MANDURAH INNER AREA STRATEGIC · PDF fileAs Minister for Planning and Infrastructure I welcome...

Prepared by

Western Australian Planning CommissionAlbert Facey House469 Wellington StreetPerth, Western Australia 6000

J U N E 2 0 0 2

Strategic Land Use and Transport Integration Study

MANDURAH INNER AREASTRATEGIC PLAN

inal eportF R

Mandurah Inner Area Strategic Plan

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© State of Western Australia

Published byWestern Australian Planning Commission

Albert Facey House469 Wellington Street

Perth, Western Australia 6000

Published June 2002

ISBN 0 7309 9323 X

Internet: http://www.planning.wa.gov.auemail: [email protected]

Tel: (08) 9264 7777Fax: (08) 9264 7566TTY: (08) 9264 7535

Infoline: 1800 626 477

Copies of this document are available in alternative formats on application to theDisability Services Co-ordinator

Department for Planning and Infrastructure, Western Australia owns all photography in this document unless otherwise stated.

Photo Perspectives on pages: 28, 29, 31, 36, 28, 40 and 41 were prepared byRosemary Collard of Colourfill

Disclaimer

Any representation, statement, opinion or advice, expressed or implied in this publication ismade in good faith but on the basis that the Department for Planning and Infrastructure, its

agents and employees are not liable (whether by reason of negligence, lack of care orotherwise) to any person from any damage or loss whatsoever which has occurred or may

occur in relation to that person taking or not taking (as the case may be) action in respect ofany representation, statement, or advice referred to in this document.

The future of Mandurah is important, not only to those livingand working in the area but also to the many people whovisit the popular tourist precinct.

Mandurah is a key centre in the Peel Region and the strategic planprepared during the Mandurah Inner Area Strategic Land Use and Transport IntegrationStudy provides a broad planning framework for the next 20 to 30 years.

The strategic plan will guide further detailed planning and decision-making by State andlocal government regarding appropriate type and locations of future land uses, andtransport infrastructure and service improvements for the Mandurah Inner Area.

As Minister for Planning and Infrastructure I welcome the strategic plan and will continueto ensure that this Government works with the community to ensure the best possibleplanning outcomes for residents, businesses and visitors to Mandurah.

ALANNAH MACTIERNAN MLAMinister for Planning and Infrastructure

Foreword


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Contents


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Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iiiExecutive Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .viii

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.1 Strategy Plans and Structure Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.2 Purpose of this Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.3 Format of this Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.4 The Need for a Strategic Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.5 Area Covered by the Strategic Plan - Mandurah Inner Area . . . . . . . . . . . . . . . .21.6 Nature of the Strategic Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21.7 Time Scale of the Strategic Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21.8 Process for Preparing the Strategic Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21.9 Development Plan - for Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

2. Aim, Objectives and Functions of the Strategic Plan . . . . . . . . . . . . . . . . . . . . . . . . .92.1 Aim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92.2 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92.3 Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

3. Planning Context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103.1 Previous Plans and Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

3.1.1 Planning documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103.1.2 Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113.1.3 Mandurah Road Hierarchy - A Study for the Mandurah Town Planning

Scheme No. 3 (1991, 1995 (Addendum), 1997 (Update)) . . . . . . . . . . .11

4. Urban Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134.1 Vision for Mandurah . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134.2 Regional Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

5. Population, Demographics and Employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165.1 Population and Demographics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165.2 Employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165.3 Comparison with Other Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

6. Development Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .176.1 City Centre Precinct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .176.2 Civic Precinct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .176.3 Mandurah Forum Precinct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186.4 Transit Station Precinct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186.5 Pinjarra Road Commercial Precinct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186.6 Potential New Neighbourhood Centres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

Part 2 Strategic Plan

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Part 1 Background

Contents (CONT.)


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7. Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227.1 Existing Road and Traffic Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227.2 Road System Proposed in the Strategic Plan . . . . . . . . . . . . . . . . . . . . . . . . . . .227.3 Primary Distributors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257.4 District Distributor Integrators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267.5 District Distributor Integrator A Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .277.6 District Distributor Integrator B Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307.7 Neighbourhood Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

8. Public Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438.1 Mandurah Express . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438.2 South-West Metropolitan Railway 438.3 Existing City Bus Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448.4 Planned City Bus Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448.5 Supporting Initiatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47

8.5.1 TravelSmart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488.5.2 Pedestrian and Cycling Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488.5.3 Investigation of Potential Inner-City Shuttle Bus Service for Mandurah . . .488.5.4 Key Streets for Bus Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

8.6 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

9. Implementation Mechanisms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .509.1 Outline of Implementation Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519.2 Proposed Peel Region Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519.3 Town Planning Scheme No. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519.4 Precinct Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

9.4.1 Identification of Precinct Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .529.4.2 Standard Requirements for Precinct Plans . . . . . . . . . . . . . . . . . . . . . . . .529.4.3 Additional Requirements for Precinct Plans . . . . . . . . . . . . . . . . . . . . . . .549.4.4 Other Non-Statutory Recommendations . . . . . . . . . . . . . . . . . . . . . . . . .59

9.5 Other Statutory Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .599.6 Timing and Funding for Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .609.7 Land Reservation and Compensation Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . .609.8 Summary of Road Infrastructure Proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . .609.9 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66Guiding Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Part 3 Implementation

Appendices

Contents (CONT.)


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Figure 1 Final Inner Peel Region Structure Plan - 1997 . . . . . . . . . . . . . . . . . . . . . . . . . .3

Figure 2 City of Mandurah Town Planning Scheme No.3 for the Inner Area . . . . . . . . .5

Figure 3 Extract from Proposed Peel Region Scheme (Provisional) . . . . . . . . . . . . . . . .6

Figure 4 Primary Study Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Figure 5 Typical Regional Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Figure 6 Potential Regional Structure for the Mandurah Region . . . . . . . . . . . . . . . . . .14

Figure 7 Strategic Plan - Mandurah Inner Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

Figure 8 Study Precincts and Potential New Neighbourhood Centres . . . . . . . . . . . .20

Figure 9 1996 Road System in the Mandurah Inner Area . . . . . . . . . . . . . . . . . . . . . . .23

Figure 10 Proposed Road System in the Mandurah Inner Area . . . . . . . . . . . . . . . . . . .24

Figure 11 Pinjarra Road, recommended cross-section Sutton Street/George Street

to Dower Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Figure 12 Anstruther Road, recommended cross-section Pinjarra Road to

Mandurah Terrace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Figure 13 Allnutt Street East-West Link Route Options . . . . . . . . . . . . . . . . . . . . . . . . .34

Figure 14 Allnutt Street East-West Link, recommended cross-section Park Road

to Anstruther Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Figure 15 Allnutt Street East-West Link, recommended cross-section Anstruther

Road to Mandurah Terrace (Peel Street) . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

Figure 16 Leslie Street recommended alternative cross-sections . . . . . . . . . . . . . . . . .39

Figure 17 Transperth’s Proposed Bus Route Network . . . . . . . . . . . . . . . . . . . . . . . . . .45

Figure 18 Possible Public Transport Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Figure 19 Recommended Precinct Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Table 1 Summary of Road Infrastructure Proposals . . . . . . . . . . . . . . . . . . . . . . . . . . .xii

Table 2 Existing and Forecast Population, Mandurah Inner Area . . . . . . . . . . . . . . . .16

Table 3 Existing and Forecast Employment, Mandurah Inner Area . . . . . . . . . . . . . . .16

Table 4 Comparison of Allnutt Street East-West Link Options . . . . . . . . . . . . . . . . . .34

Table 5 Implementation Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

Table 6 Summary of Road Infrastructure Proposals . . . . . . . . . . . . . . . . . . . . . . . . . .61

Perspective 1 Pinjarra Road looking east toward Dower Street . . . . . . . . . . . . . . . . . . .28

Perspective 2 Pinjarra Road looking east from the Mandurah Town (old) Bridge . . . . . .29

Perspective 3 Anstruther Road looking south toward Allnutt Street . . . . . . . . . . . . . . . .31

Perspective 4 Allnutt Street looking east. Proposed Allnutt Street

East-West Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Perspective 5 Peel Street looking east near Rockford Street. Proposed

Allnutt Street East-West Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Perspective 6 Anstruther Road at Davey/Lanyon Street Intersection looking south

to Pinjarra Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Perspective 7 Mandurah Terrace and foreshore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

List of Figures

List of Tables

Perspectives

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Executive Summary


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The Mandurah Inner Area Strategic Plan has been prepared by consultants on behalf of the Western AustralianPlanning Commission under the guidance of a Steering Committee. During the preparation of this strategicplan, the technical work was undertaken under the guidance of a Technical Working Group.

The strategic plan provides guidance for future development within the inner area of Mandurah and is shownin Figure 7.

Overview of the ProjectThere were essentially five stages in the preparation of the strategic plan:

Stage 1

The first stage was the preparation of background papers to understand the context of the Mandurah innerarea. During this stage, newsletters were distributed to all local residents and businesses to provideinformation about the study. A Transport and Planning Expo was also held in Mandurah in November 2000during this first stage.

Stage 2

The second stage was an Enquiry-by-Design Workshop which explored alternative integrated land use andtransport network strategies, the district context, urban design options for specific development sites andopportunities to integrate shopping, employment and community uses within a vibrant mixed city centre.The Workshop was held in Mandurah over three days in December 2000 with invited participants from thelocal community, City of Mandurah, Department for Planning and Infrastructure (previously Ministry forPlanning and Department of Transport), Main Roads WA and appointed consultants. Members of thepublic and City of Mandurah Councillors were invited to presentations of progress and outcomesthroughout the Workshop and invited to provide comments and suggestions.

The vision that emerged for Mandurah during the Enquiry-by-Design Workshop and as a result of theconsultation with stakeholders and residents is:

✤ a city image based on an attractive estuarine waterfront, landscape diversity and tourism;

✤ city centre focused on the Mandurah Terrace waterfront;

✤ not a suburb of Perth but a regional city connected to Perth with fast, efficient transport links(public transport and road);

✤ road network capable of distributing traffic on all streets rather than concentrating traffic on a few‘higher capacity’ streets; and

✤ a district-level shopping centre at Mandurah Forum, integrated to city centre by Pinjarra Roadcommercial strip.

The output from the Workshop was the basis for preparation of a Development Plan - for Discussion whichwas further developed for Stage 3 - community consultation.


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Executive Summary

Stage 3

The third stage was the community consultation/public submission phase during April/May 2001. Duringthis stage, public displays were held in the City of Mandurah offices, Mandurah Forum and MandurahLibrary. Copies of the Development Plan - for Discussion and information brochures were delivered toevery household and business in the Mandurah inner area and surrounding suburbs.

Stage 4

The fourth stage involved a review of the submissions received, making any changes consideredappropriate as a result of submissions, and the preparation of a report on submissions. The developmentplan was further developed and refined. Transport modelling was used to test alternative transportnetworks for interim time horizons - five and 10 years - to the year 2031 to identify the relationshipsbetween expected growth and staged infrastructure requirements (such as road network and bridgeupgrading). During this stage a route selection assessment of Allnutt Street East-West Link options wasundertaken to consider the most appropriate route for this link.

Stage 5

The fifth stage was the preparation of the final strategic plan and report and development of a strategy forimplementation of the plan.

Throughout the five stages of the study, supporting technical reports were prepared, including:

✤ Enquiry-by-Design Workshop Outcomes Report

✤ Consultation Report

✤ Allnutt Street East - West Link Road Report. Assessment of Route Options

✤ Transport Modelling Working Paper

Precinct AssessmentA number of precincts were defined to assist in the description of the land use development proposals.These precincts are centred on key areas within the Mandurah inner area and were selected on the basis thatthey have, or would be developed to have, their own identity:

✤ City Centre Precinct comprising a range of land uses, including business, commercial, retail,tourist, recreation, restaurants and cafes. It is recommended that the city centre should continue togrow as the main focus for tourism and business for Mandurah and be orientated towards thewaterfront and Mandurah Terrace.

✤ Civic Precinct focusing on the Council Administration Offices, Senior Citizens' Centre, CinemaComplex, Tourist Information Centre, Peel Discovery Centre, Community Health Centre, PerformingArts Centre and the Boardwalk Theatre Complex. Restaurants and cafes are also developing in thiscomplex, together with the Mandurah Ocean Marina development. Opportunities identifiedincluded the introduction of development design guidelines with objectives for the precinct thatencourage increases in residential density and a wider range of mixed use developments in orderto achieve an increase in residential population and greater diversity of employment opportunities.

Executive Summary


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✤ Mandurah Forum Precinct located at the intersection of Pinjarra Road and Fremantle Road,includes the Forum Shopping Centre, Library, Police Department and the Mandurah Aquatic andRecreation Centre. A number of opportunities were identified for consideration, including theintroduction of development guidelines with objectives for the precinct which encourageincreases in residential density in order to achieve increases in residential population which mayresult in more convenient access to this facility for more people.

✤ Transit Station Precinct focuses on the proposed Mandurah rail and bus terminal which will bethe termination of the South-West Metropolitan Rail Service. This plan recognises the opportunity tointegrate limited new commercial/mixed use development close to the station and to promotehigher residential densities within the precinct so that more people can live within walkingdistance of the station. Detailed planning of this precinct is being undertaken as a separate studymanaged by Perth Urban Rail Development because exact details of the bus-rail facilities for thesite were not confirmed at the time of preparing the strategic plan. The strategic plan has, however,provided guidelines and principles for the development within this precinct.

✤ Pinjarra Road Commercial Precinct should continue to be a car-based commercial main street. Tosupport the development of Pinjarra Road, it is recommended that the Commercial zone beextended north to a new linked road network, including Davey Street and Lanyon Street. This willprovide opportunities for major employment along the east-west corridor between the Mandurahcity centre and Mandurah Forum.

Roads The road system in the strategic plan is based on a ‘dispersed’ traffic pattern, with a highly interconnectedstreet system following the guidelines set out in Liveable Neighbourhoods - A Western Australian GovernmentSustainable Cities Initiative.

The interconnected street network offers a greater choice of routes for traffic movement, so the traffic loadcan be shared more evenly, making use of existing road infrastructure. This type of road system is often calledthe ‘traditional’ road system or ‘grid’ road system since almost all streets connect in a grid pattern. Examplesof successful ‘grid’ road systems in busy centres include Subiaco, Leederville, South Perth and Fremantle.

The ‘dispersed’ system is consistent with the introduction of streetscape enhancements and reduced trafficspeeds in local streets. Changes would occur in an incremental way over a long time period allowing stagedintroduction of streetscape improvements. Over time, there is likely to be a cultural change in the way thatsome of the existing inner-city streets are perceived.

The strategic plan incorporates a road network which includes primary distributors, district distributorintegrators, neighbourhood connectors and access streets. The recommended road infrastructure changes,and recommended timing for introduction are summarised in Table1.


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Table 1 Summary of Road Infrastructure Proposals

PERIOD RECOMMENDED INFRASTRUCTURE

2002 – 2006 • Allnutt St/Fremantle Road traffic light controlled four-way intersection

• Allnutt Street East-West Link (see note ‘a’)

• Mandurah Town (old) Bridge - see ‘2012 - 2021’

• Fremantle Road/Pinjarra Road - increase capacity of right turn (add second right-turn lane)

• Leigh Street/Dadger Street - could be considered for through-connection at any time as the link is for connectivity rather than based on traffic volume needs

• Construct new north-south road through the Transit Station Precinct

• Construct Peel Deviation and Northern Mandurah Bypass, as recommended in the Main Roads report Peel Regional Road Network Development Strategy

2007 – 2011 • Pinjarra Road - construction to four lanes in widened reserve between Sutton Street and Dower Street

• Anstruther Road - upgrade to two lanes, central median strip plus parking lanes in widened reserve north of Pinjarra Road

• Mandurah Terrace - upgrade to dual carriageway, two lanes in each direction plus turning lanes between Fremantle Road and Anstruther Road

• Davey Street/Lanyon Street - construct link, subject to outcome from a detailed precinct review by City of Mandurah

• Construct roundabout entry statement for Mandurah Terrace (City of Mandurah initiative) after construction of Peel Deviation and Northern Mandurah Bypass

2012 - 2021 • Second Mandurah Estuary Bridge (to be constructed after 2011 and before 2021)

• Mandurah Town (old) Bridge - upgrade to provide one additional eastbound traffic lane and provide for pedestrians/cyclists, provided that the bridge remains structurally sound until this time. If not, reconstruct at an earlier date to maintain a safecrossing

• Leslie Street - upgrade with streetscape improvements such as kerbside parking in existing reserve (see note ‘b’)

• Mandurah Bypass - construct to six lanes from Leslie Street to Northern Mandurah Bypass (subject to further investigation on prevailing transport patterns at the time)

2022 - 2031 • Connection through from Northern Mandurah Bypass to Kwinana Freeway

Notes‘a’ Allnutt Street East-West Link. This study has confirmed the need for a new east-west link between Peel Street and Allnutt

Street because this link will be a major bus route between the city centre and the planned bus and train transit station. It willalso cater for the expected increase in east-west traffic movements from the planned connection to Fremantle Road at AllnuttStreet/Murdoch Drive and to/from the transit station. This study has recommended that the east-west link be constructed withonly one moving traffic lane in each direction.

‘b’ Leslie Street. The implementation timing for streetscape improvements should be reviewed with respect to car parking ifmedium-density occurs in the short-medium term.

Executive Summary

Public TransportThe public transport goal for Mandurah is to increase significantly the number of public transport trips andreduce the reliance on private vehicles. In accordance with the principles of the Perth Metropolitan TransportStrategy, 1995-2029, the strategies in Mandurah to achieve this goal include:

✤ implementation of the Rapid Transit rail link to Perth - South-West Metropolitan Railway byDecember 2007;

✤ integrated city bus services on high-frequency routes, connecting with trains and also serving theMandurah city centre, Peel Health Campus, Mandurah suburbs and Mandurah Forum; and

✤ introduction of key streets that are designed to accommodate higher-frequency bus services - suchas Allnutt Street East-West Link.

In addition, the public transport/non-motorised transport strategy for Mandurah should also include:

✤ TravelSmart initiatives/program during the lead-up to the introduction of improved public transportservices;

✤ upgraded pedestrian and cyclist facilities, particularly in connection with the improved publictransport services; and

✤ investigation of a frequent inner-city shuttle bus service (similar to Central Area Transit buses inPerth and Fremantle) for Mandurah in the longer term.

ImplementationSuccessful implementation of thestrategic plan will require the co-operation and involvement of Stateand local government, the privatesector and the community throughthe three main planningmechanisms: the proposed PeelRegion Scheme, City of MandurahTown Planning Scheme No. 3 andprecinct plans.

In conclusion, the strategic plan isfully consistent with the vision that

Mandurah will have a city image based on an attractive estuarine waterfront, landscape diversity and tourism,focused on the Mandurah Terrace waterfront and with its own identity as a regional city connected to Perthwith fast, efficient transport links (public transport and road) and a road network capable of distributing trafficon all streets rather than concentrating traffic on a few ‘higher capacity’ streets.

Executive Summary


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xiv Part 1 Background

1. IntroductionThe Mandurah Inner Area Strategic Plan has beenprepared by consultants on behalf of the Department forPlanning and Infrastructure under the guidance anddirection of a Steering Committee. During the preparationof this strategic plan, the technical work was undertakenunder the guidance of a Technical Working Group.Members of these committees are listed in theacknowledgements at the end of this report.

The strategic plan is proposed to provide guidance fordevelopment within the inner area of Mandurah.

1.1 Strategy Plans and Structure Plans

It is important to differentiate between strategy(strategic) plans and structure plans (or precinctplans).

In the Western Australian context, strategy plans referto the setting of broad goals and objectives for thedevelopment of an area, without being too precise onthe exact form that the development would take, itsexact location, or how it would be implemented.

Strategic plans provide goals and objectives, togetherwith an action plan of how these might be achieved.They are conceptual rather than precise.

This strategic plan prepared for the Mandurah innerarea sets out the broad direction for development andincorporates a number of actions to achieve the statedobjectives for the area.

By contrast, structure plans (or precinct plans) aremore precise. At a district level, they focus on thephysical disposition of residential areas, roads,schools, open space, shopping and commercialfacilities, mixed use facilities and the other aspects ofurban infrastructure that should precede thesubdivision and development of land.

Following the adoption of this strategic plan, it can beanticipated that precinct plans will be prepared bythe City of Mandurah for defined precincts within theMandurah inner area.

1.2 Purpose of this Report

The purpose of this report is to describe the strategicplan for the Mandurah inner area, including thebackground data and methodology used along withimplementation mechanisms.

1.3 Format of this Report

This report is divided into three parts:

Part 1 Outlines the background to the strategic planPart 2 Describes the strategic planPart 3 Addresses the implementation of the strategic

plan

1.4 The Need for a Strategic Plan

The Peel Regional Strategy identified Mandurah as aregional centre. Since then, planning and transportstudies have been undertaken by the City of Mandurahin recognition of the need to adequately plan andmanage future growth, particularly within theMandurah central area.

The final Inner Peel Region Structure Plan, reproducedas Figure 1, identified ultimate land area requirementsfor major commercial land uses within the Mandurahstrategic regional centre, which included all of theland bounded by Mandurah Terrace, Peel Street,Anstruther and Pinjarra Roads as well as propertiesalong Pinjarra Road, and the Mandurah ForumShopping Centre.

The City of Mandurah Town Planning Scheme No.3,partially reproduced as Figure 2, also identifies asignificant area of land for future expansion ofcommercial land uses within the Mandurah strategicregional centre over the medium term by zoning theland generally bounded by Peel and Forrest Streets,Pinjarra Road and Mandurah Terrace as ‘City Centre’.

During the preparation of the proposed Peel RegionScheme (see Figure 3), it became evident that whilevarious regional and local planning, transport andurban design studies have been carried out forMandurah, there was a need to consider all of thesestudies in the light of recent planning initiatives anddevelop a strategic plan for Mandurah whichaddresses current and anticipated future land use and

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transport issues in one comprehensive document.Recent relevant planning initiatives include the StatePlanning Strategy, Perth Metropolitan Transport Strategy,1995-2029, South-West Metropolitan Railway MasterPlan, and Liveable Neighbourhoods.

The City of Mandurah is a fast-growing region and itwas considered important to identify likelyinfrastructure requirements for the next 20 - 30 years.

Consequently, the Western Australian PlanningCommission agreed to undertake a study of theMandurah inner area in consultation with the City ofMandurah, Main Roads WA, Department for Planningand Infrastructure and the local community.

1.5 Area Covered by the Strategic Plan -Mandurah Inner Area

The strategic plan covers the Mandurah inner areawhich is bounded by the Peel Inlet and Indian Oceancoastline to the west and Mandurah Bypass - FremantleRoad to the east and north. The study area is shown inFigure 4.

The Mandurah inner area includes major regional landuse and transport components, including the citycentre, Civic Precinct, Mandurah Forum districtshopping centre and other service commercial usesalong Pinjarra Road, the planned Mandurah transit(bus/rail) interchange and sections of Pinjarra Road andMandurah Terrace that are proposed to be reserved‘Other Regional Roads’ in the proposed Peel RegionScheme. The project has also given due considerationto influencing factors beyond the specified primarystudy area such as the regional road network andregional land uses.

1.6 Nature of the Strategic Plan

A strategic plan is a non-statutory ‘ideas plan’, asopposed to a local government town planning schemewhich is a statutory plan. A strategic plan is not a legaldocument and has no legal status. A strategic plan canbe adopted as a policy guide for State and localgovernments to consider new zones and reserveswhich generally need to be translated into a local townplanning scheme (or region scheme) before proposalscan be implemented. Not all proposals in this strategic

plan will become part of the town planning scheme.The objectives and ideas however may provide a basisfor the many important decisions made by State andlocal government in planning and controllingdevelopment. All subsequent statutory planningprocesses will include public consultation prior toconsideration for implementation.

1.7 Time Scale of the Strategic Plan

The plan has been developed for a 20 to 30-year timehorizon.

1.8 Process for Preparing the Strategic Plan

There were essentially five stages in the preparation ofthe strategic plan:

Stage 1

The first stage was the preparation of backgroundpapers to understand the context of the Mandurahinner area. This included a review of all previous workin the area, research, analysis of the data with inputfrom a variety of stakeholders to understand theplanning, transport, demographic, social,environmental and economic opportunities andconstraints. During this stage, newsletters weredistributed to all local residents and businesses toprovide information about the study. A Transport andPlanning Expo was also held in Mandurah during thisfirst stage.

Stage 2

The second stage was an Enquiry-by-Design Workshopwhich explored alternative integrated land use andtransport network strategies, the district context, urbandesign options for specific development sites andopportunities to integrate shopping, employment andcommunity uses within a vibrant mixed city centre. TheWorkshop was held in Mandurah over three days withinvited participants from the local community, City ofMandurah, Department for Planning and Infrastructure(previously Ministry for Planning and Department ofTransport), Main Roads WA and appointed consultants.Members of the public and City of MandurahCouncillors were invited to presentations of progressand outcomes throughout the Workshop and invited to

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Prepared by Project Mapping Section,from data supplied by Statutory Mapping Section;Geographic & Planning Information Branch,Department for Planning and Infrastructure,Perth, Western Australia. May 2002

GEOCENTRIC DATUM OF AUSTRALIA

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Figure 3 Extract from proposed Peel Region Scheme (Provisional)

provide comments and suggestions. The output fromthe Workshop was the basis for preparation of aDevelopment Plan - for Discussion which was furtherdeveloped for Stage 3 - community consultation.

Stage 3

The third stage was the community consultation/publicsubmission phase. During this stage, public displayswere held in the City of Mandurah, Mandurah Forumand Mandurah Library. Copies of the Development Plan- for Discussion were widely distributed throughoutthe community. Written submissions were invited(postal and email) and the closing date advertised atthe displays and on the information brochuresdelivered to every household and business in theMandurah inner area and surrounding suburbs.

Stage 4

The fourth stage involved a review of the submissionsreceived, making any changes considered appropriateas a result of submissions, and the preparation of areport on submissions. The development plan wasfurther developed and refined. Transport modellingwas used to test alternative land use and transportnetworks for interim time horizons (2006, 2011, 2021,2031) to identify the relationships between expectedgrowth and staged infrastructure requirements (such asroad network and bridge upgrading). During this stagea route selection assessment of Allnutt Street East-WestLink options was undertaken to consider the most

appropriate locationfor this link. Thisassessment includedsocial, environmental,engineering andeconomicimplications andimpacts. Thisinformation was usedto develop a strategyfor implementing thestrategic plan.Recommendationsfor changes to theDevelopment Plan -for Discussion weremade to the SteeringCommittee.

Stage 5

The fifth stage was the preparation of the final strategicplan and report and development of a strategy forimplementation of the Plan.

Throughout the five stages of the study, supportingtechnical reports were prepared, including:



✤ Allnutt Street East-West Link Road Report.Assessment of Route Options.


1.9 Development Plan - for Discussion

The Development Plan - for Discussion was publishedfor public comment in April 2001 with the submissionperiod, closing in May 2001. During the submissionperiod, 175 submissions were received. Following ananalysis of submissions, the Steering Committeesupported a number of modifications to theDevelopment Plan - for Discussion. The modified planis described in Part 2 of this report - strategic plan.

Part 1 Background


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ntw-map17\strat_plan\transport\peel\man_tran\study_brief\base_data\fig4\fig4.dgn

Figure 4 Primary Study Area

2. Aim, Objectives and Functions ofthe Strategic Plan

2.1 Aim

The aim of the strategic plan is to guide and co-ordinate the future development of the Mandurahinner area as a well-planned strategic regional centre.

2.2 Objectives

The objectives of the strategic plan are to:

✤ reinforce Mandurah as the regional centre forthe Peel Region, with its own identity;

✤ facilitate the development of Mandurah as awell-planned major commercial, employmentand tourist activity centre within the PeelRegion;

✤ provide a sustainable, attractive, stimulatingand safe environment that enhances the qualityof life for residents, attracts local tourism andprotects environmental features and qualities;

✤ provide for an appropriate range of land usessuch as mixed use higher-density residentialdevelopment that are integrated with the mainfunctions of the area and major transportfacilities and services;

✤ recognise that sustainable development mayrequire an emphasis on travel demandmanagement with the location of major tripattracting land use activities being closelylinked with appropriate non-motorised andpublic transport infrastructure and services;and

✤ reinforce the city centre by ensuring it issupported by neighbourhoods around it, all ofwhich are well linked to it by safe and efficienttravel systems, including public transport.

2.3 Functions

The functions of the strategic plan are to provide:

✤ A basis for formulating the inner area land usecomponents and review of the proposed PeelRegion Scheme. The strategic plan provides therationale for integrated land use and transportdevelopment within the Mandurah inner areawhich may result in amendments to theproposed scheme.

✤ A comprehensive guide for statutory planningand development control. The strategic planwill provide a guide for further studies(including the preparation of precinct plans),statutory amendments and reviews to the Cityof Mandurah Town Planning Scheme No. 3.

✤ A basis for transport authorities (including theCity of Mandurah and Transperth) to plan theirfuture requirements. Major transportation routesrequire medium to long-term forward planningand programmed budgeting to acquire anyrequired land for implementation.

✤ A basis for staging development. The strategicplan indicates staging of infrastructure to suitthe likely needs. However, this staging isindicative only and actual development willdepend on priorities set by government andprogramming and budgetary constraints.

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3. Planning Context

3.1 Previous Plans and Policies

In developing the strategic plan, account has beentaken of the following strategic policies and plans:

3.1.1 Planning documents

✤ The proposed Peel Region Scheme. The studyarea is generally proposed in the scheme to bezoned ‘Urban’, except for:

• the Mandurah Town Centre to be zoned‘Regional Centre’;

• Mandurah Forum to be zoned ‘RegionalCentre’;

• Mandurah Terrace and Gordon Road to bereserved ‘Other Regional Roads’;

• Mandurah Bypass and Fremantle Road to bereserved ‘Primary Regional Roads’;

• Gordon Road Industrial Precinct to be zoned‘Industrial’;

• Mandurah Senior High School to be reserved‘Public Purposes’; and

• land at the corner of Allnutt Street andFremantle Road to be reserved ‘Railways’.

✤ The Inner Peel Region Structure Plan provides along-term (30 to 50-year) structure plan formajor land uses, transportation corridors andmajor service infrastructure. The plan generallycovers the area of the City of Mandurah and thewestern sections of the Shires of Murray andWaroona. The general objectives of thestructure plan are to:

• give effect to the aims, objectives and actionstatements of the Peel Regional Strategywhere these can be interpreted into physicalland use arrangements;

• be accurate and specific enough to providethe basis for sound planning decisions; and

• identify and define land requirements formajor infrastructure corridors, includingregional open space required within the areain the future.

The last objective is particularly important in relation tothe Peel Region because of its location immediatelyadjacent the southern boundary of the PerthMetropolitan Region. The Peel Region will form thebridge between the Perth Metropolitan Region and thefuture development areas to the south. The placementof major transport and other infrastructure corridorsbetween the two areas will be important.

✤ City of Mandurah Town Planning Scheme No. 3.Land use and development within the City ofMandurah is generally controlled by the City’stown planning scheme. The scheme wasgazetted in July 1999, however a number ofamendments are currently being processed torectify anomalies in the scheme.

Key zoning characteristics within the study area are:

• land at the intersection of Mandurah Terraceand Fremantle Road is generally zoned‘Service Commercial’;

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• Gordon Road industrial area is generallyzoned ‘Industrial’;

• land along Mandurah Terrace between PeelStreet and Anstruther Road is zoned ‘Tourist’;

• land between Peel Street, Forrest Street andlots south with frontage to Pinjarra Road aregenerally zoned ‘City Centre’ with R codesbetween R40-R80;

• land between Forrest Street and FremantleRoad with frontage generally to Pinjarra Roadis generally zoned ‘Service Commercial’;

• land bound by the Indian Ocean, Peel Inletand Ormsby Terrace is generally zoned‘Mandurah Ocean Marina Development’;

• there are numerous parks scatteredthroughout the study area that are reserved‘District Recreation’ and ‘Local Recreation’;

• there are a number public landholdingsscattered throughout the study area reserved‘Public Purposes’ for uses including: primaryand high schools, churches, municipalpurposes, drainage, fire station, cemetery,and public utility; and

• the balance of the land is generally zoned‘Residential’ with coding classificationsranging between R12.5 to R60.

✤ The Perth Metropolitan Transport Strategy, 1995- 2029 sets out the State Government’s goals toreduce car dependence in urban areas throughintegrated land use and transport planning, andstrategies to increase use of public transport,walking and cycling. This is particularlyimportant because one of the consequencesof reducing car dependence is to reduce theneed for road infrastructure.

✤ The Peel Regional Road Network DevelopmentStrategy sets out a regional developmentstrategy for the regional roads within the area,specifically the Kwinana Freeway extension,Peel Deviation and the Northern MandurahBypass.

3.1.2 Policies

✤ Planning to Enhance Public Transport Usage –Policy No. D.C. 1.6 sets out 13 policymeasures that encourage intensification of high-intensity land uses in station precincts andintegration of access into the surrounding streetnetwork.

✤ Liveable Neighbourhoods sets out policies andpractices that encourage an urban structure ofwalkable neighbourhoods clustering tosupport town centres with compactness ofform, compatibility of mixed uses, reduced cardependence and ease of access toemployment, retail and community facilities.

3.1.3 Mandurah Road Hierarchy - A Study for theMandurah Town Planning Scheme No. 3(1991, 1995 (Addendum), 1997 (Update))

These studies of future transport needs for the Cityof Mandurah were undertaken by Uloth andAssociates. The forecasts and recommendationsfrom these studies were based on highexpectations on land uses within the inner area,concentrated employment growth in the citycentre and a different philosophy on trafficmovements. In particular, the transport philosophyadopted was hierarchical which concentratedtraffic on a few selected major roads (Pinjarra Road,Allnutt Street/Peel Street, Mandurah Terrace andLeslie Street).

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4. Urban Form

4.1 Vision for Mandurah

The vision that emerged for Mandurah during theEnquiry-by-Design Workshop and as a result of theconsultation with stakeholders and residents is:

✤ a city image based on an attractive estuarinewaterfront, landscape diversity and tourism;

✤ city centre focused on the Mandurah Terracewaterfront;

✤ not a suburb of Perth but a regional cityconnected to Perth with fast, efficient transportlinks (public transport and road);

✤ road network capable of distributing traffic onall streets rather than concentrating traffic on afew ‘higher capacity’ streets; and

✤ a district-level shopping centre at MandurahForum, integrated to city centre by PinjarraRoad commercial strip.

Integral to the development of this vision for Mandurahis the philosophy of distribution of land use growth. Inparticular, growth in business/commercial/tourism isproposed to be distributed throughout the Mandurahinner area rather than being concentrated in a largecentral node only. The dispersal of this type of landuse is proposed to be in mixed use developmentsalong strategic roads such as Mandurah Terrace,Anstruther Road, Davey-Lanyon Streets and PinjarraRoad in addition to consolidation within and aroundthe city centre.

The benefits of this type of ‘dispersed’ land use, ratherthan the consolidated centralised commercial growth,are that it:

✤ provides more opportunities for localisedemployment - accessible by walking andcycling;

✤ reduces traffic volumes and demand forparking in the central area thus permitting amore human scale of development of the citycentre;

✤ encourages more home-based employmentthus increasing the overall number of jobs inthe area; and

✤ reduces the area of land that would otherwisebe needed in the city centre foremployment/commercial/retail activities, thuspermitting residential land uses to be retainedin the city centre.

The philosophy of a ‘dispersed’ land use would besupported by a ‘dispersed’ road system thatincorporates an interconnected street network offeringa greater choice of routes for traffic movement. This isdiscussed further in Section 7 of this report.

4.2 Regional Structure

A typical regional structure comprises a town centresurrounded and supported by neighbourhoodcentres, as illustrated diagrammatically in Figure 5.



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Source: Derived from Liveable Neighbourhoods

LEGEND

Town Centre

Neighbourhood Centre

Low

Medium

High

Residential Densities

Neighbourhood Connector Roads

800 m

400 m

Figure 5 Typical Regional Structure

section

4Part 2 Strategic Plan


page

14

Figure 6 Potential Regional Structure for the Mandurah Region

A town centre structure ideally should display thefollowing characteristics:

✤ Formed by the clustering of neighbourhoods,typically with six to nine neighbourhoodsneeded for adequate population to sustain atown centre, with public transport and a widerange of goods and services.

✤ The town centre is central to the cluster ofneighbourhoods, well linked toneighbourhood centres by roads and publictransport. Neighbourhood centres should bewithin reasonable walking distance of mostresidents.

✤ Major new transport routes are based ondesired town and neighbourhood structure.

✤ For commercial viability and accessibility thetown centre is located adjacent to theintersection of arterial routes and has a majorpublic transport stop, wherever possible.

✤ A range of housing types with residentialdensities that increase towards the city centreand other major activity centres, and can, overtime, support sufficient population to fosterself-containment.

A potential regional structure for the Mandurah Region,based on these concepts, is shown in Figure 6. Thispotential regional structure was prepared at theEnquiry-by-Design Workshop to determine anyneighbourhood deficiencies and for use as a basis formore detailed planning for the inner area.

The key outcomes from this potential regionalstructure, as they affect the Mandurah inner area are:

✤ Mandurah could benefit from development ofneighbourhood centres to serve localpopulations. To be viable, the neighbourhoodcentres require a clear and legible network ofneighbourhood connector roads so thatbusinesses can benefit from the movementeconomy (passing trade). The City of Mandurahwill need to consider these neighbourhoodcentres for inclusion in a local commercialstrategy and precinct plans.

✤ Different neighbourhoods are likely to havedifferent functions and scales depending on

the relative benefits of their location(attractiveness for lifestyle orientation,proximity to competing centres, exposure topassing trade etc.).

✤ Planned commercial growth between the citycentre and Mandurah Forum will requireupgrading of Pinjarra Road and benefit fromstrengthening parallel roads to the north.

✤ The need for a direct street link between PeelStreet and Allnutt Street to service bus routesand the proposed transit station. This willinclude a four-way intersection at FremantleRoad/Murdoch Drive.

✤ The need for a new north-south road linkingAllnutt Street (next to the proposed transitstation) to Fremantle Road.

✤ The neighbourhood structures that would berequired to support the neighbourhood clusterconcept are discussed further in Section 6.



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5. Population, Demographics andEmployment

5.1 Population and Demographics

In developing the strategic plan, account was taken ofthe existing and forecast population for the Mandurahinner area as set out in Table 2. Over the period1996/1998 to 2021, the forecast rate of growth is about2 per cent - 3 per cent per annum. The forecast rapidincrease in population to 2006 is primarily through theexpectation that the Mandurah Ocean Marinadevelopment will be complete and fully occupied by2006. If only a percentage of this development is fullyoccupied by 2006, then the forecast population willbe lower. The Department for Planning andInfrastructure has forecast that the inner area isexpected to be developed fully (from a residentialperspective) by 2021 and little additional populationgrowth in the inner area is expected between 2021and 2031.

The inner area has a higher median age andcommensurate lower median individual income(retirees/pensioners), and a smaller household sizethan the average within the City of Mandurah. The rateof growth in the inner area has been significantly lowerthan the rate of growth in the newer outer areas of theCity of Mandurah.

5.2 Employment

Within the City of Mandurah as a whole, 48 per cent ofthe work force works within the Mandurah locality, 12per cent within the region and 40 per cent outside theregion. Existing and projected employment for theMandurah inner area is summarised in Table 3.Employment is forecast to increase by 3 per cent - 4per cent per annum to 2030.

The forecast increase in employment is based on thedevelopment of the local government area and region,rather than just the demand for employment fromresidents in the inner area.

5.3 Comparison with Other Studies

Future population and employment data used in thisstudy differs from data used in the previous MandurahRoad Hierarchy studies. These differences arise fromthe alternative approaches adopted. The roadhierarchy studies utilised capacity population andemployment figures from the draft Inner Peel RegionStructure Plan. Whereas this study uses the latestpopulation and employment projection figuresprovided by the Department for Planning andInfrastructure. These latest projections are in contextwith competing demand for population andemployment in the adjacent Perth Metropolitan Regionbalanced against land availability expressed by thefinal Inner Peel Region Structure Plan. This data wasunavailable at the time of the road hierarchy studies.



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Table 2 Existing and Forecast Population, Mandurah Inner Area

1996/1998 2006 2011 2021 2031

Population 11,070 15,470 16,160 17,540 17,700

Source - Department for Planning and Infrastructure

Table 3 Existing and Forecast Employment, Mandurah Inner Area

1996/1998 2006 2011 2021 2031

Employment 7,100 9,580 10,500 12,330 17,290

Source - Department for Planning and Infrastructure

6. Development PlanningThis section outlines the proposals contained in thestrategic plan for the Mandurah inner area. The strategicplan is shown in Figure 7. The description of the plan andexplanation of the proposals discussed in this section ofthe report, are drawn from the background and analysisincluded in the technical reports and specialist studies(which are available as reference material), and theconsideration of public submissions made on theDevelopment Plan - for Discussion.

The supporting technical reports include:



✤ Allnutt Street East-West Link Road Report.Assessment of Route Options


A number of study precincts have been defined toassist in the description of the strategic proposals.These precincts are centred on key areas within theMandurah inner area, as illustrated in Figure 8. Theprecincts have been selected on the basis that theyhave, or would be developed to have, their ownidentity based on the different functions they performand the services they provide.

6.1 City Centre Precinct

This precinct comprises a range of land uses, includingbusiness, commercial, retail, tourist, recreation,restaurants and cafes. The city centre should continueto grow as the main focus for tourism and business forMandurah and be orientated towards the waterfrontand Mandurah Terrace.

The strategic plan sets out a strategic framework fordevelopment of the City Centre Precinct.

As a natural progression of the growth of the citycentre, development and revitalisation opportunitiesexist in the area of Davey Street, Gibson Street, SuttonStreet and George Street. This area, and the whole ofthe central area, will need to be subject to a detailedinvestigation by the City of Mandurah with particularreference to urban form, mixed use development,accessibility, provision and access to car parking, andencouragement and provision for safe pedestrian

activity. This investigation should include thepreparation of a precinct plan (including designguidelines) with objectives to encourage live/workopportunities in the city centre and focus on ‘mainstreet’ principles, including the development ofperimeter blocks and mid-block parking.

6.2 Civic Precinct

This precinct focuses on the Council AdministrationOffices, Senior Citizens’ Centre, Cinema Complex,Tourist Information Centre, Peel Discovery Centre,Community Health Centre, Performing Arts Centre andthe Boardwalk Theatre Complex. The Mandurah OceanMarina development, together with restaurants andcafes, are also developing in this precinct. Theprecinct is a current focal point as a major entry intothe city centre, identified by the MandurahTerrace/Peel Street intersection.

A number of opportunities were identified for futuredetailed investigation in a precinct plan for the CivicPrecinct. These included:

✤ in the central part of the precinct, dueconsideration should be given to pedestrianaccess, safety, future land uses, internal,external and through movements, lighting and alandscaping strategy that also acknowledgessafety requirements in conjunction with theprovision of shaded rest areas, andbeautification;

✤ the possible consideration of the City ofMandurah Administration Offices as a landmarkfeature at the intersection of Peel Street andMandurah Terrace to provide a focal point andlandmark feature at a key city centre entry;

✤ the future use of the Nell Regan Memorial Halland redevelopment opportunities for the sitein the future;

✤ the introduction of a precinct plan (includingdesign guidelines) with objectives for theprecinct which encourage increases inresidential density and a wider range of mixeduse developments in order to achieve anincrease in residential population and greaterdiversity of employment opportunities. Thiswould also include live/work opportunities andlook at encouraging the growth of commercialand business activities within the Civic Precinct;



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6

✤ business/tourism growth to be envisagednorthwards along Mandurah Terrace; and

✤ stronger link between the centre of the precinctand the Marina through changes of land use.

6.3 Mandurah Forum Precinct

This precinct is located at the intersection of PinjarraRoad and Fremantle Road. The precinct is dominatedby the Forum Shopping Centre, however is alsosurrounded by a number of community facilities,including the Library, Police Department and theMandurah Aquatic and Recreation Centre.

The Enquiry-by-Design Workshop identified a numberof opportunities that might be considered for theMandurah Forum Precinct. These included:

✤ Integration of the Mandurah Forum ShoppingCentre with surrounding land uses anddevelopments off-site and consideration of‘main street’ opportunities. A future precinctplan may consider how this might be achieved.

✤ Opportunities for improving the frontage of theForum Shopping Centre onto Clarice Street. Afuture precinct plan may consider how thismight be achieved.

✤ Incorporation of land uses that encourageactivity 24 hours a day, including residential,restaurants and cafes;

✤ Consideration for the introduction of a precinctplan (including design guidelines) withobjectives for the precinct which encourageincreases in residential density in order toachieve increases in residential population.Higher resident population near a regionalshopping centre would result in moreconvenient access to this facility for morepeople. Increases in resident population mightinclude live/work opportunities and look atencouraging the establishment of commercialand business activities in ‘main street’development within the Mandurah ForumPrecinct.

✤ Consideration of opportunities forimprovement in overall accessibility to, fromand within the Mandurah Forum Precinct, inparticular to improve pedestrian accessibility.

6.4 Transit Station Precinct

This precinct focuses on the proposed Mandurah railand bus terminal which will be the termination of theSouth-West Metropolitan Rail Service.

At the time of preparing this strategic plan,development planning for the Transit Station Precinctand related infrastructure is being undertaken as aseparate planning project. Nevertheless, this planrecognises the opportunity to integrate limited newcommercial/mixed use development close to thestation. This plan recognises the need to promotehigher residential densities within the precinct so thatmore people can live within walking distance of thestation. It is anticipated that this precinct willincorporate mixed office/commercial/retail/residentialuse, live/work development facing onto the station.

In particular, the strategic plan includes a north-southroad to provide connectivity and accessibility for theTransit Station Precinct.

The planning currently being undertaken by PerthUrban Rail Development for the Mandurah bus/railinterchange includes the potential for the longer-termextension of the railway line closer to Pinjarra Road. Thestrategic plan does not preclude this potential.

To support the Transit Station Precinct, the strategicplan promotes an important east-west link connectionto the city centre on the Allnutt Street - Peel Streetalignment. This link will be an important route for busservices.

6.5 Pinjarra Road Commercial Precinct

The strategic plan proposes that Pinjarra Road shouldcontinue to be a car-based Commercial main street. Tosupport the development along Pinjarra Road, it isrecommended that the commercial zone be extendednorth to Davey Street and Lanyon Street. This willprovide opportunities for major east-west employmentalong the whole corridor between the Mandurah citycentre and Mandurah Forum.

While the strategic plan has identified the potential forthe east-west commercial corridor, a precinct plan willneed to be developed for the Pinjarra Road area. Thiswill need to address road and access issues in the



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Figure 7 Strategic Plan - Mandurah Inner Area

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19

LEGEND

MANDURAH

BYPASS

LESLIE

STREET

PINJARRA

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Transit Station Precinct

Mandurah Forum Precinct

Pinjarra Road Commercial Precinct

Potential New Neighbourhood Centres

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Figure 8 Study Precincts and Potential New Neighbourhood Centres

vicinity of Davey Street/Lanyon Street/Anstruther Roadalong with the introduction of design guidelines. Inparticular, the precinct plan will need to assess theimplications of creating a continuous through-road linkalong the alignments of Davey Street and Lanyon Streetthrough to Dower Street. The benefits of this linkinclude the improvement of accessibility for thePinjarra Road Development Zone and the enlargementof the commercial potential to provide localemployment.

6.6 Potential New Neighbourhood Centres

The opportunity for six new neighbourhood centres atthe following locations was identified:

a) Leslie Street/Dadger Street - given proximity tothe city centre would comprise a small retailcomponent, for convenience needs only.

b) Leslie Street/Coolibah Avenue - given proximityto the city centre and opportunities to developland held by the City of Mandurah, thisneighbourhood centre creates opportunitiesfor community uses, particularly in relation tothe boat-launching activities immediately west.

c) Pinjarra Road/Anstruther Road - Pinjarra Road isalready developing commercial activities alongits frontage as a result of the movementeconomy (passing trade). This neighbourhoodcentre may include a deli/lunch bar/cafe, toprovide facilities for local workers in the area.

d) Transit Station Precinct - given the anticipatedpopulation within this precinct in the future,and given its location away from the Mandurahcity centre, it could provide a local retail andpossible community function, associated withrail and bus patronage.

e) Park Road - this neighbourhood centre is seenas providing a local centre supporting theexisting industrial and residential land uses inthe area.

The potential neighbourhood centres are linked by a

highly interconnected street network. The centres,located at the busier traffic intersections and on busroutes, will be sustained by the movement economy(passing trade) and might range from a dailyconvenience store or deli and bus stop to a local smallbusiness or group of businesses (medical centre,childminding centre, office, etc).



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7. Transport

7.1 Existing Road and Traffic Conditions

The existing road system for the Mandurah inner area isshown in Figure 9. Some of the key transport issues thatthe strategic plan seeks to address are:

✤ Fremantle Road/Mandurah Bypass is a ‘PrimaryDistributor’ Road originally designed to providea bypass for Mandurah. With the increases inland uses east of Fremantle Road/MandurahBypass, essentially ‘leapfrogging’ the bypass,the regional road is now performing districtand even local functions. Severe congestionoccurs at the intersection of Pinjarra Road andFremantle Road/Mandurah Bypass during peaktimes. This intersection is also recognised as amajor ‘black spot’ (i.e. the intersection has ahigh crash rate).

✤ Pinjarra Road is approaching the limit of itscapacity and the current road configurationmay be a deterrent to growth of business alongthe road and may ultimately influence theaccessibility of the city centre.

✤ Delays occur at the Mandurah Town (old)Bridge in holiday periods for vehicles accessingthe Mandurah inner area in general and the citycentre in particular.

✤ The Mandurah Estuary Bridge is a major sourceof delays, especially in holiday periods.

✤ The transit station will require signalised accessat Allnutt Street to/from Fremantle Road andMurdoch Drive. This additional set of signalswill also have implications on regional traffic onFremantle Road/Mandurah Bypass.

✤ Planned increases in the number of busservices between the transit station and the citycentre will require improved direct access. Thisaccess, connecting Allnutt Street with PeelStreet, will also provide for improved local anddistrict east-west movements.

In addressing the regional issues for Mandurah, thisstudy has used the Peel Regional Road NetworkDevelopment Strategy as a source document.

The Mandurah inner area has a grid system of streetswhich currently provides permeability and flexibility.This grid system is ideal for development in line with

the policies and practices advocated under LiveableNeighbourhoods as it provides a legible and veryinterconnected street network.

7.2 Road System Proposed in the Strategic Plan

The strategic plan incorporates a proposed roadsystem which includes primary distributors, districtdistributor integrators, neighbourhood connectors andaccess streets. The proposed road system for theMandurah inner area is shown in Figure 10.

The road system is based on a ‘dispersed’ trafficpattern, with a highly interconnected street systemfollowing the guidelines set out in LiveableNeighbourhoods.

The interconnected street network offers a greaterchoice of routes for traffic movement, so the trafficload can be shared more evenly, making use of existingroad infrastructure. This type of road system is oftencalled the ‘traditional’ road system or ‘grid’ roadsystem since (almost) all streets connect in a gridpattern.

It can be compared with a hierarchical road system inwhich selected streets become ‘major streets’ andother streets become ‘minor’ streets. The ‘major’ streetsare then upgraded, normally to dual carriagewaystatus, such that ‘through’ traffic is then given priorityand can travel at greater speeds. In order to reducedelays for ‘through’ traffic, only selected ‘minor’ streetsare allowed to connect with the ‘major’ streets. Thusthe whole network has less accessibility andpermeability.

In the ‘dispersed’ traffic system (on which the strategicplan is based), all streets are interconnected offering agreater choice of routes. Therefore, all roads share thetraffic and local access is given a high priority, often atthe expense of free-flowing ‘through’ traffic on districtdistributor integrator roads. In the longer term, and atcertain peak times of the day, traffic might expect tobe slow moving with short-term delays at someintersections.

The ‘dispersed’ traffic system is often adopted inassociation with traffic calming and streetscapeenhancements that reduce traffic speeds. Over time,moving more slowly through local streets results in a



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LEGEND

MANDURAH

BYPASS

LESLIE

STREET

PINJARRA

ROAD

ALLNUTTSTREET

MANDURAH

TERR

ACE

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MURDOCH DRIVE

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ROAD

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OLD

COAST

0



N

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SCALE 1:30000


RO

ADAN

STRU

THER

Primary Distributor

District Distributor Integrator A

District Distributor Integrator B

Neighbourhood Connector

Other Key Connector

Figure 9 1996 Road System in the Mandurah Inner Area



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LEGEND

MANDURAH

BYPASS

LESLIE

STREET

PINJARRA

ROAD

ALLNUTTSTREET

MANDURAH

TERR

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District Distributor Integrator B

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Proposed

Future Railway Line


Other Key Connector

Figure 10 Proposed Road System in the Mandurah Inner Area

cultural change that places greater emphasis on roadsafety and respect for the local environment. Therecent introduction of a maximum speed of 50km/h onlocal streets adds emphasis to the current moves tothis cultural change throughout Western Australia.

Changes on the street system within the inner area willbe incremental. Streetscape enhancements wouldneed to be planned and implemented on a stagedbasis to complement development within the areaover the next 30 years.

This type of network operates successfully today incentres such as Subiaco, Leederville, South Perth andFremantle. Each of these areas has traffic volumes onlocal streets that would be similar to those anticipatedin the long term for some of the streets in theMandurah inner area. These streets have local trafficcalming and streetscape improvements that slowtraffic speeds while, at the same time, offeringpermeability and good access as well as a goodwalk/cycle environment.

The strategic plan for the Mandurah inner area hasbeen based on these principles.

7.3 Primary Distributors

Primary distributors form the regional grid of trafficroutes, catering for inter- and intra-regional traffic. Theyare the major truck routes and are under the control ofMain Roads WA. Primary distributors generally haveseparate shared paths (for pedestrians and cyclists) onat least one side of the road.

Under the proposed Peel Region Scheme, primarydistributors are to be classified as ‘Primary RegionalRoads’. These roads are:

✤ Kwinana Freeway - Peel Deviation

✤ Fremantle Road - Mandurah Bypass

✤ Northern Mandurah Bypass

Kwinana Freeway and Peel Deviation

The major roads serving the South-West Corridor andthe Peel Region will be the Kwinana Freeway and thePeel Deviation. Based on current estimates and therecommendations in the Peel Regional Road Network

Development Strategy, the Peel Deviation could beconsidered for construction about 2006. The mainimpact on the inner area will be a reduction in trafficvolumes of 6,000-7,000 vehicles per day on MandurahBypass/Fremantle Road immediately after itsconstruction and a long-term reduction in thepercentage of ‘through’ trips, particularly freight traffic.The Kwinana Freeway connection to the NorthernMandurah Bypass (included in the final Inner PeelRegion Structure Plan, Figure 1) is expected to berequired between 2022 and 2031.

Fremantle Road - Mandurah Bypass

The Fremantle Road-Mandurah Bypass will be themajor urban arterial distributor road through the City ofMandurah. It will link the major centres and urban areaswithin the Mandurah area.

The following features are included in the strategicplan (from north to south):

✤ Roundabout entry to the city centre. TheCity of Mandurah is proposing to create agateway entry to the city by reconstructing theexisting channelised intersection into aroundabout. This can be considered after theconstruction of the Peel Deviation and NorthernMandurah Bypass.

✤ Provision of the Northern MandurahBypass. A future connection between theKwinana Freeway and Northern MandurahBypass was incorporated into the final InnerPeel Region Structure Plan. Based on currentforecasts, this is not expected to be requiredbefore 2021.

✤ Allnutt Street – new four-way signalisedintersection at Fremantle Road. Thisintersection will improve accessibility to andacross Fremantle Road, particularly to the transitstation, from land areas to the east (accessedfrom Murdoch Drive) and the west (accessedfrom Allnutt Street). The intersection will alsorelieve congestion at the Pinjarra Road/Mandurah Bypass intersection, particularly foraccess to and from Mandurah Forum.



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✤ Clarice Street - desirable ‘left-out only’ linkto Fremantle Road. Proposed to improveaccessibility and traffic circulation around theMandurah Forum district shopping centre. MainRoads WA has advised that the close proximityof Clarice Street to the existing FremantleRoad/Pinjarra Road intersection is likely to affectthe safety and operation of Fremantle Road andthe intersection. It is therefore desirable toexamine the need for this connection followingthe provision of the Allnutt Street/MurdochDrive/Fremantle Road intersection. If, however,Clarice Street is required to achieve otherobjectives in the short term, it should beconstructed as a ‘left-out only’. A ‘left-in’movement from Fremantle Road is notpreferred as it is likely to result in lane-changingproblems and traffic queuing in the section ofFremantle Road between Pinjarra Road andClarice Street. If a grade-separated interchangeof the Pinjarra Road/Fremantle Road iswarranted in the longer term (refer to nextparagraph), a detailed examination of a rampconnection for Clarice Street would berequired.

✤ Potential Long-Term, Grade-SeparatedIntersection at Pinjarra Road. Proposed toimprove accessibility across, onto and offFremantle Road. Grade separation may berequired if the Peel Deviation is not constructedwithin a 10-year time frame. Improvementshould be made to the right-turning lanes in theshort term to relieve current traffic congestionand improve traffic safety.

✤ Additional Traffic Lanes. Forecast trafficgrowth on Fremantle Road/Mandurah Bypassnorth of Pinjarra Road indicates that six trafficlanes may be required by 2021 between northof Leslie Street and the Northern MandurahBypass.

✤ Second Mandurah Estuary Bridge. This willbe required in the longer term to provide twotraffic lanes in each direction. If the PeelDeviation is constructed within five years, thesecond Mandurah Bridge will not be requireduntil between 2011 and 2021, depending on

the rate of growth of development west of thePeel Inlet and Harvey Estuary.

✤ Additional Pedestrian Crossings. Thestrategic plan proposes three new grade-separated pedestrian crossings over FremantleRoad and Mandurah Bypass.

7.4 District Distributor Integrators

These routes serve a dual function of carrying districtand local traffic efficiently and providing developmentfrontage and access for adjoining properties. They areclassified A or B according to projected trafficestimates and urban design objectives for the streetsystem.

✤ District Distributor Integrator A routes suittertiary education, civic, retail and commercialactivities. They typically carry 15,000 - 35,000vehicles per day and have two travel lanes ineach direction. Direct access to propertiesshould be limited for some activities. In newdevelopment areas, District DistributorIntegrator A roads will typically be developedwith service roads to provide access andparking for adjacent development. In olderestablished areas, service roads are not oftenpossible due to land constraints. On thesetypes of roads, provision should be made foron-street cycling as well as footpaths (orshared paths) on both sides of the street.

Under the proposed Peel Region Scheme,District Distributor Integrator A roads areclassified as ‘Other Regional Roads’.

✤ District Distributor Integrator B routes suitpedestrian-based retail streets, home-basedbusinesses and integrated residential. Theytypically carry 7,000-20,000 vehicles per dayand will typically have at least one travel lane ineach direction and a parking/manoeuvring lane.Direct lot access is acceptable provided thatadequate provision is made for the safety ofturning vehicles. On these types of roads,provision should be made for on-street cyclingas well as footpaths (or shared paths) on bothsides of the street.



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7.5 District Distributor Integrator A Roads

Pinjarra Road

It is recommended that Pinjarra Road be widened to afour-lane arterial road to provide an adequate level ofservice for its role within the network, the proposedland uses and for the predicted traffic volumes. It isproposed to be reserved ‘Other Regional Roads’ underthe proposed Peel Region Scheme as it is consideredto be a road of regional significance, connecting theregional road network to the regional centre of the Cityof Mandurah.

Pinjarra Road, between Mandurah Town (old) Bridgeand Dower Street, currently has a road reserve of only20m in width. Between Dower Street and SuttonStreet/George Street an increase in road reservation to28m will be required under the proposed Peel RegionScheme in order to undertake the recommended roadwidening. The ability to undertake widening close tothe city centre between Sutton Street and GeorgeStreet will very much depend on access needs foradjacent land uses and the engineering and otherconstraints in this area. Detailed designs for PinjarraRoad between Sutton Street and George Street willneed to consider land use and engineering constraintsprior to finalising the road reserve details.

East of Dower Street (between Dower Street andFremantle Road) the road reserve has already beenwidened to provide for the expected traffic volumesand necessary turning lanes at traffic signals.

Over the past 20 years, Pinjarra Road has developed asa car-based ‘main street’. Planning undertaken in thisstudy at the Enquiry-by-Design Workshop reconfirmedthat Pinjarra Road should be retained (and further

redeveloped) as a car-based ‘main street’. Ofparticular relevance to Pinjarra Road is therecommendation to plan for the extension ofcommercial development to the north side, supportedby a parallel continuous road structure formed by thethrough-connection of Davey Street - Lanyon Street toDower Street.

The recommended cross-section for Pinjarra Roadbetween Sutton Street/George Street and Dower Streetis shown in Figure 11. Perspective 1 illustrates thepotential improvement to Pinjarra Road followingupgrading and development.

The central median strip, shown in Figure 11 as 3m inwidth, should be constructed as a series of plantedislands rather than a continuous median. Access toand from each of the businesses fronting Pinjarra Roadwill be between these islands.

West of Sutton Street, Pinjarra Road becomes part ofthe city centre road circulation system and is highlyconstrained by existing commercial buildings. It isrecommended that there be no change in the cross-section or the road reserve in this section. Perspective2 illustrates this section of Pinjarra Road.

East of Dower Street, Pinjarra Road has, and willcontinue to have, an important role in providing right-turning access to/from Mandurah Forum and theadjacent neighbourhood connectors of CoolibahAvenue and Dower Street. For this reason, it isrecommended that, subject to detailed designinvestigations, the road reserve between Dower Streettraffic signals and Arnold Street traffic signals beincreased to 28m (currently 25m).



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Figure 11 Pinjarra Road, recommended cross-section Sutton Street/George Street to Dower Street

5.0 7.5 3.0

28m reserve

7.5 5.0

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Perspective 1 Pinjarra Road looking east toward Dower Street

Existing

Proposed

Main Features of Perspective

✤ Nominal 28m road reserve with four lanes of traffic.

✤ Incorporation of cycling lanes.

✤ Incorporation of islands and landscaping.

✤ No on-street parking provided.

✤ Use of banners to promote community events.

✤ Relocation of signage away from verge.

✤ Underground power.

✤ Inclusion of retail and mixed use developments

with on-site parking.



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Perspective 2 Pinjarra Road looking east from the Mandurah Town (old) Bridge

Existing

Proposed


✤ Retain unique character of this section of PinjarraRoad, including three lanes of traffic.

✤ Enhance streetscape by underground power,improved landscaping and opportunity toincorporate public art.

A detailed road design concept plan will need to beprepared to define the future road reserve. This designwill need to take into account full consideration ofimpacts on existing land uses, services, andintersections.

Mandurah Town (Old) Bridge - District DistributorIntegrator A

The Mandurah Town (old) Bridge is proposed to bereserved ‘Other Regional Roads’ under the proposedPeel Region Scheme. Its role is to provide connectivitybetween Mandurah city centre and the residential,tourist and commercial areas on west side of the PeelInlet and Harvey Estuary. The planned growth of thecity centre and the land uses west of the PeelInlet/Harvey Estuary will mean that the demand for thisconnectivity will continue to increase.

In order to provide sufficient road capacity to cater forthis projected increase in traffic, the plan proposesthat the bridge should provide two eastbound lanes,one westbound lane and a shared cycle/pedestrianlane. The rationale for this is:

✤ from the west, one traffic lane will provide anexclusive left-turn lane to the city centre viaMandurah Terrace while the second willprovide an exclusive lane to Pinjarra Road; and

✤ from the east, Pinjarra Road will have oneexclusive lane for right-turning vehicles fromPinjarra Road to Mandurah Terrace (as today)while the second lane will continue to thebridge (as today).

This arrangement would provide for more continuousmoving traffic across the Bridge. A separate sharedcycle/pedestrian path would provide improved accessand safety for pedestrians and cyclists.

In order to provide the level of capacity proposed bythe strategic plan, the Mandurah Town (old) Bridgewould need to be reconstructed. It is understood thatthe bridge is becoming structurally unsound and that itwill require upgrading within the next few years. Aseparate planning study will be required to examinethe detailed engineering, heritage, structural, economicand land issues that will need to be considered infuture planning and decision-making.

Fremantle Road, north of the NorthernMandurah Bypass

When the Northern Mandurah Bypass is constructed,the existing section of Fremantle Road between thenew Bypass and Mandurah Terrace will become aDistrict Distributor A.

7.6 District Distributor Integrator B Roads

Mandurah Terrace

Mandurah Terrace is expected to remain the maingateway to Mandurah city centre from the north,especially from the suburbs of Meadow Springs, SilverSands, Centennial Park (planned), Madora, Singleton,Golden Bay and beyond. The form and function of thisroad is to provide an attractive entrance to the city,while, at the same time, providing adequate capacityfor access to and from the road from the commercialand residential areas on each side of MandurahTerrace. Mandurah Terrace provides a transitionbetween the higher-speed, car-dominatedenvironment of Fremantle Road and the inner citystreetscape of Mandurah Terrace, south of AnstrutherRoad.

To provide this transition, the strategic plan proposesthat Mandurah Terrace be upgraded by 2011 to a four-lane divided urban dual carriageway betweenAnstruther Road and Fremantle Road. This upgrade willprovide adequate road capacity for future traffic andalso provide an attractive boulevard entry statement tothe city centre. The upgraded road should be plannedas a four-lane divided urban dual carriageway (plusturning lanes at intersections). The existing road reservebetween Anstruther Road and Fremantle Road is 30-40m which is sufficiently wide to accommodate therecommended four-lane divided urban dualcarriageway, without additional land acquisition.

While the traffic forecasts suggest that a road with acentral median and one lane in each direction (plusturning lanes at intersections) may have adequatecapacity in the short to medium term (up to 2011), it isrecommended that Mandurah Terrace be constructedin its ultimate configuration within the next five years toimprove road safety for truck traffic into and out of thecommercial and industrial areas.



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Perspective 3 Anstruther Road looking south toward Allnutt Street

Existing

Proposed


✤ One lane in each direction.

✤ 23m road reserve.

✤ Medium density residential/mixed usedevelopments.

✤ Embayment parking.

✤ Street trees and underground power.

✤ Paved median strips for pedestrian safety.

South of Anstruther Road, Mandurah Terrace operatesas a city centre street through the designated touristarea and it is recommended that there be no changeto the existing road configuration, cross-section orroad reserve (currently 20m). The City of Mandurah hasindicated its intention to mark cycle lanes on theroadway between Peel Street and Anstruther Road.This is consistent with the environment of MandurahTerrace in this location.

Anstruther Road

Anstruther Road is an important north-south districtdistributor, currently connecting Mandurah Terracethrough to Pinjarra Road. Forecast traffic volumes forAnstruther Road between Pinjarra Road and MandurahTerrace are 11,500 - 15,000 vehicles per day by 2021.This level of traffic volumes could be accommodatedon a road with one traffic lane in each direction,provided that adequate space were created for turningvehicles at intersections and driveways. As acomparison, similar traffic volumes currently exist onMandurah Terrace, between Peel Street and AnstrutherRoad.

The strategic plan shows Anstruther Road (north ofPinjarra Road) as a mixed use street(business/commercial/residential) encouraging localemployment and capitalising on the movementeconomy (passing trade). This distribution of landuses, together with its central location within the innerarea, will result in an increase in traffic movements andvolumes. The recommended cross-section forAnstruther Road, north of Pinjarra Road is shown inFigure 12. Perspective 3 illustrates the potentialimprovement to Anstruther Road following upgradingand development.

The central median strip, shown in Figure 12 as 2m inwidth, should be constructed as a series of plantedislands rather than a continuous median. Access to andfrom each of the properties fronting Anstruther Roadwill be between these islands.

Anstruther Road currently has a 20m road reserve,hence any cross-section wider than 20m will requireacquisition of land from the front of existingproperties. The recommended widened roadreservation (23m) would give more long-term flexibilityto create kerbside parking lanes to support thecommercial areas proposed in the strategic plan andprovide for safe pedestrian crossing and cycling.

Land requirements for the intersection with theproposed Allnutt Street East-West Link should bedesigned to accommodate a signalised intersection, asthis is considered to be the most appropriate form ofintersection control in the longer term. In the short tomedium term (up to 15 years), either a roundabout ora signalised intersection will accommodate theforecast traffic flows and movements.

The potential new intersection with Davey - LanyonStreet will need further detailed investigations as partof the Pinjarra Road Commercial Precinct, described inSection 6.5.

Anstruther Road is recommended as a DistrictDistributor Integrator B and not recommended to bereserved as ‘Other Regional Roads’ in the proposedPeel Region Scheme because it will not perform aregional road function.

South of Pinjarra Road, the existing through-connectionto Leslie Street is currently circuitous via Dadger Street



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Figure 12 Anstruther Road, recommended cross-section Pinjarra Roadto Mandurah Terrace

3.7 3.8 3.0 2.0 3.0

23m reserve

3.8 3.7

and Comet Street. The Steering Committee expressedsupport for a direct connection through to Leslie Streetvia Leigh Street and Dadger Street for the followingreasons:

✤ It would support Coolibah Avenue.

✤ It would retain urban planning options.

✤ It would potentially provide a more direct andlegible bus route.

The City of Mandurah currently owns all properties thatwould be required to construct this through-connection.

South of Pinjarra Road, the link would be classified as aneighbourhood connector and remain essentiallyresidential in nature, keeping its existing cross-section.This is discussed further in Section 7.7.

Allnutt Street East-West Link

The Allnutt Street East-West Link will be an importanteast-west connector between the city centre andFremantle Road. It will be a major local bus routebetween the city centre and the proposed bus andtrain transit station. It will also cater for the expectedincrease in east-west traffic movements from theplanned connection to Fremantle Road at AllnuttStreet/Murdoch Drive and to/from the transit station.

The forecast traffic volumes west of Park Road are5,000 - 6,000 vehicles per day by 2021, based on the‘dispersed’ traffic pattern. This volume of traffic can beeasily accommodated on a two-lane road (one lane ineach direction).

Between Park Road and the transit station, traffic canalso be accommodated on a two-lane road providedthat adequate turning lanes are constructed toaccommodate the major turning movements to andfrom Dower Street (leading to Mandurah Forum).

Adjacent to the transit station, a four-lane road isrecommended to provide for access to and from thetransit station as well as providing adequate lanes forthe planned traffic signals at Fremantle Road.

Current road reserves for existing residential roads inthis area are 20m wide.

Four alignments for the east-west link, (A, B, C and D),studied in detail, are shown in Figure 13.

Detailed investigations and evaluation was undertakenagainst four key criteria:

✤ transport and engineering implications -including the influence of road hierarchy,intersection spacing and design, legibility, re-use of existing infrastructure, and establishedtravel patterns;

✤ social implications - including the direct andindirect impact on residents and recreationalactivities (notably the bowling club);

✤ environmental implications - including theeffect on fauna, flora, passive and active openspace; and

✤ economic activities - including the cost ofconstruction, cost of land acquisition and costof reinstatement.

The ranking of each of the alignments with respect toeach of these criteria is summarised in Table 4.

Based on the evaluation and assessment, the SteeringCommittee recommended Option D (Allnutt Street -Scott Street (via Mandurah Bowling Club) - Peel Street)as the preferred alignment because it:

✤ Meets all of the engineering and transportcriteria used in the evaluation. In particular, itbuilds on the existing and established transportlinks in the area and facilitates a stagedtransition from the existing road network to theultimate road network. Of special importanceis the connectivity that this option provideswith surrounding neighbourhood connectors.

✤ Is the second preferred option from a socialimpact perspective because, while someproperties would be required for acquisition,only one of these was identified as ‘high’impact under the social assessment.

✤ Has low environmental impacts on flora, faunaand passive recreation as it does not affect theRotary Adventure Park.

The implications for the adoption of Option D as thepreferred alignment for the east-west link aredescribed below.



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Fremantle Road to the Proposed New North-SouthRoad, West of the Proposed Transit Station (AllnuttStreet)

This section of Allnutt Street will need very carefuldesign to complement the transit station entries andexits. In particular, the road will require full turninglanes for cars and buses entering and leaving the transitstation. The traffic forecasts (12,000 - 15,000 vehiclesper day), together with the proximity of a major

intersection, indicate that four traffic lanes will berequired in this area. The detailed design, which iscurrently being undertaken as part of a separatededicated study relating to the transit stationdevelopment, will also take into consideration theimplications for queuing vehicles at the plannedsignalised intersection of Allnutt Street with FremantleRoad.



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Table 4 Comparison of Allnutt Street East-West Link Options

Criteria Option A Option B Option C Option D

Transport and Engineering Assessment 2 3 4 1

Social Impact Assessment 4 3 1 2

Environmental Assessment 4 3 1= 1=

Economic Assessment 1= 1= 1= 1=

Overall Ranking 4 3 2 1

Worst Best

Key: ‘1’ denotes best option, ‘4’ denotes worst option, ‘=’ options are equal

ALLNUTT

STREET

MURDOCHDRIVE

FREM

ANTL

E

RO

AD

PAR

KR

OAD

DO

WER

STR

EET

PEELSTREET

RO

ADAN

STRU

THER


0


1

Kilometres

SCALE 1:30000

Produced by Project Mapping Section,Geographic & Planning Information Branch,Department for Planning and Infrastructure ,Perth, Western Australia. May 2002

ntw-map17\ \strat_plan\transport\peel\man_tran\study_brief\base_data\fig13\fig13mga.dgn

B

TransitStation

Proposed

AC

D

N

Figure 13 Allnutt Street East-West Link Route Options

Proposed New North-South Road to Dower Street(Allnutt Street)

This section of Allnutt Street has a major role inproviding connectivity to Mandurah Forum and theresidential areas south of Allnutt Street, accessed fromDower Street. The major demand for access fromAllnutt Street (east) to Dower Street will require adedicated left-turning lane. A widening of the roadreserve to 23m is recommended for this section.Where possible, land should be acquired from theparkland on the southern side of Allnutt Street.

Dower Street to Park Road (Allnutt Street)

This section of Allnutt Street is particularly important asit is the major connector for north-south demand fromthe northern areas via Park Road to Mandurah Forumand other southern activities, accessed from DowerStreet. It also provides for east-west access alongAllnutt Street, including bus services. A dedicatedright-turning lane from Allnutt Street to Dower Streetwill be required to provide for the demand forsouthbound movement, including that to MandurahForum. The retention of the roundabout at theintersection of Park Road and Allnutt Street will needto be investigated at the detailed design stage. Awidening of the road reserve to 23m for this section ofAllnutt Street is recommended to provide for theanticipated turning movements without causing delaysto bus services.

Park Road to Anstruther Road (Allnutt Street -Scott Street)

The strategic plan anticipates that this section of AllnuttStreet will remain residential in nature. One of the mostimportant considerations for this section is that itshould retain an urban residential environment whileensuring that bus services are not delayed. Analysishas indicated that one traffic lane in each directionwould have adequate capacity to accommodate theforecast traffic volumes.

While a single lane in each direction could beaccommodated in a 20m road reserve, this section ofthe east-west route has also been examined from anurban design context. The recommended 23m cross-section for the link in this location is given in Figure 14.

A 3m widening for urban form and streetscapeenhancement purposes would be required toaccommodate this recommended cross-section.Perspective 4 illustrates the potential improvement toAllnutt Street following upgrading and development aspart of the proposed Allnutt Street East-West Link.

The central median strip, shown in Figure 14 as 2m inwidth, should be constructed as a series of plantedislands rather than a continuous median. Access toand from each of the properties fronting Scott Streetand Allnutt Street will be between these islands. The alignment would affect the existing bowlinggreens on the south side of the bowling club. The planproposes that two new replacement greens beconstructed on the north side of the club.



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Figure 14 Allnutt Street East-West Link, recommended cross-section Proposed new North-South Road to Anstruther Road(Allnutt Street and Scott Street)

3.7 3.8 3.0 2.0 3.0

23m reserve

3.8 3.7



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Perspective 4 Allnutt Street looking east.Proposed Allnutt Street East-West Link

Existing

Proposed



✤ 23m road reserve landscaped as entry statementinto city centre.

✤ Divided lanes with paved medians for pedestriansafety.


✤ Inclusion of pedestrian crossings and footpaths/shared paths.

✤ Landscaping treatments.

✤ Incorporation of medium density housing.

✤ Deletion of roundabout and incorporation of righthand turn lanes for buses and other vehicles at ParkRoad and Dower Street.

✤ Underground power and improved street lighting.

Staging opportunities for road construction need to beconsidered in conjunction with theconstruction/reconstruction of the bowling greens.

The City of Mandurah will have responsibility fordetermining the use of the remaining land not requiredfor road purposes. One of the outstandingrequirements for consideration emanating from theEnquiry-by-Design Workshop was the limited numberof local parks and playgrounds in the inner area. Thesouthern portion of the existing bowling greens thatwould be isolated potentially could become a smallpark.

Anstruther Road to Mandurah Terrace (Peel Street)

From a traffic perspective, a two-lane road in theexisting 20m road reserve could accommodate theforecast traffic volumes. However, this section of theeast-west link has also been examined from an urbandesign context. The recommended 22m cross-sectionfor the link in this location is given in Figure 15. A 2mwidening would be required to accommodate thisrecommended cross-section. Perspective 5 illustratesthe potential improvement to Peel Street followingupgrading and development as part of the proposedAllnutt Street East-West Link.

The central median strip, shown in Figure 15 as 2m inwidth, should be constructed as a series of plantedislands rather than a continuous median. Access toand from each of the properties fronting Peel Streetwill be between these islands.

7.7 Neighbourhood Connectors

Neighbourhood connectors spread local traffic loads,reduce intersection loading, act as bus routes andsupport the location and viability of neighbourhoodcentres. They typically carry 3,000 - 7,000 vehicles perday and are generally two-lane undivided streets. Theymay have medians for reasons of access, character andsafety at locations with a high number of pedestrianscrossing. They need to be carefully designed to calmtraffic, reduce speeds, limit noise and facilitatepedestrian use. Neighbourhood connectors generallymake provision for on-street cycling and for footpathson both sides of the street.

Leslie Street

Leslie Street connects the Mandurah city centre withthe Mandurah Bypass. It also offers a convenientconnection for residents from Dudley Park south ofMandurah Bypass through to the city centre.

Based on its desired role within the network, LeslieStreet should be considered as a neighbourhoodconnector and designed for accessibility and speedcontrol.

At the eastern end, between Mandurah Bypass andCoolibah Avenue, Leslie Street should provide foroptimum efficiency at the traffic signals. Separate lanesfor left-turning, right-turning and through-traffic areappropriate. Similarly, a right-turn lane from LeslieStreet to Coolibah Avenue would be appropriate toprovide for accessibility and flexibility.

For the remainder of Leslie Street, the character of thestreet should remain predominantly residential.



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Figure 15 Allnutt Street East-West Link, recommended cross-section Anstruther Road to Mandurah Terrace (Peel Street)

3.2 3.8 3.0 2.0 3.0

22m reserve

3.8 3.2



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Perspective 5 Peel Street looking East near Rockford Street.Proposed Allnutt Street East-West Link

Existing

Proposed



✤ 22m road reserve.


✤ Development of medium density housing.

✤ Pedestrian crossings with intersection pavingdefinition.

✤ Underground power.

✤ Provision of islands/medians.

✤ Provision of footpaths close to property boundaries.

✤ Commercial/mixed use development at western end.

Leslie Street currently has a 20m road reserve. Twooptions for Leslie Street have been identified, and areshown in Figure 16. Both options can beaccommodated within a 20m road reserve. On-streetparking may be required only adjacent to the potentialneighbourhood centres (shown on the strategic plan).The need for on-street parking embayments should bereviewed if medium-density residential redevelopmentoccurs along Leslie Street in the short-medium term.

Coolibah Avenue and the Leigh Street - DadgerStreet - Anstruther Road Link

Coolibah Avenue and the proposed Leigh-Dadger linkconnect Pinjarra Road with Leslie Street. They areconvenient connections through to Mandurah Forum. Itis recommended that the style and character of thesestreets be retained in their current form (residential)and be designed for speed control, safety andaccessibility. The through-connection of Leigh - DadgerStreet as an additional north-south route would reducepotential future increases in traffic volumes onCoolibah Avenue.

Dower Street

Dower Street is a neighbourhood connector with aspecial role of providing connectivity to MandurahForum. It is recommended that this street be retainedas a two-lane road (one lane in each direction) in itsexisting 20m road reserve.

Park Road, Rockford Street, Wyeree Road, MorfittStreet, Cooper Street

These streets are all local traffic streets and willprovide for flexibility and connectivity within theoverall street network. Their style and character shouldbe suited to reduced speed environments, similar totheir current role and character in the existing roadnetwork.

In the industrial areas (Park Road), road design shouldsuit the anticipated mix of traffic and accessrequirements.

Clarice Street

Depending on the ultimate configuration of MandurahForum and its connectivity to Fremantle Road, ClariceStreet may require upgrading to service the expandingdistrict shopping centre. It is recommended thatClarice Street be connected to Fremantle Road as a‘left-out only’ connection. This would increase theaccessibility of Mandurah Forum to the surroundingregional road network.

Davey Street - Lanyon Street

The strategic plan incorporates a recommendation tocreate a continuous through-road link along thealignments of Davey Street and Lanyon Street throughto Dower Street. The benefits of this link include theimprovement of accessibility for the Pinjarra RoadCommercial Precinct and the enlargement of thecommercial potential to provide local employment.Perspective 6 illustrates a potential streetscape for thislink.



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Figure 16 Leslie Street, recommended alternative cross-sections

4.5-5.0 4.0-4.5 4.0-4.5 4.5-5.02.0

20m reserve 20m reserve

OPTION 1 OPTION 2

3.3 3.8 5.8 3.8 3.3

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Perspective 6 Anstruther Road at Davey/Lanyon Street intersection lookingsouth to Pinjarra Road

Existing

Proposed


✤ Davey Street and Lanyon Street connect to create anew intersection.

✤ Mixed use development with landmark buildings oncorners.


✤ Street trees and underground power.

✤ Paved traffic island strip for pedestrian safety.



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Perspective 7 Mandurah Terrace and Foreshore

Existing

Proposed


✤ Improved spaces for people.

✤ Incorporation of public transport (possible CATtype bus system).

✤ Promote slow-moving traffic.

✤ Inclusion of public art and alfresco dining.

City Centre Streets

To support the role of the city centre as a mixed usebusiness, commercial, retail, tourist, recreation,restaurant and residential centre, the connectivity ofthe street network should be re-examined to improveoverall accessibility. Of particular importance are theshared spaces created with pedestrians and traffic aswell as overall accessibility for all transport users.Perspective 7 illustrates the shared spaces of MandurahTerrace and the foreshore.

The Enquiry-by-Design Workshop and the subsequentpublic submissions to the Development Plan - forDiscussion identified a number of potential roadnetwork opportunities that should be explored, forexample rationalisation of city centre circulationthrough the Woolworths car park/Sholl Street.

The strategic plan sets out a framework for accessdevelopment, but further more detailed work isneeded.

To support the development and revitalisationopportunities that exist in the area of Davey Street,Gibson Street, Sutton Street and George Street, moredetailed investigation is needed to address urbanform, accessibility, servicing, provision of and accessto car parking and pedestrian/cyclist facilities. ‘Mainstreet’ principles would be particularly appropriate, inassociation with defined parking strategies in theperimeter areas. The existing grid street networkprovides excellent opportunities to provide therequired traffic circulation and accessibility while alsonominating key streets to carry the higher volumes oftraffic on the approaches and on an inner ring system(similar to Fremantle).



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8. Public TransportThe scope of the Mandurah Inner Area Strategic Land Useand Transport Integration Study included the developmentof concepts for additional public transport services,including routes, vehicle type, service frequency andpriority measures.

A fully integrated public transport service that is effectiveand efficient is considered essential for the City ofMandurah. Previous planning work for an integrated publictransport system was undertaken by the Mandurah 2007Transport Task Force and was summarised in the reportMandurah Express-An Integrated Public Transport Systemfor the City of Mandurah and the Wider Peel Region.

8.1 Mandurah Express

The Task Force was established in August 1999 toinvestigate the needs of the Mandurah community foran integrated public transport system which wouldinclude the South-West Metropolitan Railway.

Prior to formulating recommendations, the Task Forceconsulted widely with the Mandurah community andalso commissioned a telephone survey of 300 residentsto assess current and potential public transport usage.

Some key findings from the survey were:

✤ Almost half of the respondents (46 per cent)were non-users of public transport.

✤ An integrated bus/train system is likely toincrease public transport usage among currentusers and current non-users.

✤ Current users of the existing public transportsystem are the young and the elderly.

✤ Younger residents (aged 16-24) are likely tobecome regular travellers for a variety of trippurposes, including work, schools, furthereducation (TAFE, university) andshopping/banking. They could travel to a varietyof destinations, including locations within theCity of Mandurah as well as Perth andFremantle.

✤ Older residents (aged 65+) are likely tobecome regular users mostly for shopping andrecreational activities, generally during off-peakperiods.

✤ Younger residents regarded service frequenciesof ‘every 20-30 minutes’ as a minimum,operating throughout peak hours, evenings andweekends. Older residents generally regardedservices ‘every 45 minutes’ as a minimum,operating during off-peak hours.

The Task Force recommended that the integratedpublic transport system for Mandurah shouldcomprise:

✤ a fast and frequent train service to Perth,supported by bus services to Rockingham andFremantle;

✤ an easily accessible transit station that includespark and ride facilities and allows forconvenient connectivity between bus and trainservices;

✤ a progressive upgrading of the current servicesto provide regular bus services between thecentre of Mandurah, its suburbs and othercentres (such as Pinjarra) in the Peel Region;

✤ frequent buses from all Mandurah suburbsfeeding into the transit station with journeytimes of no more than 30 minutes; and

✤ a frequent ‘CAT’ (Central Area Transit) or regularcommuter shuttle bus service linking keydestinations around Mandurah, including thetransit station, Mandurah foreshore, ForumShopping Centre, the Peel Regional EducationCampus and the Peel Health Campus.

8.2 South-West Metropolitan Railway

The South-West Metropolitan Railway is planned forcompletion to Mandurah by December 2007. It will bea relatively high-speed service with major transitconnections at Rockingham, Thomsons Lake andMurdoch.

Detailed plans for the transit station are currently beingdeveloped by the Perth Urban Rail DevelopmentProject of the Department for Planning andInfrastructure. The transit station will include anintegrated bus-rail transfer station, passenger amenities,park and ride and ‘kiss and ride’ (pick-up and set-down) facilities and bus layover areas. The proposed Mandurah bus station, which willbecome part of the transit station once the railway isconstructed, is currently being designed by theDepartment for Planning and Infrastructure. It is



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anticipated that construction will commence in 2002with completion in 2003.

The planning currently being undertaken by PerthUrban Rail Development for the transit station includesthe potential for the longer-term extension of therailway line closer to Pinjarra Road. The strategic plandoes not preclude this potential.

8.3 Existing City Bus Services

The bus services operating in the Mandurah inner area(January 2002) are:

✤ Route 107, express service to/from Perth

• to Perth: operating every 15 minutes in themorning peak (arrivals 7:15am to 8:45am),then hourly;

• from Perth: operating hourly until 3:00pm,then every 20-30 minutes; and

• no service in the evenings (after 6:00pm) oron weekends or public holidays.

✤ Route 168, a daily service to Rockingham,linking with limited-stop service Route 126 toFremantle on weekdays

• to Rockingham/Fremantle: every 30 minutesin the morning peak (arrivals in Rockinghamup to 9:30am) then hourly;

• from Fremantle/Rockingham: hourly until3:00pm, then every 30 minutes;

• no service in the late evenings (after8:30pm); and

• hourly daytime service between Mandurahand Rockingham on Saturdays, Sundays andpublic holidays.

✤ Shopper services 161, 163, 164, 165: Twojourneys in each direction per day on eachroute during the daytime off-peak period.

The existing city bus services, particularly localservices, are considered inadequate to provide for theneeds of the residents of the City of Mandurah. Theyare infrequent and do not provide an integratedservice to meet the needs for access to localemployment, education, social or entertainmentactivities. In addition, they do not provide anintegrated service to meet the needs of commuters.

In recognition of this, Transperth has been planning animproved bus service for Mandurah, as discussed inSection 8.4.

8.4 Planned City Bus Services

Transperth is committed to the introduction ofimproved bus services around Mandurah. This studyhas assumed that these improvements will beundertaken to reduce the dependence on private cartravel.

These improvements have been planned to coincidewith the opening of the proposed Mandurah busstation, expected by 2003. Transperth’s proposedroutes are reproduced as Figure 17 and are outlinedbelow.

The Transperth bus route network ultimately envisagedfor the Mandurah Region will evolve in stages, with thetiming of each stage determined by various factors,including the rate of urban development in theMandurah Region and availability of operating funds. Itis intended that each time the bus route network isaltered significantly, the process will be subject tocommunity consultation prior to finalisation.

Once a bus station is commissioned in Mandurah,both main-line bus routes (i.e. to/from Perth andRockingham/Fremantle) will travel via Fremantle Road,giving more direct and speedier journeys. Twoadditional local routes will be introduced, one to servethe portion of Mandurah Terrace north of Peel Street(Silver Sands), the other to provide a link atappropriate times with several educational facilities,particularly Mandurah High School, Frederick IrwinAnglican Community School and the Peel RegionalEducation Campus.

The six local routes will include two or three peak trips(depending on distance) and an increased number ofdaytime trips. This extension of the operating hoursand enhanced frequencies will cater for a broaderrange of travel needs in the Mandurah Region,including commuter and student travel, as well asaccess to the hospital and major shopping facilities.The upgrade will raise the Mandurah service level tobe consistent with the majority of developed areas inthe Perth Metropolitan Region.



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MARY


SILVERSANDS

MANDURAH

GREENFIELDS

COODANUPDUDLEY PARK

StingrayPoint

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SoldiersCove

Mandurah

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Source: Department of Transport (TravelSmart)

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MAT(Mandurah Area Transit)

Intermittent Feeder(Mainly Student/Shopper Travel)

Proposed Network

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ntw-map17\strat_plan\transport\peel\man_tran\study_brief\base_data\fig17\fig17.dgn

Figure 17 Transperth’s Proposed Bus Route Network

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MANDURAH

BYPASS

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STREET

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Possible Bus Routes

Future Railway Line

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ntw-map17\ \strat_plan\transport\peel\man_tran\study_brief\base_data\fig18\fig18mga.dgn

Figure 18 Possible Public Transport Plan

The subsequent introduction some time in the futureof a frequent inner-city shuttle bus service forMandurah (similar to CAT buses in Perth andFremantle), will be contingent on a suitable fundingpartnership being established. The Mandurah cityshuttle service could include the major destinationswithin Mandurah, such as the proposed transit station,Mandurah foreshore and Civic Precinct, MandurahForum Shopping Centre, Peel Regional EducationCampus and the Peel Health Campus.

Transperth’s proposed routes have been reviewed inconjunction with the strategic plan. This studyrecommends that Transperth consider alternativeroutes for city centre services in the inner area. Theseroutes are illustrated in Figure 18 and include:

✤ Four routes between the foreshore (city centre)and the transit station:

• Leslie Street - Coolibah Avenue - DowerStreet - Allnutt Street. This route would servethe proposed higher-density residentialareas in Leslie Street (together with theproposed two neighbourhood centres),Coolibah Avenue, and Mandurah Forum,together with its surrounding land uses.

• Pinjarra Road - Anstruther Road - AllnuttStreet East-West link. This route wouldservice Pinjarra Road, the supporting DaveyStreet-Lanyon Street, and the proposed newcommercial/higher-density residential areasof Anstruther Road.

• Pinjarra Road - Dower Street - Allnutt Street.This route would service Pinjarra Road, thesupporting Davey Street - Lanyon Street, andMandurah Forum, together with itssurrounding land uses.

• Mandurah Terrace - Peel Street - AllnuttStreet East-West Link. This would service theproposed higher-density areas of Peel Streetand provide close access for the proposedcommercial and higher-density areas in thenorthern side of Anstruther Road.

✤ These four east-west routes could be used byservices through the city centre from thefollowing areas:

• route from Mandurah Terrace; and

• three routes from Halls Head side of theEstuary (as currently proposed byTransperth).

It is recommended that Transperth undertakes furtherdetailed investigations and community consultation todevelop and then implement the most appropriatethrough operation for these services. Theseinvestigations should also include identification ofsuitable bus stop locations that maximise thecatchment for each service.

Based on the findings from the surveys undertaken bythe Mandurah 2007 Transport Task Force, the followingrecommendations are made regarding frequencies andoperations:

Subject to adequate funding being available:

✤ Services should be frequent and reliable. It isconsidered that services should initiallyoperate at a minimum of every 30 minutes inthe peak periods and hourly in the off-peakperiods.

✤ Weekend and evening services should beintroduced. These might have a stagedintroduction, initially on the most popularservices and then subsequently on all services.

✤ Services should be timed to facilitateinterchange with (initially) express bus and(ultimately) train services at the transit station.

8.5 Supporting Initiatives

To support the introduction of improved publictransport services for Mandurah, the followinginitiatives are recommended:

✤ TravelSmart initiatives program during the lead-up to the introduction of improved publictransport services;

✤ upgraded pedestrian and cyclist facilities,particularly in connection with the improvedpublic transport services;

✤ investigation of a frequent inner-city shuttle busservice for Mandurah (similar to CAT buses inPerth and Fremantle); and

✤ introduction of key streets that are designed toaccommodate higher-frequency bus services.

These are discussed on the next page.



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8.5.1 TravelSmart

TravelSmart is a successful Western Australiancommunity-based program that encourages people touse alternatives to travelling in their private car. Thebenefits of TravelSmart are less traffic congestion onroads and cleaner air. There are also personal healthbenefits from more cycling and walking and savingsfrom reduced vehicle running costs.

TravelSmart encourages people to use other ways ofgetting about rather than driving alone in a private car.For example: using buses, trains and ferries, carpooling or by cycling and walking.

Although the Department for Planning and Infrastructureco-ordinates TravelSmart, the programs are run withlocal communities. People and organisations alreadyinvolved are:

✤ schools (teachers; parents; students)

✤ environmental groups

✤ workplaces (employer organisations;employers; employees)

✤ local government (elected members; staff;transport planners)

✤ community groups (such as service clubs,bicycle user groups, traffic action and ratepayergroups)

The TravelSmart approach can reduce car use andpromote balanced transport in local communities.Participants can enjoy the benefits (decreased travelcosts; improved health) just by making some smallchanges to personal travel choices.

8.5.2 Pedestrian and Cycling Facilities

The City of Mandurah has a current strategy forenhancing and upgrading the existing cycle andpedestrian facilities in the city. These will need to bereviewed, particularly with respect to new publictransport services and bus stop locations (discussed inSection 8.4).

The strategic plan recommends the introduction ofadditional footbridges across Fremantle Road -Mandurah Bypass to improve the safety andconvenience for pedestrians and cyclists crossingbetween the inner area and the neighbourhoods andactivities east of the bypass.

The upgrading of cycle and pedestrian facilities isfurther discussed under ‘Precinct Plans’ in Section9.4.3.

8.5.3 Investigation of Potential Inner-City Shuttle Bus Service for Mandurah

The Mandurah Transport 2007 Task Forcerecommended the introduction of a frequent inner-cityshuttle bus service, similar to the Perth and FremantleCAT services. This could link key destinations aroundMandurah, including the transit station, Mandurahforeshore, Forum Shopping Centre, the Peel RegionalEducation Campus and the Peel Health Campus.

The Perth and Fremantle CAT services are currentlyfunded by the City of Perth and City of Fremantlerespectively, from car parking revenue. Detailedinvestigations would need to be undertaken to identifyfunding sources for a similar shuttle bus service inMandurah.

8.5.4 Key Streets for Bus Services

The strategic plan includes a number of proposals thatwill improve access for bus services in the inner area.Of these, the most important is the Allnutt Street East-West Link that will provide for direct access betweenthe transit station and the city centre. The proposedcross-section has taken into consideration the need forbus stops and bus services to operate along this street.Other important streets that are recommended for busservices include Leslie Street, Anstruther Road andPinjarra Road. The recommended cross-sections foreach of these streets will adequately accommodatebus services and bus stops.

8.6 Summary

The proposed integrated public transport system,including a fast rail service to Perth, integrated andsupporting bus services, TravelSmart initiatives,improved cycling/walking links, investigation of aninner-city shuttle bus service and identification of keystreets, supports the recommendations of theMandurah Transport 2007 Task Force. The system isplanned to deliver new opportunities for Mandurahresidents to access employment, shopping,entertainment and education opportunities in the PerthMetropolitan Region and within the City of Mandurah.



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Table 5 Implementation Tasks

PLANNING MECHANISMS/ACTIONS AGENCY

1. Endorse strategic plan and recommendations.

2. Inclusion of the strategic plan as a provision of Statement of Planning Policy No. 8.

3. Amend proposed Peel Region Scheme if required (refer below).

4. Declare Planning Control Area(s) if required.

5. Identify required amendments to Mandurah town planning scheme (TPS) to ensure consistency with the proposed Peel Region Scheme.

6. Identify funding priorities, in consultation with City of Mandurah, for regional road and streetscape works.

7. Construct transit station, including bus station (DPI - Perth Urban Rail Development).

8. Implement improved bus services (DPI - Transperth).

9. Conduct TravelSmart program (DPI).

10. Adopt strategic plan and recommendations as a planning policy statement.

11. Amend Local Planning Strategy to include the strategic plan and its recommendations.

12. Amend TPS (prior to, or as a result of, precinct planning exercises, as appropriate).

13. Define precincts (refer section 9.4).

14. Prepare precinct plans in accordance with strategic plan.

15. Align Principal Activities Plan to strategic plan.

16. Implement precinct plans through planning and budgetary processes.

17. Subject to funds being available, progress sewerage infill program (Water Corp).

18. Develop a funding and staging program to support road works (Main Roads WA).

Department for Planning andInfrastructure (DPI)/Western Australian PlanningCommission (WAPC)

City of Mandurah

Other Agencies

9. Implementation MechanismsSuccessful implementation of the strategic plan willrequire the co-operation and involvement of State andlocal government, the private sector and the community.There are three main statutory planning mechanisms thatcan be used to facilitate the implementation of theproposals contained in the strategic plan. The first is theacceptance of the strategic plan by the State Government

and City of Mandurah as the basis for amendment to theproposed Peel Region Scheme. The second isacceptance of the strategic plan as the basis for thepreparation of amendments to the City of Mandurah TownPlanning Scheme No. 3. The third is to establishmechanisms and procedures to implement precinct plansfor various precincts within the study area.



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9.1 Outline of Implementation Tasks

The main implementation tasks required for thestatutory and non-statutory processes are summarisedin Table 5.

As previously explained, the strategic plan is not astatutory or zoning plan. It does not change theexisting uses permitted on a site or allow for new uses.This can only occur after an amendment to the relevantstatutory planning schemes.

The following sections will expand on the summary ofimplementation tasks, and in particular, providedirection to the Council in terms of preparing townplanning scheme amendments and precinct plans.Procedures for amendments to both types of schemesinclude community consultation.

9.2 Proposed Peel Region Scheme

In the Mandurah inner area, the proposed Peel RegionScheme identifies regional reservations to protect landrequirements for regional road reserves, includingFremantle Road, Mandurah Bypass and Pinjarra Road.The strategic plan will have the following implicationsfor the proposed scheme:

Regional Centre Zone

DPI/WAPC, in consultation with the City of Mandurah,will need to investigate any implications of thecommercial proposals contained in the strategic planrelative to the proposed Peel Region Scheme todetermine whether any amendments will be required.It is inappropriate for this study to identify any newboundaries for the Regional Centre Zone. It issuggested that consideration be given to including theproposed Pinjarra Road Commercial Precinct within theRegional Centre Zone.

Other Regional Roads Reservations

The proposed Peel Region Scheme includes MandurahTerrace, Pinjarra Road and Gordon Road as ‘OtherRegional Roads’ in the Mandurah inner area. Based onthe findings of this study, it is recommended that theseroads remain as proposed in the scheme. It is furtherrecommended that no other roads in the Mandurahinner area be included as ‘Other Regional Roads’ in theproposed scheme. DPI will be required to determine

future reservation requirements for the recommendedroad widening on Pinjarra Road between SuttonStreet/George Street and Fremantle Road and instigatea proposal to amend the proposed schemeaccordingly.

Railways Reservation

While detailed planning for the Transit Station Precinctis being addressed as part of a separate study, itshould be noted that the proposed Peel RegionScheme identifies part of the site as land reserved for‘Railways’, based on a previous alignment of theproposed rail line. The balance of the land isproposed to be zoned ‘Urban’ in the proposedscheme. The proposed scheme will requiremodification to reflect the new railway alignment andassociated transit station.

9.3 Town Planning Scheme No. 3

Land use and development within the City ofMandurah is controlled by the City of Mandurah TownPlanning Scheme No. 3. Once the City of Mandurahhas resolved to adopt the strategic plan, amendmentsto the town planning scheme will need to be initiated.It would be appropriate for such rezoning to beundertaken in the context of precinct plans, whereidentified and appropriate. Precinct planning shouldtherefore precede any rezoning amendments to thescheme.

The following sections address requirements forprecinct plans and identify various matters which willneed to be addressed in the plans for each identifiedarea. For ease of reference, the main rezoningrequirements to facilitate the implementation of thestrategic plan have been listed under each of theprecincts.



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9.4 Precinct Plans

Precinct planning provides for a flexible, butcomprehensive, approach for the preparation of plansand policies and their use in the future development ofdesignated areas. They are the next level of detailrequired from a strategic plan and generally indicatedesired land uses, residential density/subdivisionpotential, roads, infrastructure, pedestrian linkages, carparking areas, building design requirements and otherinformation as appropriate for the comprehensiveplanning of redeveloping areas.

Precinct planning generally utilises workshops toachieve effective outcomes. Once adopted by thelocal government, precinct plans can be implemented,wholly or in part, through amendments to the townplanning scheme, adoption as council policies, andthrough inclusion of proposals in principal activitiesplans/annual budgets.

The City of Mandurah is currently amending its townplanning scheme to facilitate the designation ofprecinct planning areas on the scheme maps andincorporate associated provisions into the scheme textfor areas that have strategic significance. Precinctplanning areas are proposed to facilitate co-ordinateddevelopment around existing retailing facilities andimportant centres such as the Mandurah city centreand transit station.

The identification of specific precincts within the studyarea is considered to be an appropriate mechanism forthe City of Mandurah to consider the implementationof the principles and recommendations of the strategicplan at a local level.

9.4.1 Identification of Precinct Areas

Having regard to precinct areas identified already bythe City, and various modifications and new precinctareas identified by this study, Figure 19 identifies therecommended precinct areas within the study area:

1) City Centre Precinct

2) Mandurah Forum and Transit Station Precinct

3) Mandurah Terrace Precinct

4) Pinjarra Road Mixed Use/Commercial Precinct

5) Neighbourhood Centre Precinct (and othermixed use sites/areas)

It should be noted that while the boundaries of mostof the precincts are generally consistent with thoseidentified by the City, there are several notableexceptions, particularly Anstruther Road/Allnutt Streetand Park Road (vicinity of the high school). Boundariesof the city centre and Mandurah Terrace Precincts havealso been adjusted to reflect the variousrecommendations of the strategic plan. At this stage,these modifications do not form part of the currentScheme Amendment (No. 28) which seeks tointroduce precinct areas into the scheme and onto thescheme maps.

It will be necessary for the precincts shown on thescheme maps to be consistent with the precinctsrecommended in this report. Council will be requiredto undertake this process as part of the planning of theprecinct areas, or as part of the current schemeamendment, subject to timing.

9.4.2 Standard Requirements for Precinct Plans

This section is consistent with the current schemeamendment and sets out the standard requirementsthat must be provided in precinct plans:

✤ the area to which the precinct plan applies;

✤ key opportunities and constraints of the area,including land use, roads, public transport,services, conservation and heritage values, andland ownership;

✤ the planning context for the area, including anyregional structure plans and relevant strategiesof the Western Australian Planning Commission,the City of Mandurah’s town planning schemeand district structure plan, strategies andPolicies adopted by the City of Mandurah,including the Community Infrastructure NeedsStudy Review and where appropriate,indicating how the precinct plan is to beintegrated into the surrounding area;

✤ proposed and existing land uses, includingresidential areas, public open space, civic andcommunity uses, commercial uses, mixed use,landscaping and any other specialcharacteristics as required for the area;

✤ the general location of major buildings, carparking and servicing areas;



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1

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LEGEND

Study Area Boundary

Recommended Precinct Area Boundary

12345

City Centre Precinct

Mandurah Forum and Transit Station Precinct

Mandurah Terrace Precinct

Pinjarra Road Mixed Use/Commercial Precinct

Neighbourhood Centre Precinct(and other mixed use sites/areas)


MANDURAH

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\study_brief\report\fig19mga.dgn\study_brief\report\fig19mga.dgnnntw-map17\ \strat_plan\transport\peel\man_tra

Perth, Western Australia. May 2002Department for Planning and Infrastructure,

0

SCALE 1:30000

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Kilometres


Produced by Project Mapping Section,Geographic & Planning Information Branch

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Figure 19 Recommended Precinct Areas

✤ provision for major infrastructure, includingmain drainage, sewerage, water supply andother key infrastructure services;

✤ the proposed road network, hierarchy andtraffic management strategy, including internaland external traffic circulation and access,public transport and taxi services and facilities,and bicycle and pedestrian networks andfacilities;

✤ the time frame and staging of development andthe method of implementation;

✤ a demonstration as to how the precinct planachieves the principles of ecologicallysustainable development in terms of theprovision of social infrastructure; sustainablelong-term economic growth opportunities; andintegration with the natural and culturalenvironment;

✤ a car parking management strategy, addressingdirectional signage; time zones, restrictions andregulations; employee and customer access toparking facilities; car parking fees and charges;parking zones, operating hours, permits andincentives; reciprocal and shared car parkingarrangements; security, lighting and pedestrianaccess;

✤ design guidelines, incorporating the externalbuilding design and addressing streetscapes,including external building treatments, coloursand finishes, building materials, building bulkand building setbacks; building scale and form;security and lighting; solar design features;fencing; signage, and stormwater disposal; and

✤ any other information that may be required toenable the precinct planning area to beplanned in a comprehensive manner.

9.4.3 Additional Requirements for Precinct Plans

This section identifies additional requirements forprecinct plans within the study area. Theserequirements have been developed from therecommendations of the strategic plan, through theEnquiry-by-Design Workshop or by having regard tosound urban design principles. The City of Mandurahmay consider including these requirements in its townplanning scheme as an expansion of its proposedrequirements for precinct plans:

General Requirements

✤ The development of all precinct plans shouldinclude a community consultation component,preferably a workshop, to enable localresidents and landowners to become part ofthe process. This should result in much greatersuccess in developing a plan that will beaccepted by the community, be able to beimplemented, be comprehensive, and addressissues of interest or concern to the localcommunity.

✤ All precinct plans should include reference tothe following aspects:

• undertake a SAFE (safe, attractive, friendlyand efficient) analysis for each precinct area,to identify opportunities for improvement ofstreetscape, public open space, etc. andcreate assets for the community;

• identify residential areas requiring anincrease in density coding, particularly inareas which are within a 400m walkingdistance of attractions and 800m of thetransit station;

• provide on-street parking to service street-front development and introduce trafficcalming/low-speed traffic environments forpedestrian safety, including the use ofdedicated pedestrian crossings, particularlyin mixed use environments;



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• introduction of street trees (type andlocation) to improve the visual amenity ofstreets, provide a unifying factor for allstreets, make the pedestrian environmentmore comfortable and define particularstreets by the use of a particular species oftree;

• inclusion of street lighting and lighting ofmajor buildings, public open space areas,etc. to improve the safety of streets forpedestrians and drivers;

• upgrading of streetscapes, public openspace and public spaces (including theprovision of shelters and street furniture);

• methods of increasing accessibility to publictransport (including the promotion of apermeable street network, small streetblocks, etc.);

• identification of locally significant vegetationrequiring protection;

• development of signage control andpotential signage relocation and reductionalong Mandurah Terrace and Pinjarra Road,where identified as appropriate;

• consider the recommendations of theShopping Centre Tour in relation to existingand proposed shopping areas; and

• provision for pedestrians and cyclists(footpaths, local street network, sharedpaths and bicycle lanes).

✤ Design guidelines should include reference tothe following, particularly in relation tocommercial and mixed use areas:

• an assessment of the location, orientationand design of buildings and the spacebetween them, and an assessment ofimprovements which are required in thisregard;

• promote street-front development forcommercial/mixed use developments in allprecinct areas to promote an active andpermeable frontage to buildings;

• the encouragement of fine-grainedarchitectural form to the street to maximisestimulation at the street level;

• the encouragement of openings (i.e.windows to the street) and other public

spaces to facilitate surveillance andpedestrian safety;

• the encouragement of awnings, colonnadesand the like to the street to providesheltered pedestrian environments;

• off-street parking located behind thebuilding line such that it cannot be clearlyviewed from the street;

• buildings on street corners to improvelegibility;

• upper floors providing for a mixture ofresidential and offices to providepopulation and activity to supportcommercial/mixed uses;

• lots and buildings orientated to provide forsolar access; and

• consideration of how potentially conflictingland use interfaces may be addressedthrough urban design solutions (i.e. use oflaneways and orientation of dwellings).

City Centre Precinct (Precinct 1)

This precinct is generally bounded by Peel Street,Mandurah Ocean Marina, Mandurah Estuary, PinjarraRoad and Forrest Street.

The following land uses have been proposed for thisprecinct:

✤ business/commercial/tourism/mixed use

✤ medium-density residential/mixed use

✤ community facility

✤ parks and recreation

Mandurah Terrace, Ormsby Terrace, Pinjarra Road,Leslie Street and Sutton Street are identified as keyconnector streets.

The Mandurah city centre comprises a range of landuses, including business, commercial, retail, tourist,recreation, restaurants and cafes. The strategic plansets out a strategic framework for development of theCity Centre Precinct.

In addition to the general requirements listed, thefollowing matters should be addressed in thepreparation of a precinct plan for this precinct:



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✤ The precinct plan should allow the city centreto continue to grow as the main focus fortourism and business for Mandurah and beorientated towards the waterfront andMandurah Terrace.

✤ Development and revitalisation opportunitiesexisting in the area of Davey Street, GibsonStreet, Sutton Street and George Street.

✤ The precinct plan needs to address urban form,mixed use development, accessibility,provision and access to car parking, andencouragement and provision for safepedestrian activity.

✤ Design guidelines should encourage live/workopportunities in the city centre.

✤ Address land uses and pedestrian linkages fromthe city centre to the Mandurah Ocean Marinato integrate the community facilities alongOrmsby Terrace with the Marina, and create astronger link between the centre of the precinctand the Marina through changes in land use(commercial/mixed use).

✤ Consideration of the future use of the NellRegan Memorial Hall and redevelopmentopportunities for the site in the future.

✤ Consideration of land use requirements andimplications for the Mandurah Town (old)Bridge, including detailed engineering, heritage,structural, economic and land issues.

✤ Retain the current grid system of streets whichprovide permeability, flexibility and a high levelof connectivity.

✤ Consider introducing community facilities at theeastern end of the Smart Street Mall along withthe development of a town square as acommunity focus and meeting place.

The following rezonings should be considered tofacilitate the recommendations of the strategic plan:

✤ Rezone Peninsula Hotel Site from ‘Hotel’ to‘Mandurah Ocean Marina Development’.

✤ Rezone lots along Mandurah Terrace from‘Tourist’ to a more appropriate zone whichwould reflect the intended commercial natureof the area, along with higher-density residentialand tourist uses.

✤ Introduce higher residential density codingalong all of foreshore (i.e. R60 and above).

✤ Consider rezoning properties along OrmsbyTerrace from ‘Tourist’ to ‘Commercial’ tofacilitate commercial development. Expandpermissible uses to allow tourist-related usesand introduce a higher-density residentialcoding.

✤ Rezone service commercial land in the vicinityof Davey/George Streets to facilitate mixedcommercial/higher-density residentialdevelopment.

Mandurah Forum and Transit Station Precinct(Precinct 2)

The Mandurah Forum and Transit Station Precinct isgenerally bounded by the Mandurah Bypass, ThirdAvenue, Dower Street and Rafferty Road.




✤ combined community and medium-densityresidential

✤ community facility

✤ parks and recreation

✤ station precinct (subject to separate study)

Allnutt Street, Clarice Street, Arnold Street, DowerStreet and Coolibah Avenue are identified as keyconnector streets.

The Mandurah Forum and Transit Station Precinctcomprises a range of land uses, including business,commercial, retail and recreation/community. Thestrategic plan sets out a strategic framework fordevelopment of the Mandurah Forum and TransitStation Precinct. In addition to the generalrequirements listed, the following matters should beaddressed in the preparation of a precinct plan for thisprecinct:

✤ Establish pedestrian/cyclist accessibility as ahigh priority to encourage greater and moreefficient access to the station by walking andcycling.

✤ Ensure that safe car parking stations are locatedwithin close proximity to the station andconsider allowing station parking areas to be



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used for reciprocal purposes by other uses thatoperate at different peak hours to the railwaystation (i.e. restaurants/cafes etc.), to reducethe amount of car parking space required inthe precinct.

✤ Develop community facilities and higher-density residential (including communityhousing where possible), along with limitedretail/commercial activities within the stationdesign or adjoining the station to increase thenumber of people using the precinct andaccessing these facilities by public transport,while improving the safety of the precinc.

✤ Integrate the Mandurah Forum Shopping Centrewith surrounding land uses and developmentsoff-site.

✤ Consider opportunities for addressing thefrontage of the Forum Shopping Centre ontoClarice Street and ‘main street’ principles forfuture development addressing Pinjarra Road.

✤ Incorporation of land uses that encourageactivity at different times of the day and night,including residential, restaurants, cafes, etc.

✤ Increase residential population (and increaseresidential densities) to ensure moreconvenient access to the facilities in thisprecinct for more people, includingopportunities for live/work arrangements.

✤ Address the visual impact of any rail carstorage/maintenance facilities and car parkingareas from residential areas and the bypass bythe use of landscaping or other mechanisms.

✤ Retain vegetation where practicable and usewater-sensitive design in the design of drainageareas.

✤ Improve pedestrian amenity (including seating,lighting, bus shelters and shade trees) for thosepeople accessing the station from surroundingareas.

The following amendments to the City of Mandurah’stown planning scheme will be necessary to facilitatethe recommendations of the strategic plan:

✤ Rezone and reserve the transit station areaappropriately to allow public transport uses,commercial and residential uses. This mayrequire the introduction of a new zone underthe scheme.

✤ Rezone service commercial land to facilitatethe recommended land uses under thestrategic plan.

✤ Recode residential land immediately north ofMandurah Forum along Dower Street and in thevicinity of the transit station to at least R40 tofacilitate higher-density residential in theseareas.

✤ Rezone land along Allnutt Street, opposite thetransit station to allow commercial/mixedresidential uses.

Mandurah Terrace Precinct (Precinct 3)

This precinct is generally bounded by Peel Street,Adonis Road, Mandurah Terrace and Rockford Street.




Mandurah Terrace, Anstruther Road and Sutton Streethave been identified as key connector streets.

The Mandurah Terrace Precinct is located immediatelyadjacent to the City Centre Precinct. The precinctcontains various commercial and residential uses. Aneighbourhood centre is located on the corner ofMandurah Terrace/Anstruther Road (existing). Thestrategic plan sets out a strategic framework fordevelopment of the Mandurah Terrace Precinct. Inaddition to the general requirements listed, thefollowing matters should be addressed in thepreparation of a precinct plan for this precinct:

✤ recognition of the significance of the MandurahTerrace/Fremantle Road entry as a gateway tothe city centre by the introduction of apossible roundabout or other entry feature;

✤ upgrading Mandurah Terrace to provide anattractive boulevard entry statement to the citycentre;

✤ consideration of the roles that Hall Street andDay Road have in the connectivity within thisarea; and

✤ expansion of business/tourism uses northwardsalong Mandurah Terrace.



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The following amendments to the City of Mandurah’stown planning scheme will be necessary within theMandurah Terrace Precinct to facilitate therecommendations of the strategic plan:

✤ introduce higher residential density coding instrategic locations for residential developmentin this area; and

✤ rezone land from ‘Tourist’ to ‘Commercial’ orsimilar to encourage commercial development,along with higher-density residential andtourist-related uses.

Pinjarra Road Mixed Use/Commercial Precinct(Precinct 4)

This precinct is generally bounded by Davey Street,Lanyon Street, Boundary Road and Anstruther Road.




Pinjarra Road is identified for a dual carriageway andDavey Street, Lanyon Street and Boundary Road havebeen identified as key connector streets.

The Pinjarra Road Mixed Use/Commercial Precinct islocated immediately adjacent to the City CentrePrecinct. The precinct contains various servicecommercial and other uses, including residential. Thestrategic plan sets out a strategic framework fordevelopment of the Pinjarra Road MixedUse/Commercial Precinct. In addition to the generalrequirements listed, the following matters should beaddressed in the preparation of a precinct plan for thisprecinct:

✤ opportunities for employment along the east-west corridor between Mandurah city centreand Mandurah Forum;

✤ road and access issues in the vicinity of DaveyStreet/Lanyon Street/Anstruther Road,particularly the continuous link along thealignments of Davey Street/Lanyon Streetthrough to Dower Street; and

✤ the inclusion of a neighbourhood centre toinclude a deli/lunchbar/cafe in the vicinity ofAnstruther/Pinjarra Road intersection to providefacilities for local workers in the area.

The following amendment to the City of MandurahTown Planning Scheme No. 3 will be necessary tofacilitate the recommendations of the strategic plan forthis precinct:

✤ Rezone land zoned ‘Service Commercial’ alongPinjarra Road to allow for a variety ofcommercial/retail and residential opportunities.

Neighbourhood Centre Precinct (and other mixeduse sites/areas) (Precinct 5)

There are several areas shown in Figure 19 that form theNeighbourhood Centre Precinct (and other mixed usesites/areas). These areas are in the vicinity of ParkRoad/High School site, along Anstruther Road andalong the Allnutt Street East-West Link.

A variety of land uses have been proposed for theseareas, including business/commercial/tourism/mixeduse, medium-density residential/mixed use and low-density residential, parks and recreation alongAnstruther Road and Allnutt Street, and a newneighbourhood centre, industrial, community, parksand recreation and medium-density for the ParkRoad/high school area.

These areas have been incorporated into one precinctas they are supplementary areas to the main precincts,but face various land use implications arising from thestrategic plan. The strategic plan sets out a strategicframework for development of this precinct. Inaddition to the general requirements listed, thefollowing matters should be addressed in thepreparation of a precinct plan for this precinct:

✤ Public open space requirements in the area,including the redevelopment of the bowlinggreens on the north side of the bowling club,particularly the future of remnant areas left fromthe Allnutt Street East-West Link alignment.

The following amendments to the City of MandurahTown Planning Scheme No. 3 will be necessary tofacilitate the recommendations of the strategic plan:



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✤ rezone land along Anstruther Road to allowand encourage mixed commercial/residentialland uses in this area;

✤ increase residential density code in the vicinityof Anstruther Road to R40/R60;

✤ rezone former depot site to accommodatecommercial/retail and higher-density residential(at coding of R40); and

✤ rezone land around proposed neighbourhoodcentre sites to a higher-density residentialcoding of minimum R40.

9.4.4 Other Non-Statutory Recommendations

The following recommendations are made in relationto matters arising from the development of thestrategic plan and consideration of suitableimplementation measures:

✤ The City of Mandurah should consider forminga permanent Steering Committee to implementthe recommendations of this strategy and toco-ordinate/implement the precinct planswhich will require a co-ordinated effort fromthe City and State government agencies.

✤ The City of Mandurah should considercommitting to establishing a higher priority forstreetscape enhancement within each precinctto enhance further the focus of the precinct.Such works should always be undertaken inaccordance with a SAFE assessment for thoseareas which should be undertaken as part ofthe development of precinct plans.

✤ The City of Mandurah should consider thepreparation of a Public Open Space (POS)Strategy for the Mandurah inner area todetermine the amount, type and quality of POSwithin the inner area with a view to identifyingdeficiencies in certain areas and identifyingfunding needs to purchase new open spaceand/or upgrade existing areas of open space.

✤ The City of Mandurah should consider thepreparation of a new Local CommercialStrategy for the Mandurah inner area, or amendits existing strategy, with a view to expandingthe strategy to include a wider variety ofpermissible uses, allow for mixed uses, identifyfloorspace limits and recommended useswithin each centre or area, and establishing

guidelines to recommend ‘main street’development and on-street parking whereappropriate.

✤ The City of Mandurah should considerenhancing its existing Dual Use Path NetworkHierarchy Plan for the Mandurah inner area tofacilitate access by bicycle between theprecincts and particularly to encourage accessto and from the proposed transit station.

9.5 Other Statutory Recommendations

In addition to the rezoning of various land parcels, andthe adoption of planning precincts, there are a numberof statutory issues which arise from the studyrecommendations. The City of Mandurah shouldconsider pursuing amendments to its town planningscheme to:

✤ designate the additional planning precinctareas as detailed - alternatively, this can bedone as part of an advertising process separatefrom the scheme amendment process;

✤ consider an appropriate mixed use definitionthat enables flexibility of uses that willencourage a vibrant, active street environment,supported by planning policy wherenecessary;

✤ determine the opportunity for a density bonussystem to apply where buildings areconstructed to facilitate mixed useopportunities;

✤ increase residential densities in accordancewith the strategic plan and listedrecommendations;



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✤ consider revising parking requirementsspecified under the scheme for strategiclocations, such as developments within closeproximity to the transit station;

✤ require the provision of bicycle parking whereappropriate as a scheme requirement; and

✤ undertake other rezoning/amendments arisingout of precinct planning, in addition torezonings identified in preceding sections.

9.6 Timing and Funding for Implementation

Implementation of the proposals contained in thestrategic plan clearly will require input and funding byState government, City of Mandurah and privatelandowners and developers forconstruction/reconstruction of regional and local roads,development of footpaths/shared paths, lighting, streettrees, car parking, development of public spaces, anddevelopment of public buildings.

All outcomes need to be identified, costed, justifiedand prioritised to form part of State and localgovernment budgeting.

9.7 Land Reservation and Compensation Issues

In 1995, the Western Australian Planning CommissionAct was amended to enable the Commission toprepare regional planning schemes for country regions.The proposed Peel Region Scheme was released forpublic comment in March 1999 and is anticipated tobe tabled in Parliament for final approval during thesecond half of 2002. The proposed Peel RegionScheme proposes to reserve land required for regionalpurposes, including regional open space and regionalroads.

Upon finalisation of the proposed Peel Region Scheme,landowners affected by reservations in the scheme willhave opportunity to seek compensation. The WAPCwill also be able to acquire land reserved in thescheme.

Similarly, the City of Mandurah Town Planning SchemeNo. 3 makes provision for acquisition of district andlocal road reservations.



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9.8 Summary of Road Infrastructure Proposals

See Table 6

9.9 Conclusion

Successful implementation of the strategic plan willrequire the co-operation and involvement of State andlocal government, the private sector and thecommunity through the proposed Peel RegionScheme, City of Mandurah Town Planning Scheme No.3 and City of Mandurah precinct planning. The study has identified and supported a vision forMandurah based on its identity as a vibrant andattractive waterfront regional city with efficient localand regional transport networks. The strategic plan isfully consistent with this vision providing a basis fordetailed planning and decision making to ensure afuture of well-managed and integrated developmentwithin the Mandurah inner area.

Table 6 Summary of Road Infrastructure Proposals

PERIOD RECOMMENDED INFRASTRUCTURE

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2002 – 2006 • Allnutt St/Fremantle Road traffic light controlled four-way intersection

• Allnutt Street East-West Link

• Mandurah Town (old) Bridge - see ‘2012 - 2021’

• Fremantle Road/Pinjarra Road - increase capacity of right turn (add second right-turn lane)

• Leigh Street/Dadger Street - could be considered for through-connection at any time as the link is for connectivity rather than based on traffic volume needs

• Construct new north-south road through the Transit Station Precinct

• Construct Peel Deviation and Northern Mandurah Bypass, as recommended in the Main Roads report Peel Regional Road Network Development Strategy

2007 – 2011 • Pinjarra Road - construction to four lanes in widened reserve between Sutton Street and Dower Street

• Anstruther Road - upgrade to two lanes, central median strip plus parking lanes in widened reserve north of Pinjarra Road

• Mandurah Terrace - upgrade to dual carriageway, two lanes in each direction plus turning lanes between Fremantle Road and Anstruther Road

• Davey Street/Lanyon Street - construct link, subject to outcome from a detailed precinct review by City of Mandurah

• Construct roundabout entry statement for Mandurah Terrace (City of Mandurah initiative) after construction of Peel Deviation and Northern Mandurah Bypass

2012 - 2021 • Second Mandurah Estuary Bridge (to be constructed after 2011 and before 2021)

• Mandurah Town (old) Bridge - upgrade to provide one additional eastbound traffic lane and provide for pedestrians/cyclists, provided that the bridge remains structurally sound until this time. If not, reconstruct at an earlier date to maintain a safecrossing

• Leslie Street - upgrade with streetscape improvements such as kerbside parking in existing reserve

• Mandurah Bypass - construct to six lanes from Leslie Street to Northern Mandurah Bypass (subject to further investigation on prevailing transport patterns at the time)

2022 - 2031 • Connection through from Northern Mandurah Bypass to Kwinana Freeway

page

62 Acknowledgements

Acknowledgements


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Mandurah Inner Area Strategic Land Use and Transport Integration Study:

Steering Committee

John Collett (Chairman) . . . . . . . . . . . . . . . . . . .Independent

Paul Frewer/Stephen Goldie . . . . . . . . . . . . . . .Department for Planning and Infrastructure

Barrow Emerson . . . . . . . . . . . . . . . . . . . . . . . .Department for Planning and Infrastructure

Ian Hill/Stephen Goode . . . . . . . . . . . . . . . . . . .City of Mandurah

Derek Lee . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Main Roads WA

Gary Norwell . . . . . . . . . . . . . . . . . . . . . . . . . . .Main Roads WA

Technical Working Group

Chris Bebich (Project Manager) . . . . . . . . . . . . .Department for Planning and Infrastructure

John Chortis . . . . . . . . . . . . . . . . . . . . . . . . . . .Department for Planning and Infrastructure

Alan Kleidon . . . . . . . . . . . . . . . . . . . . . . . . . . .Department for Planning and Infrastructure

Erwin Swasbrook . . . . . . . . . . . . . . . . . . . . . . . .Department for Planning and Infrastructure

Gary Merritt . . . . . . . . . . . . . . . . . . . . . . . . . . . .Department for Planning and Infrastructure

Chris Swiderski . . . . . . . . . . . . . . . . . . . . . . . . .Department for Planning and Infrastructure

Allan Claydon . . . . . . . . . . . . . . . . . . . . . . . . . .City of Mandurah

Mick Beaverstock . . . . . . . . . . . . . . . . . . . . . . . .City of Mandurah

Jayson Miragliotta . . . . . . . . . . . . . . . . . . . . . . .City of Mandurah

Paul Trichilo . . . . . . . . . . . . . . . . . . . . . . . . . . . .Main Roads WA

Kevin Smith . . . . . . . . . . . . . . . . . . . . . . . . . . . .Main Roads WA

Senior Study Team Members

Carol Jelley (Team Leader) . . . . . . . . . . . . . . . . .Sinclair Knight Merz

Colin Saunders . . . . . . . . . . . . . . . . . . . . . . . . .Sinclair Knight Merz

Claire Smith . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sinclair Knight Merz

Thomas Van Drempt . . . . . . . . . . . . . . . . . . . . .Sinclair Knight Mertz

Bill Burrell (Principal Planner) . . . . . . . . . . . . . . .Taylor Burrell

Samantha Thompson . . . . . . . . . . . . . . . . . . . . .Taylor Burrell

Sally Birkhead . . . . . . . . . . . . . . . . . . . . . . . . . .Taylor Burrell

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64 References

City of Mandurah 2001, Community Infrastructure Needs Study Review.

City of Mandurah 2001, Shopping Centre Tour, Council resolutions of 19 June.

City of Mandurah 1999, District Town Planning Scheme No. 3 - Scheme Text and Maps.

City of Mandurah 1997, Mandurah Dual Use Path Network Hierarchy Plan.

Department of Planning and Urban Development 1994, Peel Regional Strategy.

Department of Transport, Main Roads, Ministry for Planning, Fremantle Port Authority, Westrail, Metrobus 1995. Perth Metropolitan Transport Strategy, 1995-2029.

Department of Transport, Ministry for Planning, Department of Environmental Protection, Main Roads Western Australia, Westrail, Western Australian Municipal 1999, South-West Metropolitan Railway Master Plan.

Main Roads Western Australia 2001, Peel Regional Road Network Development Strategy.

Mandurah 2007 Transport Task Force 2000, Mandurah Express - An Integrated Public Transport System for the City of Mandurah and the Wider Peel Region.

Taylor Burrell Town planning and design 2001, Mandurah Inner Area Strategic Land Use and Transport Integration Study, Consultants Report on Enquiry-by-Design Workshop Outcomes., includes Development Plan - for Discussion.

Uloth and Associates 1997, Mandurah City Centre Parking and Traffic Study.

Uloth and Associates 1991, Mandurah Road Hierarchy Study.1995, Addendum.1997, Update.

Western Australian Planning Commission 1997, State Planning Strategy – Final Report – December 1997.

Western Australian Planning Commission 1997, Inner Peel Region Structure Plan.

Western Australian Planning Commission 1999, Planning to Enhance Public Transport Usage – Policy No. D.C. 1.6.

Western Australian Planning Commission 2000, Peel Region Scheme (Provisional).

Western Australian Planning Commission 2000, Liveable Neighbourhoods - A Western Australian Government Sustainable Cities Initiative, Edition 2.

References


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66 Glossary

Connectivity (interconnected streets) is when the street system possesses numerous intersectionsproviding many alternative vehicle and pedestrian routes which disperse traffic (source: LiveableNeighbourhoods, Western Australian Planning Commission 2000).

Legibility is where the design of the street system provides a sense of direction and connection, givingclear signals regarding the spatial layout and geography of the area (source: LiveableNeighbourhoods, Western Australian Planning Commission 2000).

Liveable Neighbourhood means an urban structure based on walkable, mixed use neighbourhoods.The neighbourhood and town centres are located at junctions of arterial routes or important localstreets, rather than having such roads define the edge of development. The town centre acts as adistrict-level community focus with a compatible mix of uses which provide a range of weeklyshopping needs, community facilities and local employment, whereas the neighbourhood centrecaters more for the daily needs of the community (source: Liveable Neighbourhoods, WesternAustralian Planning Commission 2000).

Main street design principles encourage integrated, attractive, safe and vibrant places which are afocus for the community (see Eight Guiding Principles of the Main Street Approach).

Neighbourhood Connector means a local street that provides the lower-order sub-arterial network,servicing and linking neighbourhoods and towns. They spread local traffic loads; act as a bus route;have predominantly residential frontage; have frequent connection points to local streets; and aretypically traffic calmed to limit noise and facilitate pedestrian use (source: LiveableNeighbourhoods, Western Australian Planning Commission 2000).

Permeability. The key elements of a permeable environment are an interconnecting network of streetsand lanes, small block dimensions, well-defined fronts and backs to buildings, visual clarity ofdirection and the opportunity for varied movements.

Planning Control Area. A temporary planning mechanism available for use by the Western AustralianPlanning Commission to protect land that may be required for a regional reservation, such as a road,from development. Planning Control Areas may precede reservation of land in a statutory regionscheme and provide similar compensation protection for any affected landowners.

Principal Activities Plan is prepared each financial year by a local government for the next four ormore financial years. The plan contains details of:

✤ the principal activities that are proposed to be commenced or to be continued in eachfinancial year affected by the plan;

✤ the objectives of each principal activity;

✤ the estimated cost of, and proposed means of funding, each principal activity;

✤ how the local government proposes to assess its performance in relation to each principalactivity; and

Glossary


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✤ the estimated income and expenditure for each financial year affected by the plan; andsuch other matters as may be prescribed.

A ‘principal activity’ includes:

✤ a major capital works project to be undertaken by the local government;

✤ a major service to be provided by the local government;

✤ a program for the replacement of the local government’s major assets;

✤ major land transactions and major trading; and

✤ such other activities as may be prescribed.

Statement of Planning Policy No. 8 - State Planning Framework Policy. A Statement of PlanningPolicy made under Section 5AA of the Town Planning and Development Act, 1928 (as amended)by the Western Australian Planning Commission. It sets out the key principles relating toenvironment, community, economy, infrastructure and regional development which should guidethe way in which future planning decisions are made. It brings together State and regional policiesand plans which apply to land use and development within Western Australia.

Transport Modelling is a mechanism for estimating the way in which a transport network would beused by traffic given the distribution and characteristics of an area’s population, employment andother land uses. The output would typically be the number of vehicles using each road or thenumber of passengers using each public transport service (source: Roads and Traffic in UrbanAreas, Department of Transport, UK 1987).

Travel Demand Management comprises a series of actions to achieve a particular purpose, such asbetter use of the existing transport system, reducing or preventing congestion, reducing airpollution or creating a more sustainable city (source: Cities for Tomorrow Better Practice Guide,Austroads 1998).

Glossary


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Guiding Principles

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Guiding Principles


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The Eight Guiding Principles of the Main Street Approach toDowntown Revitalisation

(source - Main Street Dixon Illinois, May 2001 www.dixonil.com/mainstreet/guiding.htm)

1) Comprehensive. Downtown revitalisation is a complex process and cannot be accomplishedthrough a single project. For successful long-term revitalisation, a comprehensive approach mustbe utilised.

2) Incremental. Small projects and simple activities lead to a more sophisticated understanding ofthe revitalisation process and help to develop skills so that more complex problems can beaddressed and more ambitious projects undertaken.

3) Self-Help. Local leaders must have the desire and skill to make the projects successful. Outsideconsultants can help, but continued, long-term success depends upon the involvement andcommitment of the community.

4) Public-Private Partnership. Both sectors have a vital interest in downtown. Each sector has a roleand must understand the other's strengths and limitations.

5) Asset Enhancement. Business districts must capitalise on the assets that make them unique.Every district has unique qualities-like the distinctive buildings and human scale that give peoplea sense of belonging.

6) Quality. Quality must be emphasised in every aspect of the revitalisation program, from themarketing materials and promotional events to public improvements and window displays.

7) Change. To improve current economic conditions, revitalisation program leaders must work tochange public attitudes about the commercial district. ‘Main street’ requires a ‘paradigm shift’ indowntown's use, purpose, and future.

8) Implementation-Orientated. Most communities have enough plans collecting dust on shelvesto last them through the next century. A ‘main street’ program must create visible change andactivity from day one.

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