Mosman Park have the highest proportion of single person households. Subiaco also has the highest proportion of “group households”.

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TABLE 13: Tenure Type – Occupied Private Dwellings 2006

Fully Owned or Rented Being Purchased (includes rent-free) Town of Claremont 62.1% 26.4% Town of Cottesloe 59.6% 26.7% Town of Mosman Park 53.8% 35.6% City of Nedlands 69.7% 21.5% Shire of Peppermint Grove 70.5% 21.6% City of Subiaco 46.8% 42.3% North Fremantle 57.2% 35.6% Town of Cambridge 70.2% 20.8% Australia 64.8% 27.2%

Source: ABS Figures in blue and red are the extremes.

Comment:

The Shire of Peppermint Grove, the Town of Cambridge and the City of Nedlands have the highest proportion of dwellings either fully owned or being purchased, well above the Australian average. Conversely, the City of Subiaco, the North Fremantle locality and the Town of Mosman Park have the highest proportion of dwellings being rented, well above the Australian average.

Conclusions

TABLE 14: Summary Characteristics 2001 - 2006 Western Suburbs Councils

Pop. Separate Change in Occupancy Family Median Change dwellings housing rate households age of 2001- as %age of stock – (av. as %age of persons 2006 total separate persons per total 2006 housing dwellings occupied occupied stock as a %age dwelling) private 2006 of total 2006 dwellings 2001-2006 2006 Town of Cl’mont + 7.3% 56.6% + 2.5% 2.38 56.7% 42 Town of Cottesloe + 9.7% 68.9% + 6.9% 2.42 57.3% 40 Town of Mos. Pk +17.1% 59.3% + 3.3% 2.37 53.8% 38 City of Nedlands + 8.1% 83.5% + 1.3% 2.82 69.4% 40 Shire of P.Grove + 2.9% 75.8% - 2.8% 2.99 68.1% 39 City of Subiaco +19.5% 46.7% - 1.5% 2.09 46.3% 36 North Fremantle +14.7% 42.3% - 1.5% 2.18 55.7% 43 Town of C’bridge + 3.9% 79.6% + 0.3% 2.60 65.8% 39 Perth Statistical 78.1% 2.58 67.2% 36 Division

Source: ABS [Figures in blue and red are the extremes.]

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TABLE 15: Summary Characteristics 1981 - 2006 WESROC Councils Only

Pop. Separate Change in Occupancy Family Median Change dwellings housing rate households age of 1981- as %age of stock – (av. as %age of persons 2006 total separate persons per total 2006 housing dwellings occupied occupied stock as a %age dwelling) private 2006 of total 2006 dwellings 1981-2006 2006 Town of Cl’mont + 14.8% 56.6% - 3.4% 2.38 56.7% 42 Town of Cottesloe + 15.0% 68.9% + 2.9% 2.42 57.3% 40 Town of Mos. Pk + 24.3% 59.3% + 2.3% 2.37 53.8% 38 City of Nedlands + 9.5% 83.5% + 0.5% 2.82 69.4% 40 Shire of P.Grove + 8.3% 75.8% - 4.2% 2.99 68.1% 39 City of Subiaco + 27.6% 46.7% - 7.3% 2.09 46.3% 36 Perth Statistical 78.1% 2.58 67.2% 36 Division

Source: ABS [Figures in blue and red are the extremes.]

The average household size in the Perth region in 1971 was 3.3 persons. By 1981 this had decreased to 2.9, and by 2006 had decreased further to 2.6. This is due to shrinking family sizes and the greater occurrence of childless households. The conclusion to be drawn from this is that more dwellings are being required to house the same number of people.

Collectively, the WESROC local authorities have increased dwelling numbers by 7,024 since 1981 – a 32.2% increase.

However, the total population of the WESROC Councils has increased by only 9,139 between 1981 and 2006 – a 17% increase.

The total population of the Western Suburbs increased by 7,915 between 2001 and 2006 – a change of nearly 10%. All local authorities except Peppermint Grove and Cottesloe increased their housing stock numbers during that same period. Subiaco and North Fremantle increased their housing stock by the greatest numbers and percentage. During this same period the total number of dwellings in Cambridge and North Fremantle increased by 331, and their combined population increased by 1,226.

All Western Suburbs local authorities have experienced a growth in population since 1981, however Subiaco and Mosman Park have experienced the greatest growth, largely due to the development of large areas of previously vacant/underutilised land for new housing.

Despite the relatively recent development of large tracts of land for new housing (St John’s Wood and St Peter’s Square Mt Claremont), the City of Nedlands has only achieved a modest percentage increase in residents over the past 25 years.

All local authorities (except Nedlands and Cambridge) have a lower percentage of separate dwellings as a proportion of their total housing stock when compared to the Perth region. A lower figure would be expected, bearing in mind the locational, amenity, service and accessibility benefits associated with living in the western suburbs, compared to many of the outer suburbs where activity centres are fewer and more isolated from major transport routes, resulting in less demand for higher density housing.

North Fremantle and Subiaco have the greatest choice of housing stock (by far), and the City of Nedlands the lowest. Since 1981 Subiaco has greatly increased its quantity of townhouses/flats/apartments to cater for changing demographics and in response to market demand. North Fremantle and Subiaco have the highest proportion of residents in the middle range (25-54), and above the Perth average. They also have by far the fewest young people of the Western Suburbs Councils (under 15).

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Since 1981 Nedlands and Cottesloe have experienced a decrease in housing choice. [So has Mosman Park, but this is due to the development of many single dwellings (Buckland Hill, Swansea, Mosman Waters, Minim Cove) during that time, compensating for the large number of flats that were built several decades ago.]

Nedlands and Peppermint Grove have a higher proportion of family households than the Perth region average.

All municipalities except Subiaco have populations with a median age higher than the Perth region (36). Subiaco’s median age is the same. North Fremantle has the “oldest” population, followed by Claremont, Cottesloe, Nedlands, Peppermint Grove and Cambridge.

The Shire of Peppermint Grove, Town of Cambridge and the City of Nedlands have more young people (under 15) than the other Western Suburb municipalities, and close to the Perth Region average. The Town of Claremont has the highest number of older and elderly residents (65 +), well above the Perth average.

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7.0 BUSINESS, EMPLOYMENT & TRAVEL TO WORK

This section provides information on the following:

• a description of the areas within each municipality that are zoned for commercial development, as well as other sites which contain important employment generators, • workforce numbers employed in each municipality, • work force numbers resident in each municipality, • data on travel to work modes, and • a summary of the steps each local government has taken in regard to addressing commercial and employment issues, as well as travel-to-work efficiencies and initiatives.

NOTE: the data has been taken from the 2006 Census undertaken by the ABS. The individual figures do not add up to the totals provided as a number of respondents either did not go to work on Census day, or did not answer the question.

Town of Claremont

Commercial Areas & Employment Generating Sites

• The main commercial focus for Claremont is the Bay View Terrace “Town Centre”, which is a Regional Centre under SPP No. 9 Metropolitan Centres Policy. It has the potential under this Policy to accommodate up to 50,000 sq.m of NLA for shopping. • The Town also has a “Highway Zone” which straddles Stirling Highway east of Stirling Road. This permits mixed residential and commercial uses. • The Town also has two small Local Centres on Claremont Crescent Swanbourne and Ashton Avenue Graylands, and a small Light Industrial Zone on Graylands Road. • In addition to the town centre, other major employment generators within the municipality include the private schools Christ Church Grammar, Methodist Ladies College and Scotch College, as well as Bethesda Hospital and several large aged persons establishments such as the old Sundowner Centre and the expanding St Louis Retirement Village.

Employment

• A total of 2,428 people work within the municipality. • A total of 4,038 Claremont residents are employed.

Travel to Work

• 2,427 of Claremont residents travel to work by car (93% as driver). • 363 of Claremont residents travel to work by public transport (63% by train, the rest by bus). • 186 of Claremont residents walked to work. • 68 of Claremont residents cycled to work. • 232 of Claremont residents worked from home.

Town of Cottesloe

Commercial Areas & Employment Generating Sites

• The main commercial focus for Cottesloe is the Napoleon Street “Town Centre”, which is a District Centre under SPP No. 9 Metropolitan Centres Policy. It has the potential under this Policy to accommodate up to 15,000 sq.m of NLA for shopping. • The Town also has two small Business Zones, one on Railway Street Swanbourne and one on Eric Street Cottesloe.

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Employment

• A total of 1,249 people work within the municipality. • A total of 3,454 Cottesloe residents are employed.

Travel to Work

• 2,134 of Cottesloe residents travel to work by car (93% as driver). • 288 of Cottesloe residents travel to work by public transport (74% by train, the rest by bus). • 92 of Cottesloe residents walked to work. • 79 of Cottesloe residents cycled to work. • 241 of Cottesloe residents worked from home.

Town of Mosman Park

Commercial Areas & Employment Generating Sites

• The main commercial focus for Mosman Park is the mixed commercial area adjacent to the Mosman Park train station, bounded by Stirling Highway, the northern border of the municipality, Monument Street and St Leonard’s Street. Most of this area is zoned for “Business” and “Special Office – Residential”. • The Town also has two small “Business Zones” on Wellington Street and Monument Street/Lochee Street. • St Hilda’s Anglican School and Iona Presentation College are the two largest schools in the municipality.

Employment

• A total of 437 people work within the municipality. • A total of 3,776 Mosman Park residents are employed.

Travel to Work

• 2,291 of Mosman Park residents travel to work by car (93% as driver). • 398 of Mosman Park residents travel to work by public transport (76% by train, the rest by bus). • 110 of Mosman Park residents walked to work. • 50 of Mosman Park residents cycled to work. • 192 of Mosman Park residents worked from home.

City of Nedlands

Commercial Areas & Employment Generating Sites

• The major commercial centres in the City of Nedlands are located on Hampden Road Hollywood (west side) and Broadway Nedlands (west side), and the strips straddling Stirling Highway. • The City also has smaller local retail shopping areas on Waratah Avenue Dalkeith, Kirwan Street Floreat and Asquith Street Mt Claremont. • The City accommodates a large number of hospitals, schools and other institutions, such as QEII Hospital, Hollywood Private Hospital, Royal Perth Rehabilitation Hospital, Lemnos Hospital, Graylands Hospital, John XXIII College, Shenton College, Irwin Barracks, Hollywood Seniors Village and Nursing Home, Challenge Stadium and the WA Institute of Sport. • There is a small light industrial area on Carrington Street Nedlands.

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Employment

• A total of 2,510 people work within the municipality • A total of 9,362 Nedlands residents are employed.

Travel to Work

• 5,810 of Nedlands residents travel to work by car (93% as driver). • 625 of Nedlands residents travel to work by public transport (23% by train, the rest by bus). • 377 of Nedlands residents walked to work. • 239 of Nedlands residents cycled to work. • 637 of Nedlands residents worked from home.

Shire of Peppermint Grove

Commercial Areas & Employment Generating Sites

• The main commercial focus for Peppermint Grove is the commercial centre on Stirling Highway which it shares with the Town of Cottesloe. The Shire accommodates Cottesloe Central (formerly “The Grove”) shopping centre. • There is also a small commercial centre further to the south on Stirling Highway corner of Johnston Street. • Presbyterian Ladies College occupies a large site on McNeil Street in the north of the municipality.

Employment

• A total of 313 people work within the municipality • A total of 637 Peppermint Grove residents are employed.

Travel to Work

• 396 of Peppermint Grove residents travel to work by car (95% as driver). • 42 of Peppermint Grove residents travel to work by public transport (60% by train, the rest by bus). • 31 of Peppermint Grove residents walked to work. • 6 of Peppermint Grove residents cycled to work. • 59 of Peppermint Grove residents worked from home.

City of Subiaco

Commercial Areas & Employment Generating Sites

• The main commercial focus for Subiaco is the Rokeby Road/Hay Street “Town Centre”, which is a Regional Centre under SPP No. 9 Metropolitan Centres Policy. It has the potential under this Policy to accommodate up to 50,000 sq.m of NLA for shopping. • To the south and east of the Subiaco Town Centre straddling Rokeby Road and Hay Street are large areas zoned for “Commercial/Residential”. • To the north of the traditional town centre is the significant mixed commercial area located to the north of the Subiaco train station and stretching up to Salvado Road (formerly on SRA-controlled land). • The City has significant “Neighbourhood Mixed Use” centres on Hampden Road Hollywood (east side) and Broadway Nedlands (east side), as well as smaller similar centres on Onslow Road Shenton Park, and Nicholson Road Shenton Park.

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• The City also has two small Local Centres on Claremont Crescent and Ashton Avenue. • The City of Subiaco also contains very significant employment centres in UWA, Princess Margaret Hospital, and King Edward Memorial Hospital.

Employment

• A total of 7,530 people work within the municipality. • A total of 8,619 Subiaco residents are employed.

Travel to Work

• 4,410 of Subiaco residents travel to work by car (92% as driver). • 1,051 of Subiaco residents travel to work by public transport (33% by train, the rest by bus). • 866 of Subiaco residents walked to work. • 318 of Subiaco residents cycled to work. • 462 of Subiaco residents worked from home.

Commercial Policies & Strategies

The City adopted its Commercial Centres Strategy in 2004. The Strategy recognises and responds to the requirements of the Metropolitan Centres Policy for Main Street Regional Centre. The primary aim of the Strategy “is to encourage the continuing development of the network of local centres in the municipality supporting the Town Centre as the key location for shopping, recreation/entertainment and employment in the region.” The Strategy includes recommendations for the development of town centre design guidelines that have been incorporated into the preparation of the relevant aspects of the Subiaco Central Development Plan.

The City of Subiaco has also adopted an Economic Development Strategy (2005). The Strategy recognises Subiaco’s unique social, built form and economic context and describes a series of initiatives to enhance economic vitality. Core strategic objectives include:

• Promoting advanced business services, • Encouraging health and community services, • Consolidating Subiaco’s retail and hospitality sector, • Recognising the contribution of major education, sporting and medical institutions, • Enhancing the locality’s appeal to visitors, • Improving urban amenity, • Building relationships between the City and businesses, and • Increasing local employment opportunities.

Each strategic objective is accompanied by a series of actions and initiatives to improve and consolidate the City’s economic development opportunities.

The City of Subiaco has also developed a number of specific initiatives aimed at achieving more sustainable transport modes for Subiaco. The benefits being targeted include a reduction in parking pressures, decreased traffic congestion, a better pedestrian shopping environment, and a reduction in greenhouse gas emissions, air pollution and energy consumption. These initiatives include:

• Joint funding of the Subiaco Shuttle bus service that links Subiaco train station to QEII Medical Centre and UWA, • Production of the Subiaco Access and Facilities Guide in conjunction with DPI, which contains information about moving around the locality by train, bus, bike or on foot, • Commencing an Integrated Transport Strategy for the City, • Initiating the TravelSmart programme to the City, as well as TravelSmart Business, • Organising TravelSmart events,

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• Initiating a number of measures to encourage staff to use sustainable forms of transport, and • Improving walking and cycling facilities within the City.

Between 2001 and 2006 boardings on the Subiaco Shuttle bus increased by 40%. Between 2002 and 2005 boardings at Subiaco train station increased by 8.5%.

The Locality of North Fremantle (Within the City of Fremantle)

Commercial Areas & Employment Generating Sites

• The main commercial focus for North Fremantle is Stirling Highway between Coventry Parade and the Swan River. The Highway is abutted almost continuously by land zoned to allow for mixed uses and commercial development. • In addition, there are large areas in the west and north zoned for industrial development, and the south-west corner of North Fremantle is reserved for Port Installations.

Employment

• A total of 1,376 North Fremantle residents are employed. • The number of people employed in the North Fremantle area is not known. However it can be safely assumed that, due to the large areas given over to commercial, retail and industrial uses, the North Fremantle area attracts a significant number of workers.

Travel to Work

• 803 of North Fremantle residents travel to work by car (95% as driver). • 151 of North Fremantle residents travel to work by public transport (77% by train, the rest by bus). • 48 of North Fremantle residents walked to work. • 37 of North Fremantle residents cycled to work. • 102 of North Fremantle residents worked from home.

Town of Cambridge

Commercial Areas & Employment Generating Sites

• The main retail focus for Cambridge is the Floreat Forum District Centre. • The Wembley Town Centre located on Cambridge Street is the principle Local Centre. • There are several other Local Centres of lesser size scattered around the municipality, including two in City Beach (north and south), two on Cambridge Street located west and east of the Wembley Centre, as well as several much smaller Centres located along Grantham Street, on Harborne Street and on Herdsman Parade. • There are three commercially-zoned areas of varying size located in West Leederville, with two of them located adjacent to Cambridge Street. The Southport Street and Rosslyn Street commercial areas are the two most important of these. • The concentration of mixed commercial uses and medium-high density residential uses in the south-east of the municipality contrasts sharply with the low density housing and minimal commercial premises that occupy the western half of the Town.

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Employment

• A total of 3,560 people work within the municipality. • A total of 11,603 Cambridge residents are employed.

Travel to Work

• 7,369 of Cambridge residents travel to work by car (93% as driver). • 780 of Cambridge residents travel to work by public transport (27% by train, the rest by bus). • 390 of Cambridge residents walked to work. • 264 of Cambridge residents cycled to work. • 655 of Cambridge residents worked from home.

Summary of Employment & Travel to Work

TABLE 16: Employment & Travel to Work 2006

Total %age of %age of %age of %age of Total Number residents Residents Residents Residents Number of Who Travel Who Who Walk Who Working Residents to Work by Travel to or Cycle Work Within the Employed Car Work by to Work from Municipality/ Public Home Locality Transport Town of 4,038 60% 9% 6% 6% 2,428 Claremont Town of 3,454 62% 8% 5% 7% 1,249 Cottesloe Town of Mosman 3,776 61% 10% 4% 5% 437 Park City of Nedlands 9,362 62% 7% 6% 7% 2,510 Shire of 637 62% 7% 6% 9% 313 Peppermint Grove City of Subiaco 8,619 51% 12% 14% 5% 7,530 North Fremantle 1,376 58% 11% 6% 7% (unknown) Town of 11,603 64% 7% 6% 6% 3,560 Cambridge

Source: ABS

NOTE: the data has been taken from the 2006 Census undertaken by the ABS. The individual figures do not add up to the totals provided, as a number of respondents either did not go to work on Census day, or did not answer the question.

Comment:

The Town of Cambridge and the Cities of Nedlands and Subiaco have the largest working populations.

The Shire of Peppermint Grove and the Town of Mosman Park attract the lowest number of workers from outside their boundaries. The City of Subiaco attracts by far the most workers. Subiaco also has the highest percentage of resident workers who travel to work by means other than the private car (31%). Subiaco and North Fremantle workers are the highest public transport users. The Shire of Peppermint Grove has the highest percentage of employed people who work from home.

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8.0 EXAMINATION OF LOCAL SCHEMES, STRATEGIES & POLICIES

Town of Claremont

Town Planning Scheme

The Town’s current scheme is TPS3, Gazetted in May 1985. It is therefore in excess of 20 years old.

The scheme is structured in the format prevalent at the time of its drafting, with amendments made to it from time to time. Supporting the scheme is a 225-page policy manual.

It is understood that the Town is aiming to draft a new scheme during 2008, which will more closely reflect the structure of the Model Scheme Text (MST).

The great majority of the residential areas of the municipality are coded to restrict housing to low density (R25 and below). R15 and R20 are the most common codings.

There are scattered areas of R30 and R40 around the river edge where large blocks and good views combine to encourage redevelopment of older homes for unit development.

Areas of R40 are located to the north and west of the town centre, while the “Highway Zone” which straddles Stirling Highway encourages a mix of commercial and residential development, permitting residential development up to R30 west of the town centre, and R40 east of the town centre.

The scheme permits residential development up to a density of R80 within the Town Centre Zone.

Strategies, Policies, Major Projects and Future Plans

The Town has adopted a strategic “Plan for the Future 2006-2010”. This document sets out the strategies the Town has and will undertake to guide it through the nominated period ahead. “Never before has the Town been challenged by so many possible development scenarios. These challenges are driven by local social needs, private developers and the State Government’s plans, policies and strategies.”

The Town makes a valid point that the extent of the redevelopment areas – current and proposed/possible – is “huge” in such a small local government.

The sites identified for redevelopment and potential redevelopment are:

• the Town Centre, RAS Showgrounds, Claremont Football Club, PTA land, Bayview Centre, Corner Stirling Road and Highway, golf course, Lakeway Drive-in site, Swanbourne Primary School, St Louis Retirement Village, Claremont Yacht Club, UWA International School & Alfred Carson Aged Care facility (redevelopment areas); and • Scotch College, Methodist Ladies Collage, Christ Church Grammar School (potential redevelopment sites).

The Town is experiencing significant change within its Town Centre Zone, with two major developments under construction. These are:

• the Hawaiian/Multiplex mixed retail/residential development which will have 77 apartments; and • the Clough development on the north-east corner of Stirling Highway and Stirling Road, which will have 56 apartments.

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In addition, new residential subdivisions are occurring at the old Swanbourne Primary School site on Devon Road, and the old Lakeway Drive-in site on Narla Road, also in Swanbourne.

• The Swanbourne Primary School site has been subdivided into 18 lots ranging between 373 and 559 sq.m in area. • The old Lakeway Drive-in site will provide 39 single dwellings on lots ranging in size from 430 sq.m to 600 sq.m.

The Hawaiian/Multiplex site will provide 77 dwellings – 5 x 1 bedroom, 41 x 2 bedrooms and 31 x 3 bedrooms.

The Clough development will provide 56 dwellings – 45 x 2 bedrooms and 11 x 3 bedrooms.

All these sites have previously been used for non-residential purposes. Collectively, these developments will deliver a gain of approximately 190 new dwellings to the Town of Claremont.

In addition, a proposed development at the intersection of Loch and Gugeri Streets, presently occupied by commercial premises and two single dwellings, is estimated to produce 37 new dwellings.

The Town is also pursuing, with State Government assistance, the redevelopment of a large area of land (9ha) lying to the north and north-east of the town centre and Claremont railway station. This is known as the “North-East Precinct” project, and is aimed at re-planning and developing a large area of presently underutilised Crown land for housing, employment, recreation facilities and open space. The Town has requested the WAPC amend the MRS to allow structure planning to proceed.

At this early stage of planning, it is not possible to say with any certainty the likely number of dwellings that may be developed on the site. However, latest estimates propose somewhere between 1,575 and 2,825 residents could be accommodated in new dwellings of varying forms (single dwellings, apartments, town houses).

The Town of Claremont has also committed to developing a Local Planning Strategy (supported by a revised TPS and Residential Design Guidelines) that will “anticipate and respond to” State Government plans and policies including transit-orientated development, higher densities and Network City. For example, the Town is participating in the Stirling Highway Activity Corridor Study presently being undertaken by DPI, which, if adopted, could result in increased housing densities along the Highway.

It is also understood that the Royal Agricultural Society is preparing a Masterplan for the Showgrounds, which may result in the development of some commercial and residential development.

Overall, the Town of Claremont is forecasting that an increase in the Town’s population of between 3,750 and 5,000 could occur within the next five years (to 2013).

Town of Cottesloe

Town Planning Scheme

The Town’s current town planning scheme No. 2 was Gazetted in December 1988. LPS3 is currently being advertised for public comment until July 2008.

The current scheme is structured in the format prevalent at the time of its drafting, with amendments made to it from time to time. It is supported by 13 local planning policies dealing with specific matters such as building heights, reflectivity of materials, etc. The new scheme will be based on the MST.

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A large portion of the residential areas of Cottesloe are coded R20 (low density).

In the south of the municipality west of Broome Street there is a pocket of R30 land (medium density). There are also some isolated lots scattered along the beachfront, near Stirling Highway and adjacent to the railway line which are also coded for medium density housing (mostly R50).

The town centre mixed commercial area permits residential use at R100 density (high density).

Residential land abutting Stirling Highway is coded R20 with pockets of medium-density. Land surrounding the railway stations is predominantly coded R20.

Strategies, Policies, Major Projects and Future Plans

The Town of Cottesloe has adopted a Strategic Plan 2000-2010 as part of its overall municipal strategy.

In regard to the residential zones within the municipality, the Strategy aims to “balance the character and amenity of the established suburban localities of Cottesloe with distinct trends in population growth and demographic change for an adequate supply of housing choice.”

This is to be achieved by retaining the extensive areas of existing R20 and R30 density housing, by increasing a number of density codings for selected areas, by providing for mixed use residential development in the town centre, local centre and beachfront activity areas, by ensuring there is no decrease in the density of areas, by encouraging the redevelopment of older townhouse complexes and multi-storey flat developments to provide a better standard of urban design and amenity, and by retaining the traditional neighbourhood shops for local services for liveable neighbourhoods.

Under the new LPS3, it is proposed to introduce “Development Zones” to provide for additional residential development. These zones are to include railway land, as well as other strategic sites such as the Council depot site, and the Institute for the Deaf and Wearne Hostel sites. There are 5 sites identified in proposed LPS3.

The “Development Zone” placed over the railway land adjacent to the Town Centre indicates the Town’s commitment to stimulating future development of this strategic site for housing and mixed uses consistent with TOD and Network City principles. Up to 3.8 ha of developable land may be available. This project is closely linked with the Town’s vision for realigning and possibly sinking Curtin Avenue and the railway in this locality, and has the potential to provide new residential forms of a greater density and height than prevails elsewhere in Cottesloe, compatible with the Town Centre’s important role as an activity centre and transport hub. The Town of Cottesloe is actively addressing this project, and is keen to progress it in co- operation with DPI and the WAPC.

In regard to the Town Centre Zone, the Council believes that the current and proposed zoning, which includes a R100 density coding for new residential development as part of any mixed use proposal, is appropriate and “In the longer term the potential for transit-orientated development to expand or boost the town centre on a planned basis and build higher-density housing as part of it would be achievable under this zoning and density approach”.

The Residential Office Zone which functions as a mixed use buffer zone between the Town Centre and the residential areas immediately to the north will be retained, but not expanded.

As well as the opportunities for new housing within the proposed Development Zones, the Town believes that density increases/additional dwellings will be achieved by ongoing infill subdivisions/development under existing and proposed residential densities.

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Town of Mosman Park

Town Planning Scheme

The Town has recently commenced a review of its town planning scheme.

Strategies, Policies, Major Projects and Future Plans

LandCorp has been progressively developing and selling land at its Minim Cove residential estate. This former industrial land will eventually yield in excess of 150 single lots. Previous major residential developments in the municipality have included Buckland Hill, Mosman Waters and the Swansea developments.

A significantly-scaled development has been proposed for land located on Stirling Highway between Glyde and Stuart Streets opposite the Mosman Park railway station. There is an opportunity to develop a demonstration project for the type of buildings and uses that could occur along the Highway in the future. To accommodate the proposed development the Town is planning to establish a new mixed use zone to replace the existing commercial/retail zone.

This project would be consistent with Network City initiatives.

City of Nedlands

Town Planning Scheme

The City’s current planning tool is Town Planning Scheme No. 2 (TPS 2), Gazetted in April of 1985. It is therefore in excess of twenty years’ old.

The scheme is structured in the format prevalent at the time of its drafting, with amendments made to it from time to time (over 125 amendments to date).

The majority of the City’s residential areas are coded low density. There are large areas of R10 and R12.5 within Nedlands, Mt Claremont, Floreat and Dalkeith. “Old” Mt Claremont is coded R10/20 and most of Swanbourne is coded R20.

There are small areas of higher density scattered throughout the municipality, including St Peter’s Square Mt Claremont (developed), the Hollywood High School site (part-developed), and the old Swanbourne High School site (subdivided but yet to be developed).

Despite this higher density, these areas are relatively small in area, and the codings are generally R25 to R35 (i.e., low-medium density relative to the average Perth context).

Strategies, Policies, Major Projects and Future Plans

As TPS No. 2 significantly exceeds its statutory requirement for review under the Planning and Development Act 2005, a new scheme, Draft Town Planning Scheme No. 3 (Draft TPS No. 3), was prepared over the course of 2000 to 2004 with attention being focused on areas of Detailed Area Plans (DAPs) and establishing a scheme consistent with the Model Scheme Text.

After several months of deliberation, the Council agreed to forward Draft TPS No. 3 to the WAPC for permission to advertise. This referral commenced in early 2005. While the Draft scheme was being considered by the WAPC, the DPI had progressed Network City significantly which resulted in the Scheme being inconsistent with the principles of Network City. The WAPC refused to allow Draft TPS No. 3 to be advertised and directed the City to amend the Scheme so it was consistent with the objectives of Network City. The specific advice from the WAPC on the Draft Scheme included the following points:

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• Intensification of activity along Stirling Highway and other corridors such as Hampden Road; • Innovative responses to manage the expanding activity centres (including UWA and QEII); and • The provision of greater housing diversity and mixed development “in places considered most appropriate by the Council.” In November 2006 Council resolved to facilitate redevelopment of some specific areas of the City, subject to further planning to establish appropriate built form outcomes which would facilitate denser, more diverse dwelling types. Areas of varying scale and type throughout the municipality were identified, the most significant being: • The length of Stirling Highway on both sides up to a depth of approximately six residential blocks; • Lots fronting Hampden Road; • Lots on Waratah Avenue in Dalkeith; and • Lots fronting Broadway.

In 2005, the City commenced the Housing Diversity Study as part of its strategic planning process. The purpose of this study was to consider the issue of provision of “alternative housing opportunities” within the City with the objective of achieving clear principles by the end of 2005. The Housing Diversity Study facilitated local community consultation and information sessions on the Network City strategy. The Study was received by Council in July 2006. The study recommended that “….. The most suitable areas to absorb change with minimum impact on City amenity are in precincts adjacent to Stirling Highway, including Broadway. These areas can be considered for introduction of opportunity for subdivision.” In the interim the WAPC notified the City that it was suspending further processing of draft TPS3 until the City had completed the Housing Diversity Study and addressed and incorporated provisions for greater housing diversity.

Council further resolved on 28 November 2008 to establish eleven redevelopment precincts across the City in which housing diversity and redevelopment could be introduced. These areas include (listed in priority as defined by Council):

• Stirling Highway Plans a, b and c • Dalkeith • Hampden Road • Broadway Plan and University Plan • Coastal Ward Plans (being Mt Claremont, Alfred Road, Mayfair and Kirkwood Plans).

The Stirling Highway Redevelopment Area (SHRA) was commenced first with consultants being commissioned in early 2007. In March 2007, Council resolved to commence the Waratah Avenue study (known as the Dalkeith Redevelopment Area (DRA). As the DRA was significantly smaller in size, the urban design study and built form guidelines were completed earlier than the SHRA in August 2007.

The draft set of guidelines for the DRA were developed for public comment in November 2007. These illustrated possible mixed use developments of 3 to 5 storeys, with retail uses at ground level, and offices and/or residential above. The proposal was subject to significant public opposition and thus the plan was abandoned by Council in April 2008. A Steering Committee was established to develop a new plan with the involvement of the Community. The Stirling Highway Guidelines were received by Council in April 2008 for information only with no consideration for support or opposition being made by Council. The SHRA vision will be formed through public consultation in late 2008.

An example of increased density is the current redevelopment of the old Swanbourne High School site on the corner of Alfred Road and West Coast Highway. This land has been subdivided into 59 single dwelling lots, with allocated densities ranging from R20 to R30. A further 5 lots are set aside for grouped dwellings at R30 and R60, which collectively provides about 44 dwellings, giving a total yield for the site of about 103 dwellings. The former

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Hollywood High School site on the corner of Smyth Road and Aberdare Road has been subdivided and is being developed for 104 dwellings.

The Hollywood Village aged care site on Smyth Road is to undergo redevelopment. A masterplan has been approved with approx. 25% aged care units with the remainder being independent living units. A subdivision approval has recently been given for the site by the WAPC with stringent conditions.

*

The City has adopted a Local Commercial Strategy (Final Report Dec 2000) which highlighted the lack of either a Regional or District Centre within the municipality. Instead, the City’s residents access these centres in neighbouring Claremont, Subiaco, Cottesloe and Floreat.

The Strategy recommends new town planning and policy provisions to enhance and reinforce existing neighbourhood, local and mixed use/mixed business areas scattered about the municipality, with emphasis on Hampden Road, Broadway and Waratah Avenue.

Mention is also made of the need for longer-term planning for a possible future neighbourhood centre in Shenton Park (west of the railway), associated with the possible redevelopment of land in that area currently under the control of various government bodies and UWA.

Shire of Peppermint Grove

Town Planning Scheme

The Shire is currently in the process of reviewing its TPS 3, which was Gazetted in August of 1996.

The scheme is structured in the format prevalent at the time of its drafting, with amendments made to it from time to time.

The great majority of the municipality’s residential areas are coded low density R10 and R12.5. There is a strip of R40 coded land along Stirling Highway which contains some older- style walk-up flats.

The low density areas have a two storey height limit.

Strategies, Policies, Major Projects and Future Plans

The Shire has no relevant strategies, policies or plans of any significance, other than a strong desire to maintain the status quo in line with community expectations. The twin factors of very high land values coupled with a well established single residential character are likely to ensure that the current prevailing situation will remain as is.

The Shire has, however, amended its town planning scheme to prevent any more battleaxe subdivisions taking place. About 40 battleaxe lots exist at present.

City of Subiaco

Town Planning Scheme

The City’s TPS4 was Gazetted in March 2001. It is a fairly traditional Scheme in its structure and contents, with the residential areas divided into a number of precincts. Height limits apply to all residential land coded R15 to R80, with the objective of keeping development low in scale.

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The Scheme covers all of the municipality except those portions of the City administered by the Subiaco Redevelopment Authority (SRA). The land under the authority of the SRA is gradually being returned (“normalised”) to the City as redevelopment is completed. Approximately 85% of the development area has been placed back in the control of the City.

Once this normalisation is completed (expected in about 3 years’ time), the City’s TPS will need to be redrafted.

The SRA states that, once its work is completed, some 800-900 new dwellings will have been created.

Strategies, Policies, Major Projects and Future Plans

In 2006 the City adopted the Subiaco Central Development Plan (SCDP). The area covered by the Plan radiates outwards from the intersection of Rokeby Road and Hay Street, and is consistent with the WAPC’s definition of the function and extent of Subiaco as a Regional Centre.

The objectives of the SCDP are to:

• provide a framework for the development of the Subiaco main street regional centre and satisfy the requirements of State and Local Government strategies and policies; • consolidate existing reports, strategies and plans as a foundation for future investigation and planning for the area; and • ensure that future developments are sustainable and have regard to the economic, environmental and social setting within which they are located.

The objectives and initiatives associated with the SCDP are consistent with the Network City concept, including:

• fostering land use integration with public transport opportunities; • planning for local places to develop a sense of community identity; and • enhancing the amenity, safety and vitality of existing centres.

The Plan states that “With its central rail station and a variety of employment and residential opportunities centred on a vibrant main street, the Subiaco centre is a model transit orientated development and activity centre.”

The Plan is made up of development principles and a set of plans which range from broad context plans down to local precinct concept plans supporting development guidelines.

The Plan provides the basis for identifying prospective development sites around a logical framework of mixed land use, movement and public space elements and their interface with existing residential and institutional uses.

The (generally high) residential codings contained in TPS4 and which are applicable to the area covered by the Plan, are unchanged. The Plan instead concentrates on reinforcing and improving good urban design principles.

The Subiaco Redevelopment Area (known as Subi Centro) is located immediately north of the traditional Subiaco town centre. The development of land in this area is subject to the provisions of the Subiaco Redevelopment Scheme (1996) and associated planning policies, and is administered by the Subiaco Redevelopment Authority (SRA). The redevelopment of the major portion of Subi Centro has now been substantially completed and more than 80% of the former redevelopment area has now reverted to the control of the City of Subiaco.

Recommendations are included in the Subiaco Central Development Plan to better integrate some aspects of Subi Centro with the traditional town centre.

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North Fremantle (City of Fremantle)

Town Planning Scheme

The City’s current scheme is LPS4 (2007).

While most of North Fremantle west of the railway is set aside for industrial and port uses, most of the remaining land to the east is zoned for low-medium residential use. Approximately half the land is coded R25, with the rest variously coded R35 and R40, with the land located between Stirling Highway and Queen Victoria Street and south of Tydeman Street coded at R60.

Strategies, Policies, Major Projects and Future Plans

Schedule 11 of LPS4 contains provisions relating to a number of “Development Areas” located throughout the City. There are four designated Development Areas of varying scales in North Fremantle – the most significant being DA5 Leighton Marshalling Yards, DA15 Rose Hotel site and DA18 McCabe-Coventry Street. These sites are subject to Structure Planning or Detailed Area Planning to guide subdivision and development.

The following major projects within North Fremantle are presently under consideration by the City:

• 140 Stirling Highway, North Fremantle (former ‘One Steel’ site) – zoned Development Area. Currently lodged Structure Plan under assessment proposing approx. 190 apartments, density approx R60.

• 9 - 15 McCabe Street, North Fremantle – zoned Development Area. Currently lodged Structure Plan under assessment proposing approx 90 dwellings, predominantly apartments but some medium density townhouses. Council has now adopted proposed densities of up to R80 on this site.

• 130 Stirling Highway, North Fremantle (Matilda Bay Brewery site) – currently zoned Industrial in MRS and Local Scheme. Owner anticipates mixed use (predominantly residential) redevelopment when Fosters vacate at the end of their current lease in 2013. Amendment to MRS to rezone to Urban recently lodged, with concurrent Local Scheme rezoning to Development Area. Potential yield assuming residential use of 75% of site at around R40 – R60 would be approx 100 – 150 units.

• 133 – 141 Stirling Highway, North Fremantle – current MRS Amendment promoted by WAPC to rezone from Parks & Recreation Reserve to Urban. No supporting information indicating future land uses or built form in Amendment.

• Leighton development area, North Fremantle – approvals in place for Lot 2 (residential/small scale commercial) and Lot 3 (residential), application expected soon for Lot 1 (residential/hotel). Total residential yield of all three lots approx 150 -180 units.

Note: Other major residential projects elsewhere within the City of Fremantle and outside the study area presently under consideration include:

• East End Study – planning/urban design study currently under way to explore opportunities for mixed use and higher density residential development and higher quality built form in important ‘gateway’ area into CBD. Study incomplete at present.

• South Fremantle Landfill Site – 19ha former landfill site. Feasibility studies currently under way in partnership between City of Fremantle and LandCorp to explore potential for remediation/redevelopment, including some residential use. Potential for significant residential yield if a high density built form solution is acceptable and technically feasible. However, very major environmental and geotechnical issues associated with contamination and ground stability require resolution – State Government agencies (Health and DEC) have major reservations over the principle of development at this stage.

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• Lefroy Road Quarry Site – similar situation to South Fremantle Landfill Site, but contamination/geotechnical issues are less severe. Potential residential yield up to 200 dwellings depending upon built form solution adopted.

• Knutsford Street and Knutsford Street East Structure Plan areas – structure plans for predominantly residential redevelopment of current/former industrial sites adopted by Council but not yet approved by WAPC. Both propose residential development at a range of densities between R25 – R60 but some scope on limited parts of the Knutsford Street east site to increase to R100 in mixed use developments if certain design criteria are met. Multiple land ownership and infrastructure funding are likely to constrain progress, but ultimately potential yield of both areas in the range of 400 -500 dwellings.

Town of Cambridge

Town Planning Scheme

The Town’s original TPS1 was adopted in August 1998 and has been amended from time to time. In addition, Town Planning Policies have been reviewed and added since the adoption of the Scheme. The Town adopted Residential Design Guidelines in 1998, and these were reviewed in 1999, 2003 and 2005.

Under the Town’s current TPS1, the great majority of residential land is coded low density (R12.5 – R20). In general terms, City Beach and Floreat are coded R12.5, and most of Wembley is coded R20. The southern party of Wembley is coded R40 and R40/60. West Leederville has smaller lots and is coded variously R30 to R40, with some small pockets of R60. One small area of West Leederville on Cambridge Street is coded R160.

Strategies, Policies, Major Projects and Future Plans

The Town has recently initiated the development of a Local Planning Strategy, and when the Strategy is well advanced Council will make a formal decision as to whether a review of TPS1 is required.

Matters to be addressed in the proposed Local Planning Strategy will include:

• the appropriateness and suitability of current dwelling densities; • opportunities for increasing the number of dwellings in the Town; • providing for housing choice to match community needs (e.g., housing for aged and dependent persons and “empty nesters”); • opportunities for more mixed use in commercial areas; • development of larger land parcels (like the recent Ocean Mia subdivision); and • development control responses to new housing trends and sustainability/energy efficiency demands.

It is also intended to investigate the preparation of “Local Area Plans” for activity centres (such as Floreat Forum and Wembley Town Centre), and activity corridors such as Cambridge Street.

The Town has recently overseen the subdivision of surplus Council-owned land in City Beach for 66 single residential lots and two multiple dwelling lots (“Ocean Mia”).

Other vacant/underutilised areas of land such as the old nursery site on Salvado Road and Area ‘G’ on Stephenson Avenue/Rochdale Road Mt Claremont present further opportunities for possible housing development.

The Town has recently initiated a major planning study of the south-eastern portion of the municipality centred on the Rosslyn Street/Southport Street commercial areas, which are strategically located in relation to the redevelopment of Subiaco Oval at Kitchener Park, and the Oxford Street Leederville Town Centre redevelopment.

The State Government, through LandCorp, has taken responsibility for developing the old Perry Lakes Stadium site. This is a major project, which will result in the redevelopment of the land for a variety of housing types. A draft Redevelopment Plan presented to the Minister for

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Planning and Infrastructure includes a mix of single residential lots and group housing sites. It also provides a total of 126 lots, which will provide for up to 600 dwellings.

Proposed Stirling Highway Built Form Study

It is understood that in the near future the Department for Planning & Infrastructure is planning to assist the local authorities located along Stirling Highway from Nedlands to Mosman Park in preparing a study of possible future development options for the strips of land abutting the Highway. This study could address issues relevant to this report such as possible land uses, building form, access, environment/amenity and local town planning scheme provisions.

The WESROC Councils need to actively engage with DPI during all stages of this proposed study to ensure all relevant local issues are appropriately addressed.

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9.0 ASSESSMENT OF DEVELOPMENT PATTERNS

General

Most of the Western Suburbs local governments have been active in recent years in investigating, promoting or supporting new residential developments of varying forms and scales. “Diversity of housing choice” is a commonly stated goal of all the western suburbs local authorities.

The development of the old Jolimont industrial land and sinking of the railway through north Subiaco has clearly been the stand-out project in terms of its scale, the variety of housing choice being offered, the innovations achieved in mixed use developments, and the relative speed whereby this major redevelopment has occurred.

Figure 2 over the page illustrates the “zone density” that exists in the Western Suburbs.

“Zone density” is a measure of dwelling density employed by DPI to identify the relationship between the area of zoned land within a Census Collection District and the number of dwellings located on a specific zone.

This measure is calculated using the formula:

Total No. of Dwellings located on specified zone within a Defined Location (e.g. Urban Zoned land in CCD #501012) Zone Density = Total Area (hectares) of zoned land in Defined Location (e.g. Urban Zoned land in CCD #501012)

The following Figure 3 illustrates the “density ratio” that exists in the Western Suburbs.

The “density ratio” is calculated at a site level, and is a measure of actual site density and the “planned” density as specified by the R-Code.

Essentially if:

Density ratio < 1 – Actual density is lower than the R-Code density; Density ratio = 1 – Actual density is exactly the same as the R-Code density; Density ratio > 1 – Actual density is higher than the R-Code density.

This measure is calculated using the formula:

10,000sqm divided by Area Per Dwelling Density Ratio = 10,000sqm divided by R-Code average lot size

Example 1: a site coded R20 will have a “planned” density of 20 dwellings per hectare but subsequently the actual density resulted in 18 dwellings per hectare. This will result in a density ratio of 0.9 which means that the actual density is lower than the R-Code density.

Example 2: a site coded R40 will have a “planned” density of 40 dwellings per hectare but subsequently the actual density resulted in 50 dwellings per hectare. This will result in a density ratio of 1.25 which means that the actual density is higher than the R-Code density.

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Figure 2 gives an overall snapshot of the relative planned intensity of residential development in the Western Suburbs. The image clearly shows:

• the (relatively) higher density of housing in north and south Subiaco, Crawley, central Claremont, Mosman Park east of Stirling Highway, much of North Fremantle, some areas of West Leederville, and the recent Ocean Mia development in City Beach; • the large areas of low density housing throughout Nedlands south of the Highway, Mt Claremont, along the western shores of Freshwater Bay, in City Beach and Floreat; • some pockets of higher intensity housing along principle movement routes such as Stirling Highway, Cambridge Street/Salvado Road and the railway, but generally there is little correlation between the major movement routes and higher density housing; and • the large areas of land, principally in the Town of Cambridge and City of Nedlands, that are under Crown reservation and not capable of being developed for housing.

Figure 3 illustrates the large areas of the Western Suburbs that have not been developed to their R-Coded potential, even when most of these areas (e.g., most of Nedlands, Cottesloe, Claremont and Cambridge) have a very low R-Coding.

The areas coloured orange, green and light blue therefore have the (theoretical) capacity to be developed for more intensive housing. The opportunities offered by the R-Codings in the respective town planning schemes have not yet been taken up by the landowners. Some of the areas with the greatest existing spare capacity (i.e., coloured green and orange) include much of “old” and “new” Mt Claremont, parts of Crawley and Peppermint Grove, east Mosman Park, Cottesloe, Claremont west of Loch Street, parts of Nedlands north of the Highway, and parts of Wembley, Floreat and West Leederville.

Each local authority should therefore review these areas to establish whether it is appropriate – in accordance with local planning objectives and the communities’ wishes – to increase the densities in these areas.

It is interesting to note that only some of these areas are strategically located in relation to the major transport corridors.

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Individual Local Authorities

Town of Claremont

A large proportion of the Town’s land area (approx. 40-50%) is not available for housing, due to the presence of Lake Claremont and its surrounds, the Showgrounds and numerous private and public schools.

Of the land that is available, a good deal is occupied by medium-density housing and single dwellings on smaller lots. The medium-density housing is concentrated around (and soon to be within) the town centre, along and near the Highway (Anstey and Airlie Streets) and overlooking Freshwater Bay.

Due to the compact nature of the municipality, most of its dwellings are located within walking distance of either Stirling Highway and/or the railway stations.

As discussed previously, the Town is experiencing unprecedented development in its town centre, with 158 residential apartments and several thousand square metres of retail floor space currently being developed in the town centre. In addition, the Town is working with Government in developing plans for the major redevelopment of the Town’s north-east precinct. Although still in the early stages of structure planning, this project has the potential to provide a major TOD adjacent to the Claremont railway station, town centre and Stirling Highway.

Each of these projects is strategically consistent with the aims of Network City.

Town of Cottesloe

The residential areas of highest density are located along the beachfront.

The Town is keen to promote and develop its town centre (ideally sited between the Cottesloe railway station and Stirling Highway) for a wider range of mixed uses, and at a more intensive scale, consistent with the aims of Network City. However, as yet little new development of any consequence has occurred.

The most significant potential to respond to opportunities and demands for new housing areas lies in the surplus “railway lands” immediately west of the Town Centre between the railway line and existing Curtin Avenue. This strip of Government reserves represents an opportunity to resolve the realignment of Curtin Avenue and to plan a transit-orientated development in relation to the railway station and town centre. The objective is to overcome the physical divide of the railway and regional road to improve east-west connectivity and integrate the town centre with the western part of the district. At the same time housing supply and choice, mixed use and public spaces can be addressed. Three other “Development Zones” identified in proposed Local Planning Scheme No. 3 (Council depot, Wearne Hostel and Institute for the Deaf sites) are also potentially available for additional housing supply subject to prior structure planning.

Town of Mosman Park

The Town already has a significant number of older residential flats, mostly located close to Stirling Highway, and Victoria Street and Mosman Park railway stations. The area east of Stirling Highway between Boundary Road to the south, Glyde Street to the north, and Solomon Street to the east is the largest pocket of higher density housing in the western suburbs. This locality is well-placed in regard to easy access to the Stirling Highway/Perth- Fremantle railway transport corridor, as well as several retail outlets of varying scale.

The Town has also initiated the rezoning of the land located on Stirling Highway and opposite the Mosman Park railway station to permit more intensive mixed use development, consistent with Network City objectives.

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City of Nedlands

The City has the lowest density housing in the Western Suburbs. As a consequence, the range of housing choice available is also the lowest. Single dwellings on large lots are the overwhelmingly predominant housing form in the City. A height restriction of 10m (ranging from 2 to 3 storeys) across much of the City defines its built form.

Several areas across the City have rear laneways (ROWs) including ‘Old’ Mt Claremont, Dalkeith and Swanbourne, however very few areas have primary vehicle access from the rear. This differs from Subiaco and parts of old Claremont whereby their vehicle access is from the rear laneway.

As large parcels of land are made available for redevelopment (e.g. Hollywood High School or St Peter’s Square) rear laneways are being designed to aid the reduction of vehicle crossovers on the primary street.

If broad up-coding of existing low density areas without rear laneways were to occur, this situation would reduce the flexibility for re-subdividing lots, as with rear vehicular access unavailable, subdivision would be limited mainly to battleaxe or side-by-side lots, which would result in a dominance of streetscapes by double garage doors and a loss of street trees for new vehicular crossovers to the street. Increased widespread subdivision would therefore result in a distinct change to the current streetscape character that prevails throughout much of the City.

The City also contains large areas which are (currently) unavailable for housing, such as Karrakatta Cemetery, Campbell Barracks, Irwin Barracks, RPH Shenton Park Campus, UWA- owned land including land on Underwood Avenue and UWA Sports Park, Challenge Stadium, etc.

West Coast Highway and Stirling Highway are the major transport corridors traversing the City. Much of Stirling Highway is lined with single-storey showrooms, low level walk-up flat developments and offices.

The low density and scale of development on the western side of Hampden Road and Broadway (i.e., within the City of Nedlands) contrasts with the generally higher densities and greater variety of housing types available on the eastern side of those two streets (i.e., within the City of Subiaco). Housing densities around retail/commercial centres are also low, although there are some older style two storey flat developments near the Taylor Road/Stirling Highway corner within close proximity to a major supermarket.

The City has reacted to the rejection of its Draft TPS No. 3 by the WAPC by initiating major studies aimed at achieving significantly more intensive mixed use development along Stirling Highway and Waratah Avenue. Similar studies are also planned for the remaining seven redevelopment precincts including Hampden Road and Broadway. All actions are consistent with WAPC requests and Network City objectives. The City has also previously supported the development of St Peter’s Square (Mt Claremont), the redevelopment of the old Hollywood High School site and the old Swanbourne High School site for a mixture of housing, thereby providing in the latter instances alternative, appropriate uses for sites no longer needed for their original (non-residential) purposes.

Shire of Peppermint Grove

The Shire is strongly supportive of maintaining the status quo in regard to low residential density, form and scale. However the Shire is also supportive of the principles underlying the proposed plans to “rejuvenate” Stirling Highway. The Shire has a small, narrow strip of land adjacent to the Highway which is currently occupied by some walk-up flats, and at least one of the sites is undergoing redevelopment.

Final Draft Report July 2008 39

City of Subiaco

The City’s residential areas are the most densely developed of the WESROC local authorities. This is mostly due to:

• the smaller lot sizes with rear ROW access that generally prevail throughout what was once a “workers’ suburb”; • the high proportion of grouped dwellings and flats that have been developed east of Hampden Road and Broadway and close to the University of WA; and • the removal of old industrial development and sinking of the railway through north Subiaco, and the subsequent development of Subi Centro with its medium to high- density residential forms.

Higher density housing and a wide range of housing types are located near all the major destinations such as the train stations, the Rokeby Road/Hay Street town centre, Thomas Street, the Hampden Road/Broadway neighbourhood centres, QEII and the UWA campus, all consistent with Network City objectives.

North Fremantle

The North Fremantle locality contains an interesting mix of dwelling types, lot sizes and mixed use developments, mostly located to the east of the railway line. Much of the residential land is coded medium-density, and the eastern edge of Stirling Highway and parts of its western edge are zoned to permit mixed use development. Planned residential densities have been achieved or exceeded in several areas. North Fremantle has the highest percentage of semi- detached/row houses/town houses of all the eight Western Suburbs. A number of major new residential projects are also planned within the locality which will see the development of more medium to high-density dwellings.

The locality is well placed in relation to the river, the ocean and its beaches, and the Fremantle town centre. The Leighton development, located on surplus railway land west of the line, has also been a major catalyst for the emergence of North Fremantle as a desirable residential suburb for “baby boomers”.

Town of Cambridge

The Town of Cambridge has large areas of low density, single residential housing, together with a number of significant public parks and reserves, areas of bushland, and a golf course. Dwelling densities in the western half of the Town are especially low, compatible with the “garden suburb” principles which formed the original basis of the area’s development.

East of Selby Street coded densities increase to medium and high, however these planned densities (especially east of Harborne Street) are not generally being achieved. This may be due to the smaller prevailing lot sizes in these older areas, and the high cost of accumulating sufficient land to make any comprehensive developments feasible.

Stirling Highway Traffic

Stirling Highway is the major traffic-carrying route through the western suburbs. It is of interest to note the change in traffic volumes over the past three decades.

Table 13: Stirling Highway Average Daily Traffic Volumes

1976 1978 1985/86 1986/87 1998/99 2001/02 2003/04 South of Jarrad St 25,320 27,710 25,460 33,080 35,950 33,570 East of Queenslea Dr 25,390 24,840 28,100 29,340 34,440 30,860 East of Loch St 27,050 28,550 35,260 32,380 35,230

Source: MRWA

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Traffic counts are taken at different times of the year, hence volumes may vary significantly from year to year depending upon the reading month (e.g., counts may be taken during school holidays one year, and outside school holidays the following year).

However, the long-term volume trend on Stirling Highway is clearly on the increase, with about a 28% increase taking place during the 1976-2004 period. This clearly has implications for the ability of the Highway to accommodate ever-increasing traffic volumes. Some remedial physical measures need to be taken to upgrade its capacity, and public transport modes (trains and buses) need to increase their ridership to take up some of the Highway’s load.

Introducing light rail along Stirling Highway could be another means of reducing the number of passenger vehicles using that route. However, this would require major physical changes to be made to the Highway and the manner in which it currently operates.

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10.0 IDENTIFICATION OF OPPORTUNITIES & CONSTRAINTS

The key opportunities and constraints influencing residential zoning, densities, housing diversity and the relationship to non-residential areas are:

Opportunities:

• To plan for and develop available underutilised land for housing types and mixed use developments appropriate to their locations; • To review the existing residential areas identified as being “underdeveloped” in regard to their existing R-codings, with the aim of establishing whether it is appropriate, in accordance with local planning objectives and community wishes, to increase densities in those areas; • To support the future development of currently underutilised land near railway stations for medium-high density housing, or alternatively, for uses such as employment-generating businesses, major recreational facilities and secondary and tertiary education facilities aimed at increasing the destination role of some railway stations; • To examine the feasibility of setting aside areas close to rail stations for housing the socio-economically disadvantaged and disabled, sole-person households as well as aged persons; • For all applicable Western Suburbs local authorities to use the proposed (and necessary) upgrading of the traffic function of the length of Stirling Highway as an attractive precursor and prerequisite for action to implement the complimentary redevelopment of the land on either side for more intensive mixed use development and medium-high density housing; • For the Town of Cambridge to initiate its proposed local planning strategy as soon as possible to examine the various housing-related matters identified in its staff scoping report; • For all Western Suburbs local authorities to work together to produce appropriate plans aimed at redeveloping land straddling their common boundaries (in situations where those boundaries are important transport corridors) for more intensive mixed use development and medium-high density housing; • For each local authority to closely examine their principal town and neighbourhood centres with the aim of converting them into true activity centres containing more intensive mixed use development and medium-high density housing; • To protect existing areas with particular dwelling types (flats, aged persons housing, social and affordable housing) that make an important contribution to housing diversity and affordability; • To explicitly permit the conversion or adaptation of existing single dwellings for more intensive occupation; • For all Western Suburbs local authorities to re-evaluate their prevailing development controls which may be seen as restrictive and act as disincentives to the provision of more and smaller dwellings at locations consistent with the aims of Network City; and • For all Western Suburbs local authorities to explore new planning incentives appropriate to their particular situations to achieve more diverse housing types and/or affordable housing.

Constraints:

• There is an entrenched community resistance to change, especially proposals to increase residential densities and height, and proposals to introduce more intensive mixed use developments into existing low density areas; • Prevailing subdivision patterns are often not conducive to infill development (e.g., splitting larger lots into two by simply subdividing down the middle can lead to an erosion of existing street character due to a dominance of garages and loss of street trees);

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• Increasing traffic congestion on most major roads through the area provides further arguments for those resisting further intensification of housing and commercial development; • Blanket increases in densities of existing residential areas within an 800m radius around railway stations are unrealistic, unmindful of heritage and character values and community wishes, and would not necessarily lead to greater train patronage; • There are significant physical and heritage constraints on the widening of Stirling Highway, the major transport corridor through the western suburbs; • It is generally more acceptable to the community when vacant or underutilised land is redeveloped, rather than when plans are made to redevelop existing areas of housing, however, there is a lack of sites of significant land area which are vacant or underutilised remaining in the western suburbs which might become available in the short- to medium-term for additional housing; • Even if R-Codings allow grouped housing development in an area, high land acquisition costs can make such a development very risky; • The present R Codes are regarded by many as a blunt instrument aimed principally at facilitating subdivision and the provision of suburban-type development, rather than promoting good urban forms and design.

The Past

Over the past decade or so there have been a number of major vacant/underdeveloped sites which have been comprehensively developed for low to medium-density housing. These include Mt Claremont north of Alfred Road and east of Montgomery Drive, Swansea, Mosman Waters and Minim Cove in Mosman Park, and the Stubbs Terrace/Alfred Road/Brockway Road “triangle”.

The first-mentioned development has yielded several hundred dwellings, which has helped the City of Nedlands retain its overall population despite falling dwelling occupancy rates.

Also over the past two to three decades there have been a number of major vacant/ underdeveloped sites within the Town of Cambridge and North Fremantle which have been comprehensively developed for low to medium-density housing. These include land previously used for industrial uses in North Fremantle, as well as the subdivision of vacant Council-owned lands in City Beach. The latter area has been developed for low density single housing, with large areas of open space retained for recreational use, or as remnant bushland.

The Present

This report has demonstrated that the Western Suburbs Councils have been actively engaged in either initiating or supporting a range of new developments – from the very small (the creation of a small lot subdivision in North Street Cottesloe on previously vacant land), to the very large (Claremont’s town centre and North-east Precinct, Perry Lakes, Ocean Mia, Leighton Beach) – which have been aimed primarily at increasing existing residential stocks.

Collectively these developments will result in several thousand new dwellings being built. Most importantly, a large proportion of these dwellings will be designed for one and two- person households, which is the fastest-growing market and one which the WAPC has been urging all local governments to address. As has been pointed out earlier, as an overall percentage actual housing diversity in WA has declined since 1981, while it is expected that one and two person households will rise from 50% of all households (2001) to 63% by 2016.

In addition to these projects, new studies are being undertaken by local authorities with a view to identifying other appropriate locations for new development.

For example, the City of Nedlands is currently undertaking a community consultation exercise relating to major new plans to revitalise and intensify development centred on the Waratah Avenue shopping strip. This project is in its early stages, but initial opposition from the local community has been strong.

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A similar exercise will soon be undertaken for the section of Stirling Highway within the City of Nedlands, with a view to increasing the development opportunities – both residential and commercial – through more intense development of a greater scale.

The main residential projects either under construction or being actively planned are illustrated in Figure 4 over the page.

The Future

While the most obvious opportunities for developing major new residential and mixed use areas have been identified, and construction of new dwellings is well underway (e.g., Subi Centro, Claremont Town Centre), the North-east Precinct in the Town of Claremont is now the subject of structure planning by the Town with the assistance of the State Government. This project represents the next “big thing” in the Western Suburbs, and confidence is high that redevelopment and revitalisation of this large landholding will take place over the coming decade. Residential development will be a major component of the project.

Other Possible Future Redevelopment Options Alongside the Perth-Fremantle Railway Corridor

Possible redevelopment options for railway reserve land, and land within the railway station catchment areas along the railway line are limited to a few key stations where underutilised land, mostly in public ownership, could be freed up over time to permit appropriate transit orientated development to occur.

Notions of blanket increases in densities of existing residential areas within an 800m radius around stations are considered unrealistic, unmindful of heritage and character values and community wishes, and would not necessarily lead to greater train patronage.

It certainly would, however, encourage widespread demolition of existing quality housing and the amalgamation of lots, which would change entirely the existing character of many communities which, at present, are quite comfortable with their existing circumstances.

A more pragmatic alternative may be to aim for more modest, achievable means of increasing residential densities in some limited strategic areas, and to set aside some areas close to rail stations for housing the socio-economically disadvantaged and disabled, sole-person households as well as aged persons.

Simply increasing densities without some clear housing objectives could be seen as tokenistic, and unlikely to produce any significant benefits in terms of potential public transport ridership or sustainability.

There are very few residential areas along the Perth to Fremantle railway corridor where housing quality is so poor that wholesale redevelopment would be welcomed by landowners. An exception is the area of old Graylands bounded by Ashton Avenue, Alfred Road and Stubbs Terrace and some of the areas to the north of this triangle, where modest old War Service homes of little heritage or character are being rapidly replaced by new medium- density dwellings, due to recent increases in residential density codings by the relevant local authorities. This is an excellent example of redevelopment which allows residents to take advantage of the proximity to a railway station (Loch Street) should they choose to do so (thereby increasing the origin role of the station).

Land Adjacent to Stirling Highway

One of the recommendations from the recent WESROC report was to “promote Stirling Highway as an activity corridor under Network City”. The report also noted that DPI intends to conduct a study that will examine and assess access arrangements, land uses and development standards for each street block (to a street block back from the Highway) along

Final Draft Report July 2008 44 the length of Stirling Highway. It is anticipated that the DPI study will use WESROC’s agreed “vision” for Stirling Highway as a starting point.

While this proposed study will be a significant opportunity to draft a comprehensive, integrated, strategic approach to upgrading the Highway and transforming it into a major activity corridor, the study will need to address a wide variety of difficult issues, not least of which will be the physical constraints placed upon redevelopment of some important heritage sites which are scattered along the Highway. The need to retain buildings on these sites, some of which are located close to the existing footpath edge, could result in Highway “pinch points” where widening may not be possible, with traffic flows restricted as a result.

Community opposition to any proposals for larger-scale buildings and comprehensive redevelopment of land straddling the Highway is likely to be significant, and should not be underestimated.

Land Adjacent to Other Transport Corridors

The University of WA has significant landholdings in the area adjacent to its Crawley campus, mainly located between the campus and Broadway. UWA owns approximately half the land bordered by the campus, Princess Road, Broadway and Stirling Highway.

It is understood that the University is keen to address the issue of student housing in this area, and is preparing plans for a major redevelopment of a whole street block to demonstrate to the City of Subiaco how this might be achieved in an appropriate and acceptable manner.

This represents an important new initiative on the part of the University, and could potentially lead in the longer-term to the partial alleviation of current local problems associated with student parking and public transport demands.

Both the City of Nedlands and the WAPC have recognised the potential for an intensification of development and increased housing diversity along Hampden Road and Broadway. This issue is due to be addressed in the City of Nedlands’ new town planning scheme.

The City of Subiaco has already adopted a new strategy and town planning scheme provisions for encouraging more intense mixed use development along its (eastern) side of Hampden Road. Several medium density housing developments have been completed in this precinct over the past seven years.

West Coast Highway is the major north-south route through the Town of Cambridge. Bearing in mind it has the ocean on one side, and open space and new and very low density housing along its eastern edge, there is clearly very little opportunity for meaningful redevelopment to occur along its margins.

Town of Cambridge and North Fremantle

The Town of Cambridge is initiating a Local Planning Strategy which aims to address:

• the appropriateness and suitability of current dwelling densities; • opportunities for increasing the number of dwellings in the Town; • providing for housing choice to match community needs (e.g., housing for aged and dependent persons and “empty nesters”); • opportunities for more mixed use in commercial areas; • development of larger land parcels (like the recent Ocean Mia subdivision); and • development control responses to new housing trends and sustainability/energy efficiency demands.

It is also intended to investigate the preparation of “Local Area Plans” for activity centres (such as Floreat Forum and Wembley Town Centre), and activity corridors such as Cambridge Street.

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The Town has initiated a major planning and urban design study of the south-eastern portion of the municipality centred on the Rosslyn Street/Southport Street commercial areas, which are strategically located in relation to the redevelopment of Subiaco Oval at Kitchener Park, and the Oxford Street Leederville Town Centre redevelopment.

For its part the City of Fremantle has been, and continues to be, a leader in facilitating the redevelopment of land which has been either underutilised or is no longer required for industrial development. Much of the available land in North Fremantle is now being transformed with residential and mixed use developments occurring at a steady rate. These are occurring within and about the transport corridors offered by Stirling Highway and the Perth-Fremantle railway line.

The main residential projects either under construction or being actively planned within the Western Suburbs are illustrated in Figure 5 over the page.

Other Possible Future Redevelopment Options Within the Town of Cambridge and North Fremantle

The Town of Cambridge contains two sites which have the potential to be developed for housing in the medium-term. These are (i) the old nursery site on Salvado Road, which is some 4.7ha in area, and (ii) Area “G” adjacent to Stephenson Avenue in Mt Claremont. The former site is capable of producing some 50 to 100 dwellings, depending upon density, open space requirements and other factors. At this stage, however, the Council has not ascribed a specific zoning to the land. LandCorp is already involved in the latter site.

It is understood that both sites will require some cooperation from State Government before planning and development can proceed.

As has been discussed previously, North Fremantle is being rapidly developed for housing and mixed use development. A number of sites are in differing stages of planning and development, and the point has been reached where there is limited available developable land remaining.

The recent “North Port Quay” proposal put forward by a private consortium is outside the jurisdiction of the City of Fremantle, but would be located adjacent, and connected, to North Fremantle. This ambitious plan, which would see up to 10,000 dwellings developed on six island villages comprising 345ha, has created a great deal of debate in the wider community. Should the concept come to fruition it would create a massive enclave with a population more than eight times that of present North Fremantle.

Apart from the unknown environmental impacts on the immediate area and the beaches to the north, the traffic implications on the narrowing peninsular of land occupied by North Fremantle would undoubtedly be very significant.

Of more immediate and less speculative concern is the important issue of housing variety and choice in the existing urban areas. While it has been shown that North Fremantle already provides a wide choice of housing types, the Town of Cambridge retains a strong predominance of single dwellings (nearly 80%). The Town is now looking at options for broadening the range of its housing stock, and has already signalled its intentions to study the potential of its commercial and other activity centres and corridors to accommodate more mixed use development.

West Leederville

The existing residential areas within an 800m radius of West Leederville train station are already coded R30, R40, R60 and R160. In addition, a commercial centre (centred on Rosslyn Street) is located opposite the station. As has been explained previously, the Town of Cambridge is embarking upon a major urban design study of this locality with a view to achieving greater TOD benefits through comprehensive planning of the locality.

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Land Adjacent to Cambridge Street, Grantham Street and Harborne Street

The Town of Cambridge has the opportunity in its upcoming Local Planning Strategy to examine options for the redevelopment of land straddling these two main roads. Whilst most attention is likely to be focussed on Cambridge Street, it should be noted that Grantham Street is identified as an “Other Regional Road” under the MRS, and therefore has greater importance in the regional road network than Cambridge Street. The Town should therefore examine the potential of both these east-west roads, particularly east of Selby Street, to accommodate more appropriate development along their margins than they do now.

Harborne Street is an important north-south road through Wembley, connecting Glendalough and Osborne Park in the north to the Subiaco town centre in the south. There may be potential for more intensive residential development along Harborne Street’s margins in its northern section near the Glendalough neighbourhood centre in Stirling.

It is likely, however, that community opposition to any proposals for higher density redevelopment of land straddling any of these roads will be significant, and should not be underestimated.

Other Possible Future Development Options in the Western Suburbs

There are very few “brownfield” sites adjacent to major transport corridors capable of redevelopment, such as more commonly occurs in Europe and the United States. The old Jolimont industrial area was one, and redevelopment of this area under TOD principles by the Subiaco Redevelopment Authority is nearing completion.

However, in strategic planning terms, it is considered that far greater opportunities exist in the Western Suburbs for increasing the destination role of some stations, rather than aiming solely at increasing housing densities to increase their origin roles. This could be achieved by increasing employment-generating businesses, major recreational facilities, and secondary and tertiary educational facilities on underdeveloped land in close proximity to some key stations.

These opportunities exist primarily in the vicinity of Cottesloe, Claremont, Karrakatta and Shenton Park Stations. These stations are located close to large areas of surplus railway land and nearby underutilised reserved land (Cottesloe and Claremont), underutilised Commonwealth Government land with an anomalous use (Irwin Barracks, Karrakatta), and land partly occupied by the University of WA and the perhaps soon-to-be redundant health and medical facilities at Royal Perth Hospital Shenton Park Campus.

Opportunities could also be taken to increase park ‘n’ ride facilities at appropriate, strategically-located stations.

The only other underutilised site of significant land area within the western suburbs is the Swanbourne Army Barracks (City of Nedlands), and it is debatable whether this site will become available for residential development in the foreseeable future.

Possible “Tools” for Facilitating Increased Residential Densities and Greater Housing Diversity

In keeping with accepted planning and urban design best practice, (which is reflected in State Government planning objectives espoused in Network City and Liveable Neighbourhoods), a wide range and choice of housing should be provided by local authorities in appropriate locations to meet the changing social and economic needs of the community. These “appropriate locations” are usually identified as those being close to existing and proposed community facilities and services (e.g., employment centres, public transport hubs, major arterial roads, areas of high amenity including public open space and recreational facilities,

Final Draft Report July 2008 47 community facilities such as libraries and medical centres, and tertiary education centres). As graphically demonstrated earlier (Figures 2 & 3) this is occurring in some limited areas of the western suburbs, but by no means all. The Stirling Highway corridor is a major demonstration of an underutilised opportunity.

There is a limited range of planning “tools” available under the WA planning system to achieve higher densities and increased housing choice. The most obvious and “blunt” planning instrument is to increase R-Codings to encourage demolition of low density housing and redevelopment for medium-high density housing. However, such action can be met with strong resistance from affected landowners, and often nearby landowners, in areas where quality/character housing exists and land values are high (e.g., Waratah Avenue Dalkeith).

The planning for development of “greenfield” and “brownfield” sites is best addressed through comprehensive structure planning, which sets the subject site in its urban context and provides the rationale for the form of development proposed. It is often politically and socially easier to achieve higher densities on “greenfield” or “brownfield” sites (e.g., Subi Centro).

Local authorities are required to produce local housing strategies, which are in turn fed into local planning/commercial/transport/environmental/social needs strategies, as part of the regular reviewing of their town planning schemes. The undertaking of a housing strategy is the most important opportunity that a local authority has to address in a comprehensive and strategic manner the housing needs, requirements and aspirations of their communities. This is when local authorities come under the greatest scrutiny from the WAPC/DPI to comply with strategic planning objectives, such as those integral with Network City.

While most Perth metropolitan local authorities have undertaken local housing strategies in the recent past, one example worth mentioning is that undertaken by the City of Gosnells. This local authority has produced a comprehensive local housing strategy which it claims is the “most extensive work that the City of Gosnells has done in this particular area to date”. It divides the City into sixteen Housing Precincts, with the aim of providing strategic direction to meet future housing needs by identifying areas that are appropriately located relative to facilities and transport and have the capacity to accommodate increased residential densities.

Following the completion and endorsement of the Precincts by Council, “Local Housing Strategy Plans” were drawn up together with a programme to provide likely timeframes and recommendations for the progression of development for higher densities through the use of guided development schemes, outline development plans and/or policies.

The base R-Code across the City’s residential areas was raised from R17.5 to R20, and it was anticipated at the time of adopting the Strategy that 25% of the residential areas could be redeveloped for higher density housing within the first five years of the Strategy’s operation.

Design guidelines were drawn up for R40 and R60 development around railway stations, and design guidelines drafted for “Density Bonus Developments” (second dwellings on corner lots and lost abutting POS, PAWs and ROWs).

It is not suggested in this report that such an aggressive and broad approach to redevelopment to achieve higher residential densities be adopted within the Western Suburbs. The (generally) lesser quality of housing and the lower land values present within the municipality of Gosnells make it quite different to the western suburbs situation. Nevertheless, the example above is provided to illustrate what another local authority has done to address similar housing issues.

Other planning “tools” such as improvement plans and precinct plans are well suited to areas such as town centres and their immediate environs, when the need to accommodate orderly growth, intensification and change becomes apparent.

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Some of the incentive-based tools used with varying success in Western Australian urban situations to encourage redevelopment of existing developed areas for higher residential density and/or the provision of more diverse and affordable housing are:

• dual or split codings; • density bonuses; • height bonuses; • relaxation of development standards such as car parking standards; • relaxation of other statutory requirements; • tax relief; • quicker approval processes; • Government fee waivers.

Other initiatives such as promoting the development of “zone homes” should be seriously examined. (Zone homes have two separate self-contained living areas which provide more accommodation options for home owners.)

It is often argued by planning professionals that the Residential Design Codes (and their R- Codes predecessor) are primarily aimed at limiting density, and are too focussed on suburban subdivision and development control. It is understood that the WAPC/DPI is now considering a move to form-based and design-driven Residential Codes for infill housing, with minimum densities and various incentives aimed at producing more “urban” forms of development in appropriate areas.

This initiative has the potential to offer all local authorities the opportunity to reappraise their individual situations, and to perhaps ultimately achieve greater housing choice through the more logical means of achieving good urban design. This approach could also prove more acceptable to development-sensitive communities. The Western Suburbs Councils should offer to assist the WAPC in developing these new codes.

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11.0 SUMMARY, CONCLUSIONS & RECOMMENDATIONS

Summary

The Western Suburbs of Perth contain some of the oldest residential areas in the metropolitan region, with its broad pattern of development established more than a century ago. The western suburbs also contain large areas of reserved land which is essentially unavailable for residential development. Some of the major institutional and recreation centres include QEII, Princess Margaret, King Edward and Royal Perth Rehabilitation Hospitals, the University of WA, Karrakatta Cemetery, Irwin Barracks, Swanbourne Rifle Range, Claremont Showgrounds, Mt Claremont/UWA Sports Park including Challenge Stadium, the proposed new Perry Lakes Stadium, state rugby and basketball centres, Bold Park, Subiaco Wastewater Treatment Plant, as well as many golf courses and private schools.

Most of these facilities are regional in their function and scale, and provide services for the greater Perth metropolitan area. They also occupy large areas of strategically-located land. The remaining areas of the western suburbs which have been developed for housing are considered highly desirable. Private land values are high, and the locality is attractive to its current residents as well as those wishing to move to the area to share its desirable attributes of predominantly low density development, character and heritage housing, vibrant and attractive town centres, quality streetscapes, and ready access to the beaches, river, and other recreational and educational facilities.

The last thirty years has been a time of changing demographics in Western Australia and Australia as a whole, which has seen a steady decrease in household occupancy, and the demand for housing outstripping supply. Nearly a quarter of West Australians live alone. It is expected that one and two person households will rise to 63% of all households by 2016. Single dwellings on large lots are ideally not required by this new demographic. The conclusion to be drawn from this evolving scenario is that more dwellings are being required to house the same number of people.

Despite the steady demographic trends which have been clearly identified through successive censuses, the period since 1981 has seen a decrease in housing diversity and choice in Western Australia. This is a contradictory situation which has contributed to the State Government adopting its Network City strategy, with its strong emphasis on the consolidation of residential development in existing areas.

Despite steadily falling household occupancy rates within the Western Suburbs (as has generally occurred throughout Australia), the last 25 years has seen a steady increase in the locality’s population. This has been achieved through increases in housing stock in every one of the eight local authorities that make up the area. In the six WESROC Council areas, the period 1981 to 2006 saw an additional 7,024 dwellings provided, or an increase of 32%, but only some local authorities increased their housing choice during this same period.

Those local authorities that have achieved the greatest population and housing stock increases have done this through the development of large areas of vacant or underutilised land, and/or increases in housing density. Some local authorities have been in a better position than others in having access to large areas of developable land for housing (Subiaco, Nedlands), while others are limited by having large areas locked away in Crown reserves (Cambridge).

All the western suburbs local authorities are nonetheless actively trying to meet Network City objectives within the constraints they experience. Some have been more successful than others. Some are seeking new ways of engaging with their communities to work through different development scenarios in appropriate, targeted localities. It is anticipated that the strength of community opposition to any suggested wholesale increases in base density codes throughout the residential areas would be significant, and this should not be underestimated. It is assessed that any proposals to introduce blanket increases in residential

Final Draft Report July 2008 50 densities over large areas of established, high quality suburbs would be unrealistic, unmindful of heritage and character values and community wishes, disruptive of important social fabric, and not expected to be supported or to succeed.

The Western Suburbs – individually and as a whole – are valued greatly by their residents. The great majority of residents feel a close attachment to their immediate locality and their local commercial and recreational facilities. The established patterns and forms of development that have created this environment have evolved gradually over a long period, resulting in a strong “sense of place” overall, made up of a number of readily identifiable local communities. Wholesale and indiscriminate change to this situation cannot be justified, no matter how well intentioned the objectives are.

Conclusions

• Both the population and housing stock of the western suburbs has been steadily increasing since 1981. • The population in the western suburbs has an older profile than the Perth region. • While all the local authorities (except Nedlands and Cambridge) have a greater level of housing choice when compared to the Perth region average, in the past five years some local authorities experienced a decrease in their housing choice. Subiaco and North Fremantle both provide a very broad variety of housing. Overall, however, housing choice in the western suburbs is not broadening sufficiently to accommodate changing demographics and housing needs.

All local authorities are using most of the regular planning “tools” available to them in attempting to achieve greater housing quantity and diversity. However, more imagination may be needed to achieve significant results. This is going to require a shift in thinking at the local level, and a greater understanding of housing needs in a changing world. Residents of an area who grow older and who understandably wish to “downsize’ their living accommodation should not have to move too far out of their area in order to find alternative housing, but at present that is not the case in most of the local authority areas.

The Western Suburbs local authorities are working positively towards achieving greater housing diversity and choice. In this regard Subiaco has led the way. In other local authorities less blessed by having large areas of underutilised land, steady but modest change is occurring, which is proving worthwhile in relation to accommodating a share of metropolitan growth.

Urban design and planning studies are regularly being initiated, and new mixed use, quality developments are occurring throughout the western suburbs. This is in line with both local and regional planning objectives.

All the western suburbs local authorities have adopted policies or objectives supporting the principles of housing diversity and choice, however, while much has already been accomplished through development of the “easier” brownfield locations, the capacity of the western suburbs to deliver significantly increased densities and more diverse housing is decreasing.

Recommendations

The priority for achieving an increase in housing choice would appear to be encouraging the provision of greater numbers of smaller accommodation types. This could be a combination of one and two bedroom dwellings and more flexible housing forms such as “zone homes”. These actions would help to address the important twin issues of housing choice and housing affordability. In this regard the western suburbs local authorities are keen to assist DPI in developing its proposed building form guidelines for new infill development.

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Planning “tools” such as improvement plans and precinct plans are well suited to achieving change in areas such as town centres and their immediate environs, when the need to accommodate orderly growth, intensification and diversity becomes apparent. The identification of “development zones” is an appropriate action for signalling in advance to the community the development potential of sites which are, or may become in the future, available for comprehensive redevelopment.

Some of the incentive-based tools which should be investigated to encourage redevelopment of existing developed areas for higher residential density and/or the provision of more diverse and affordable housing could be:

• dual or split codings; • density bonuses; • height bonuses; • relaxation of development standards such as car parking standards; • relaxation of other statutory requirements; • tax relief; • quicker approval processes; • Government fee waivers.

These initiatives could be examined in co-operation with State Government.

This study and the evidence provided by DPI mapping has provided information for local authorities which identifies those existing residential areas where planned densities are not being achieved, and therefore reviews should be undertaken to establish whether it may be appropriate to increase R Codings in those areas.

Focus areas for the provision of new medium-density housing and mixed use development are locations where transport, employment, services and recreation are close by and readily available. However, this must be done in a sustainable manner which does not unduly compromise existing local character and amenity, and is mindful of the capacity of existing infrastructure to cope with increased traffic and parking.

Ensuring activity centres and transport hubs are destination centres for employment and visitors as well as providing accommodation for new residents will be crucial to the future viability and success of these urban centres, which generally replicate the roles of traditional town and neighbourhood centres of the past.

The current path that all the Western Suburbs local authorities are taking in addressing change is one that is consistent with Network City objectives: that is, seeking to encourage higher densities and mixed use development in and around activity centres and along major transport routes. In this regard the City of Subiaco and Town of Claremont have led the way and major redevelopments have, and are, occurring in those areas. The City of Nedlands has initiated two major and difficult projects relating to Stirling Highway and Waratah Avenue, and should be commended for its efforts.

All the Western Suburbs local authorities must place an increasing emphasis on expanding the roles of their various activity centres. It is acknowledged, however, that some have greater physical capacity for expansion and densification than others. Further achievements are therefore likely to be gradual and incremental. Nevertheless, the development of the remaining brownfield sites (such as railway lands in Cottesloe and Claremont) are the key to achieving new urban development.

Taking a broader view, the Federal Government could assist greatly in meeting increased demands for housing by rationalising their significant landholdings in the western suburbs, i.e., Irwin Barracks and the Swanbourne army land. Both sites are used for purposes which most people would regard as anomalous to their locations. These areas are strategically- placed, stand-alone land packages which could be developed for a broad range of housing types at medium to high density without impacting detrimentally on existing residential areas.

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The State Government should use its influence to encourage the Commonwealth to relocate these facilities and free up the land for more appropriate uses.

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Understanding the significant changes that are taking place in the makeup of our population profile is essential if meaningful changes to the provision of future housing forms are to be achieved. This will be a major challenge for local governments during the upcoming decade.

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