3. Land use and transport planning context use and transport planning context 16 ı Kewdale -...

3. Land use and transport planning context

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Land use and transport planning context

16 ı Kewdale - Hazelmere ı integrated masterplan

1997 2% 61% 37%

2000 10% 70% 20%

Change +8% +9% -17%

3.1.2 Freight logistics and trends

A detailed evaluation of the freight marketcharacteristics of the study area was undertaken in1997 as part of a study of the land requirements forroad and rail intermodal freight terminal facilities inKewdale and Perth generally4. These characteristicswere reviewed and updated in October 2000 andshow a shift in the market share of freighttransport5.

The following trends were noted:

• Between 1997 and 2000, there was anincrease in interstate freight market share byrail and sea mode, at the expense of the roadmode (see Table 3.1).

• This shift was due to a change in governmentpolicy, which included:

- introducing ‘open access’ competition in therail industry;

- better management of the railway systemand infrastructure; and

- introducing single voyage permits that allowinternational shipping lines to offer frequentservices and freight rates that are abouthalf the rail rate for dense cargo6.

• At present, rail transport is competitive againstroad only for selected niche markets. Railtransfer from Fremantle inner harbour to theKewdale intermodal terminal is not economicfor shippers or forwarding agents.

3.1 Overview

3.1.1 Purpose and priorities of

areas for freight

The Perth metropolitan area contains WA’s majorfreight handling and distribution facilities. The keyinfrastructure elements of the metropolitan freightsystem are shown in Figure 3, including roads,railway lines, major sea port access points andkey industrial areas. Primary freight roads inKewdale-Hazelmere, as designated by MRWA,are shown in Figure 1.

The study area contains several key strategicfreight facilities, including the Kewdale intermodalterminal, the Forrestfield rail staging area andPerth Airport. The Freight Network Reviewidentified these facilities as the main inland focusfor freight movements in the metropolitan regionand Kewdale-Hazelmere as a major multi-modalsite. Freight origin-destination modelling hasreinforced this importance by identifying theKewdale-Welshpool industrial area as a majororigin-destination for heavy freight vehicles3.

The importance of the Kewdale area and theneed to ensure that it operates efficiently willincrease over the next 30 years due to theanticipated significant rise in freight movementsand volume.

3 Minister for Planning and Infrastructure (2002). Freight NetworkReview Second Congress – Working Group 2 (Government ofWestern Australia, Perth).

4 Robertson Consulting Pty Ltd (1997). Evaluation of LandRequirements for Road-Rail Inter-modal Freight Terminal Facilities.(DPI, Perth).

5 Robertson Consulting Pty Ltd (2000). Review of Kewdale FreightMarket Characteristics. (DPI, Perth).

6 Robertson Consulting Pty Ltd (2000). Review of Kewdale FreightMarket Characteristics. (DPI, Perth).

Source: Robertson Consulting Pty Ltd (2000). Review of Kewdale Freight Market Characteristics. (DPI, Perth).

Sea transport Rail transport Road transport

TABLE 3.1 Change in interstate freight transport market share

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FIGURE 4. Annual (2003) train numbers using the Perth metropolitan freight rail system

KWIN

ANA

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RO

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ALBANY

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STIR

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Rockingham

Armadale

Fremantle

Midland

PERTH

WATTLEUP

ROADTHOMAS

Balcatta

OsbornePark

Malaga

Bayswater

O’Connor

Canning Vale

Maddington

Bibra Lake

Henderson

Kwinana

Jandakot

Forrestdale

Kewdale

Welshpool

PerthAirport

Bellevue

Hazelmere

Forrestfield

Kewdale intermodalterminal

Midlandfreight trains 7380(net tonnes 9 753 000)other trains 1704

Canning Valefreight trains 7976(net tonnes 6 236 150)other trains 58

Fremantlefreight trains 1172(net tonnes 288 582)other trains 194

Kwinanafreight trains 6526(net tonnes 6 007 568)other trains 142

Fremantleinner harbour

GEOCENTRIC DATUM OF AUSTRALIA

0 1 2 3 4 5

N

6

Kilometres

Legend

secondary roads

primary roads(constructed)

ntw-map9\ \projects\strat_plan\strat_pol\strat_infra\pmr\freight_strat\kewdale_freight\dpub\final_draft\khrimfig4.dgn

Freight data supplied by WestNet Rail

Produced by Project Mapping Section,Mapping and GeoSpatial Data Branch,Department for Planning and Infrastructure,on behalf of the Western Australian Planning

Kewdale-HazelmereIntegrated Masterplanstudy boundaryregional centre

Commission, Perth WA July 2006

Base information supplied by DLI PA 23-2003

industrial area

Fremantle Ports outerharbour study area

Hope Valley-Wattleupredevelopment project area

port facility

freight railway line

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FIGURE 5. Ultimate origins and destinations of containers by number (year ending September 2003) Fremantle Inner Harbour Container Movement Study

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K H Report 2006 9/8/06 1:53 PM Page 18


FIGURE 6. Local government boundaries: Kewdale-Hazelmere

Caversham

Guildford

Viveash

Perth Airport

Helena Valley

Kewdale

Welshpool

Beckenham

Redcliffe

Cloverdale

Belmont

Bassendean

Eden Hill

Ashfield

Ascot

Wattle Grove

Midland

Bellevue

MidvaleKiara

Lockridge

Cannington

Queens Park

High Wycombe

Hazelmere

Maida Vale

Forrestfield

South Guildford

East Cannington

Woodbridge

GREAT

EASTERN HIGHWAYKALAMUNDA

ROAD

ROE

HIGH

WAY

LLO

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TONKIN

HIGHWAY

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ROAD

KEWDALE

ROAD

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WELSHPOOLROAD

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HIGHW

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City of Swan

Shire of Kalamunda

City of Gosnells

City of Canning

City of Belmont

City ofBayswater

BYPASS

Shire ofMundaring

Town ofBassendean

Maddington


0 1

N

20.5 1.5

Kilometres


NB: MRS detail is a simplification of zones and

parks and recreation

waterways

public purposes

urban deferred

urban

central city area

rural

private recreation

primary regional roads

other regional roads

railways

industrial

reservations as amended to July 2006

Produced by Project Mapping Section,Mapping and GeoSpatial Data Branch,Department for Planning and Infrastructure,on behalf of the Western Australian PlanningCommission, Perth WA July 2006


MRS reserved lands

Legend

local governmentboundary

study boundary

MRS zones

K H Report 2006 9/8/06 1:53 PM Page 19

FIGURE 7. Metropolitan Region Scheme: Kewdale precinct


Kewdale precinct

TONKIN

HIGHWAY

ORRONG

ROAD

KEWDALE

ROAD

LEAC

H

HIGHWAY

WELSHPOOL

ROAD

Kewdale

Welshpool

Beckenham

Cloverdale

Cannington

Queens Park

East Cannington

Kewdale intermodalterminal

0

Metres

N

200 400 600 800 1000 1200



Legend


Canning

River





waterways

public purposes

urban deferred

urban

central city area

rural



railways

industrial

precinct boundary

study boundary

MRS reserved lands

MRS zones

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Container movements

Container movements into and out of FremantlePorts’ inner harbour are increasing. In 2001-02,approximately 330,350 twenty-foot equivalent unitcontainers (TEUs) were transported. By 2002-03,this had increased to 365,410 containers7. There issufficient capacity in the inner harbour to triplecontainer throughput by 2017. To assist inmanaging this increased freight task while reducingthe amount of freight traffic, an objective of theFreight Network Review is to increase the railtransport of containers to 30 per cent of total landmovements by 2012. At present, this share isapproximately five per cent.

The Kewdale and Forrestfield areas are the mostcommon origin-destination for container movementsto and from the Fremantle inner harbour. Containertransport most commonly involves a rigid truck andtrailer or a ‘pocket’ road train. Rail transport ofcontainers is less common.

Figure 4 identifies train numbers and freightvolumes using the Perth metropolitan freight railsystem. Figure 5 shows the key findings of theFremantle Inner Harbour Container MovementStudy relative to the ultimate origins anddestinations of containers.

Recent modelling and projections indicate thatKewdale-Hazelmere is a major node for freight-related activity. With freight activity forecast toincrease substantially over the next 30 years, thereis a need to ensure that the study area continues todevelop in a way that meets the requirements of thefreight industry and operators and allows efficientand safe operations.

3.2 Land use precincts

3.2.1 Overview

The four key land use components of themasterplan area include the Kewdale-Welshpool,Forrestfield and Hazelmere industrial areas andPerth Airport. The Redcliffe industrial area is alsoincluded in the masterplan boundary. There wereapproximately 18 000 people working in Kewdale-Hazelmere in 2001-028.

The study area falls primarily within thejurisdiction of four local governments – the City ofBelmont, City of Canning, City of Swan and Shireof Kalamunda. A small portion is in the Shire ofMundaring. The boundary of each localgovernment is shown in Figure 6.

Land in the City of Gosnells (just south of themasterplan area) is also strategically importantand is discussed in section 3.2.7.

The airport land is subject to AustralianGovernment planning controls.

3.2.2 Kewdale precinct

The Kewdale precinct encompasses the Kewdaleintermodal terminal and surrounding industrialwarehousing and distribution uses in Kewdaleand Welshpool. It falls within the jurisdiction of theCity of Canning and City of Belmont and is mainlyunsewered. This precinct is ‘industrial’ under theMRS and the town planning schemes of Belmontand Canning, with its extent shown in Figure 7.

The Kewdale intermodal terminal was developedin the 1970s as a traditional rail freight terminal,and remains WA’s most important intermodalfacility. A site-specific redevelopment plan hasbeen prepared for the terminal to upgrade it to amodern intermodal freight transport hub capableof integrating rail operations with high-qualitywarehousing and distribution services. The reviewand restructure of the layout for this area will haveimplications for a number of infrastructure issues,including:

• accommodating a possible future direct rail linkbetween Fremantle inner harbour and Kewdaleintermodal terminal;

7 Container movement volumes supplied by Fremantle Ports (2004).These figures are exclusive of transhipment cargo which does notleave the port.

8 Source: WAPC 2001/02 land use and employment survey.

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• new access points around the terminal facilitythat may change the way truck traffic movesaround the Kewdale area;

• accommodating longer trains (1800 m) in theKewdale intermodal terminal site; and

• eliminating back-shunting operations acrossKewdale Road, which will result in fewer andshorter road traffic delays at the level crossing.

3.2.3 Forrestfield precinct

The Forrestfield precinct is a significant freight-related industrial precinct adjacent to the maininterstate freight rail line, the airport, and theresidential suburb of High Wycombe. This areacontains the Forrestfield rail staging area andAccess Park, an industrial area recentlydeveloped by LandCorp. Existing industrial landuses in this precinct include SCT, AustralianRailroad Group, and Co-operative Bulk Handling,all of which use direct rail spurs to the mainfreight rail line. This precinct is zonedpredominantly ‘industrial’ under the MRS and theShire of Kalamunda town planning scheme,although there is an area of rural zoned land.

Figure 8 identifies the MRS as it relates to theForrestfield precinct, and Figure 9 identifies themain features of the precinct.

One significant aspect of this precinct is thepotential industrial development synergiesbetween the airport land and Access Park. Theairport has vacant land available for non-aviationdevelopment along its eastern boundary whichcould be developed for industrial or infrastructurepurposes (eg an additional intermodal terminal orcontainer storage facility). North-south accessthrough the precinct is provided by AbernethyRoad. East-west linkages are minimal, althoughthe Westralia Airports Corporation proposes toreconnect Grogan Road to Abernethy Road in theshort term.

A key issue for the future is the ability of largetrucks to access Abernethy Road (north of TonkinHighway) from adjacent industrial lots. Predictionshave indicated that as traffic volumes in the areaincrease, entering and leaving these propertiesefficiently and safely will become a problem dueto long delays. This will be compounded by theconstruction of the proposed Lloyd Streetextension to Abernethy Road.

Consideration also needs to be given to thepresence of the Dampier-Perth gas pipeline andthe Water Corporation Maida Vale main sewerreserve that abut the eastern boundary of theairport land. The gas pipeline is located in ashallow trench, which creates potential

Daddow Road rail level crossing.

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FIGURE 8. Metropolitan Region Scheme: Forrestfield precinct

Forrestfield precinct

Wattle Grove

High Wycombe

Maida Vale

Forrestfield

ROAD

ROE

HIG

HWAY

WELSHPOOLROAD

TONKIN

HIGHWAY

KALAMUNDA

ROAD

ABER

NET

HY

0

Metres

N

200 400 600 800 1000 1200



Legend






public purposes

urban

rural



railways

industrial

precinct boundary

study boundary

MRS reserved lands

MRS zones

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FIGURE 9. Main features: Forrestfield precinct

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FIGURE 10. Metropolitan Region Scheme: Hazelmere precinct

Hazelmere precinct

Caversham

Guildford

Viveash

Midland

Hazelmere

South Guildford

Woodbridge

GREAT

EASTERN

HIGHWAYKALAMUNDA

ROAD

RO

E

LLO

YDST

REE

T

HIGHW

AY

BYPASS

ABER

NETH

Y

ROAD

WEST

PARADE

BUSHMEAD

ROAD

ADELAIDE

STREET

GREATEASTERN

HIGHWAY

STIRLING

CRESCENT

Helena

River


0

Metres

N

200 400 600 800 1000 1200


Legend


Swan

River





waterways

public purposes

urban deferred

urban

central city area

rural



railways

industrial

precinct boundary

study boundary

MRS reserved lands

MRS zones

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FIGURE 11. Perth Airport site

20

20

20

20

20

20

20

25

25

25

25

25

3030

30

30

30

35

35

35

35

35

40

40

40

Caversham

Guildford

Viveash

Perth Airport

Helena Valley

Kewdale

Welshpool

Beckenham

Redcliffe

Cloverdale

Belmont

Bassendean

Eden Hill

Ashfield

Ascot

Koongamia

Wattle Grove

Midland

Bellevue

MidvaleKiara Lockridge

Cannington

Queens Park

High Wycombe

Hazelmere

Maida Vale

Forrestfield

South Guildford

East Cannington

Woodbridge

GREATEASTERN HIGHWAYKALAMUNDA

ROAD

ROE

HIG

HW

AY

LLO

YDST

REE

T

ROE

HIG

HWAY

WELSHPOOLROAD

TONKIN

HIGHWAY

ORRONG

ROAD

KEWDALE

ROAD

LEAC

H

HIGHWAY

WELSHPOOL

ROAD

TON

KIN

HIGHWAY

BYPASS

Swan

River

WESTPARADE BUSHMEAD

ROAD

GREAT

EASTERN

HIGH

WAY

MAIDA VALE ROAD

BERKSHIRE

ROAD

ABER

NETH

YR

OAD

DU

ND

AS

RO

AD

TONKIN

HIGHWAY

ROAD

ORRONG

ABERNETHY

ROAD

HO

RR

IEM

ILLE

RDR

IVE

River

Canning


Ferndale

Beechboro

West Swan

Middle Swan

Stratton

Jane Brook

Swan View

Greenmount

Kenwick

Legend

N

1 20 0.5 1.5 2.5

Kilometres

Gooseberry Hill

Kalamunda


study boundary

airport land



Australian Noise ExposureForecast contours (ANEF)

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construction/development complications over orclose to it. The Water Corporation reservationmust be maintained, although it may be able to berelocated on airport land.

3.2.4 Hazelmere precinct

The Hazelmere precinct is shown in Figure 10. Itincludes land bounded by Great Eastern Highwayto the west, Helena River to the north, RoeHighway to the east and Kalamunda Road andAdelaide Street to the south. A portion of thisprecinct was rezoned under the MRS from ‘rural’to ‘industrial’ in December 1993, and zoned‘industrial development’ under the City of SwanTown Planning Scheme (TPS) 9. The industrialdevelopment zone requires an outlinedevelopment plan to be submitted prior tosubstantial development or subdivision.

A guided development town planning scheme(TPS 15) was initiated by the City of Swan in theearly 1990s. This was advertised in 1995 with aview to coordinated infrastructure provision andother services to achieve a fully servicedindustrial area. The associated infrastructurecosts of approximately $13 million were notsupported by landowners, and in 2000 the cityresolved not to proceed with the proposedscheme. The city’s current approach is todesignate the industrial area as a ‘special rates’area, and to enable ‘dry’ industrial development tooccur while precluding subdivision in the absenceof an outline development plan and reticulatedsewer provision. At the time of preparing themasterplan, the proposed scheme was underconsideration by DPI.

In terms of land use, the Hazelmere precinctcurrently accounts for approximately one per centof all industrial floor space in the masterplan area.Use of this floor space is increasingly for storageand distribution and service industries, rather thanmanufacturing and processing. The predominantbuilding area in the precinct is between 1000-2000 m2 and 2001-5000 m2.9 The precinctincludes the Western Australian Meat IndustryAuthority land – a site identified as being ofstrategic importance to the development of theHazelmere precinct and Kewdale-Hazelmere.

Important infrastructure works planned for theprecinct include the potential Lloyd Streetextension, and the potential realignment of theMidland freight rail line.

The precinct includes several areas ofenvironmental importance, including the HelenaRiver and Hazelmere Lakes10. Residential areasalso exist in South Guildford and Hazelmere.

The masterplan’s focus in this area will be toprovide for the most efficient and effective use anddevelopment of the precinct, taking into accountsocial and environmental considerations.

3.2.5 Perth Airport

Perth Airport is an important and integralcomponent of the Kewdale-Hazelmere area. It hasa significant interface to the Kewdale andForrestfield industrial areas and, in addition, hassurplus land that it is seeking to develop for non-aviation industrial purposes. The boundary of theairport land is shown in Figure 11. All the airportland is reserved for ‘public purposes’ under theMetropolitan Region Scheme (MRS).

The airport is located on Australian Governmentland and is leased and operated by the WestraliaAirports Corporation (WAC) for airport and non-aviation purposes. The site covers approximately 2100 ha, of which approximately half is required foraviation purposes. Of the remainder, 320 hacannot be developed due to environmentalconstraints (see Section 3.5), leavingapproximately 700 ha available for non-aviationuses.

Excess land within the airport boundary notrequired for aviation uses generally, will bedeveloped for commercial and industrial uses. TheWAC considers this proposal to be compatible andcomplementary to airport operations and the landuses of the adjacent areas.

Access to the airport land currently is available viaBrearley Avenue and Horrie Miller Drive, althoughother access points are being investigated by thecorporation.

The WAC also proposes to connect Grogan Roadto Abernethy Road in the short term.

9 CB Richard Ellis (2003). Kewdale-Hazelmere Land EconomicStudy.(DPI, Perth – unpublished)

10 These environmental aspects are discussed in more detail inSection 3.5 of the masterplan.

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Perth Airport was privatised in 1997 and as part ofits lease, the WAC is obliged to complete a 20-year masterplan, which must be reviewed everyfive years. The initial Perth Airport Masterplanwas approved in 1999 and reviewed in 2004 bythe Australian Government Minister of Transportand Regional Services. Perth Airport Masterplan2004 (See Appendix C) identifies the followinggeneral trends.

• Modelling indicates it will not be necessary toconstruct new runways or extend existingrunways over the next 29 years. Extensions totaxiways and existing aprons will be requiredwithin this period.

• Freight tonnage through the airport (domesticand international) is expected to increasesteadily over the next 20 years11.

• Ultimate development of airport land couldpotentially result in up to 50,000 employeesworking on the site. Without a major investmentin public transport proposed, this level ofdevelopment would have an adverse impact onthe surrounding roads.

3.2.6 Redclif fe industrial area

The Redcliffe industrial area also falls within themasterplan study area.. Stakeholder feedbackindicated that this industrial area was operatingefficiently and there were no issues associatedwith its continued operation. It was thereforedetermined that no further consideration of thisarea was required (see Appendix D).

Perth Airport

RO

EH

IGH

WAY

TONKIN

HIGHW

AY

HIGHWAY

ALBANY

WELSHPOOL

ROAD EAST

Potential industrial 160 ha

Potential industrial 147 ha

KELVIN

ROAD

Existing industrialapproximately 280 ha

0

Metres

N


Legend

15001000500

ntw-map9\ \projects\strat_plan\strat_pol\strat_infra\pmr\freight_strat\kewdale_freight\dpud\final_draft\khrimfig12.dgn



potential industrial expansionboundary (total 328 ha)

Potentialindustrial

21 ha




waterways

public purposes

urban deferred

urban

rural



railways

industrial

MRS reserved lands

MRS zones

11 Westralia Airports Corporation (2004). Preliminary DraftMasterplan 2004 – Perth Airport. (Westralia Airports Corporation,Perth).

FIGURE 12. Existing Metropolitan Region Scheme and potential industrial expansion: Maddington/Kenwick

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3.2.7 Maddington/Kenwick

strategic industrial land

Various state government strategic planningdocuments (including Metroplan (1990) and the1992 Foothills Structure Plan) have identified therural areas of Maddington and Kenwick in the Cityof Gosnells as potential future strategic industrialareas.

The Maddington industrial area coversapproximately 280 ha and has developed over thepast 30 years. According to the City of Gosnells,businesses intend to expand in the area andthere is anecdotal evidence to suggest that landis being held for future development by existingbusinesses or developers. More detailed planningin Maddington and Kenwick will be undertaken toinvestigate the feasibility of further industrialexpansion. The City of Gosnells is working withLandCorp and the DPI to determine the regionalcontext for this expansion (see Figure 12).

Source: CB Richard Ellis (2003). Kewdale-Hazelmere Land Economic Study (DPI, Perth)

Trend 1990 1993 1997 2002

Total land area (ha) 1 275 1 231 1 420 1 781

Occupied (ha) 1 067 1 039 1 143 1 558

Vacant (ha) 208 192 277 223

Vacancy rate (%) 16.3 15.6 19.5 12.51

Amount of additional industrial land N/A 44 189 361

TABLE 3.2 Industrial land use trends in Kewdale-Hazelmere


Lot size (ha) Number of lots % Change (1993 – 2002)

1993 1997 2002

Less than 1 1 099 1 072 1 072 -2.5%

1 - 2.99 224 231 257 +14.7%

3 - 4.99 55 75 82 +49%

5 – 9.99 27 33 31 +14.8%

10 – 19.99 4 4 6 +50%

More than 20 1 2 7 +600%

TABLE 3.3 Lot size trends in Kewdale-Hazelmere

3.3 Industrial land use trends

Development of the masterplan included ananalysis of industrial land use trends

Industrial land in Kewdale-Hazelmere has beentaken up at an average annual rate of 55 ha since1993. At this rate, it is estimated that the supply ofindustrial land will be used up in about 12 years. Asat 2002, vacancy rates show that industrialoccupancy is high, particularly for lots between 10and 20 ha and those less than one hectare.

Changing markets and increased commercialproperty values have resulted in more demand forservice industry floor space and less formanufacturing and processing. Overall, the mostdominant use of floor space in the study area is forstorage and distribution. This market change hasimplications for traffic volumes, access andoperational efficiency.

The key trend data for occupancy, lot sizes andfloor space uses are shown in Tables 3.2, 3.3 and3.4. Industrial land use plans identifying storage anddistribution floor space categories in each of thefour region’s industrial precincts are shown inAppendix D.

Region industrial n/Kenwick

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In addition to the road network, the study areahas significant rail infrastructure providing accessfor metropolitan, intrastate and interstate freightrail services. Rail and road infrastructure is shownin Figures 1 and 3. Given the projected increasein freight traffic in Kewdale-Hazelmere and thevolumes of freight with Kewdale as the mainorigin-destination, the study area’s road and railinfrastructure will be subject to increasingvolumes of traffic. This has implications formaintaining future network efficiency and isdiscussed in more detail in section 5.6.

3.4 Infrastructure provision

3.4.1 Road infrastructure

Major roads currently servicing Kewdale-Hazelmere are shown in Table 3.5. Current trafficcounts along existing road sections in the studyarea are provided in Table 3.6. Plans showingintersection concepts for primary roads in thestudy area are contained in Appendix E.

Major proposed roads include:

• Lloyd Street extension to Abernethy Road; and

• Grogan Road connection to Abernethy Road.

Source: Main Roads Western Australia (2004)

* ‘Ultimate’ refers to the number of lanes the road is ultimately planned to have✘

‘PRR’ refers to Primary Regional Roads▼

‘ORR’ refers to Other Regional Roads

Please note that Orrong Road from Gt Eastern Highway to Leach Highway is classified as Other Regional Roads

Road name MRS Designated No of classification freight route lanes

Tonkin Highway PRR✘ Double Road Train 4 current(between Leach Highway and Great Eastern Highway) (5 axle group) (6 ultimate*)

Tonkin Highway PRR Double Road Train 4 current(between Roe Highway and Leach Highway) (6 axle group) (6 ultimate)

Roe Highway PRR Double Road Train 4 current(between Tonkin Highway and Great Eastern Highway Bypass) (6 axle group) (6 ultimate)

Great Eastern Highway PRR Long Vehicles 4 current(6 ultimate)

Great Eastern Highway Bypass PRR Double Road Train 4 current(6 axle group) (6 ultimate)

Leach Highway PRR Long Vehicles 4 current(between Welshpool Road and Tonkin Highway) (6 ultimate)

Abernethy Road ORR▼ Double Road Train 2 current (between Tonkin Highway and Kalamunda Road) (6 axle group) (4 ultimate)

Kewdale Road ORR Double Road Train 4 current(between Orrong Road and Tonkin Highway) (6 axle group)

Orrong Road PRR Long Vehicles 4 current(between Leach Highway and Roe Highway)** (6 ultimate)

Kalamunda Road ORR N/A 2 current

TABLE 3.5 Road infrastructure in Kewdale-Hazelmere


Industry type Percentage of total floor space % Change (1997 – 2002)

1997 2002

Manufacturing and processing 24% 17% -7%

Storage and distribution 28% 28% 0%

Service industry 12% 19% +7%

Office and business 14% 12% -2%

TABLE 3.4 Industrial floor space use in Kewdale-Hazelmere

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3.4.2 Servicing infrastructure

The high take-up rates and types of land uses inthe study area make infrastructure servicing a keyissue in its successful development. Figure 13shows the study area’s existing sewered areas.There is no reticulated sewer provision forsignificant portions of the Kewdale, Forrestfieldand Hazelmere precincts.

3.4.3 Public transport

Kewdale-Hazelmere is serviced by a number ofbus routes, but no passenger trains. The mainbus routes focus on Forrestfield, High Wycombeand Midland, with service frequencies varying.Figure 14 identifies the main public transportservices. There is currently only one public busservice to the airport. Transperth Route 37 runsevery 20 minutes on weekdays, every 30 minuteson Saturdays and hourly on Sundays and publicholidays between the Perth CBD and the airport’sdomestic terminal13. No public bus serviceoperates to the international terminal.

Public transport services to the airport aresupplemented by a private shuttle servicebetween the airport and the Perth CBD,Northbridge, Fremantle and other locations nearthese areas. An inter-terminal transfer bus serviceoperates between domestic and internationalterminals 5.00 am to 5.00 pm daily to coincidewith the arrival and departure of internationalflights. There is a transfer service from thedomestic to the international terminal at 9.30 pmand 11.30 pm each day14. Taxi services/ranks arealso available.

The ultimate development of the Perth Airportmay result in up to 50,000 employees working onsite, which will require improved public transportservices. The PTA has no immediate plans toprovide additional services and the focus will beon improving existing services in surroundingareas, which may be altered to pass through thestudy area. The Eastern Metropolitan RegionalCouncil is preparing an integrated transportstrategy for the Eastern Metropolitan Regionwhich will consider future public transportimprovements in more detail.

Source: Main Roads Western Australia (2004)

Road section Average weekday traf fic count Date of count

Great Eastern Highway (east of Brearley Avenue) 36 000 March 2003

Great Eastern Highway (at Helena Bridge) 18 000 November 2001

Horrie Miller Drive (north of Tonkin Highway) 11 000 March 2003

Kewdale Road (south of Abernethy Road at rail crossing) 28 000 March 2003

Kewdale Road (south of Tonkin Highway) 18 000 February 2003

Leach Highway (north of Orrong Road) 35 000 October 2002

Leach Highway (north of Welshpool Road) 36 000 May 2003

Leach Highway (south of Tonkin Highway) 31 000 November 2002

Orrong Road (south of Kewdale Road) 25 000 March 2003

Orrong Road (north of Leach Highway) 42 000 July 2001

Orrong Road (north of Kewdale Road) 29 000 March 2003

Tonkin Highway (at Redcliffe Bridge) 60 000 September 2003

Tonkin Highway (at rail bridge, Forrestfield) 42 000 November 2002

Tonkin Highway (south of Leach Highway) 45 000 November 2001

Roe Highway (south of Kalamunda Road) 25 000 December 2002

Roe Highway (south of Berkshire Road) 33 000 November 2001

TABLE 3.6 Main roads indicative weekday traf fic flows12

12 These figures are not adjusted for seasonal variations.

13 Transperth Eastern Timetable 107 (effective 29/02/04).

14 Perth Airport website Getting to and From the Airport;http://www1.perthairport.net.au

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3.5 Environmental sensitivities

3.5.1 Overview

While areas of Kewdale-Hazelmere are heavilydeveloped for industrial and residential purposes,there are areas of environmental sensitivity withinthe masterplan boundary, viz:

• Helena River (The DPI is preparing anenvironmental management plan for the LowerHelena River Catchment).

• Hazelmere Lakes (These are protected underthe Environmental Protection Authority’sEnvironmental Protection (Swan Coastal PlainLakes) Policy 1992).

• Bush Forever sites 311, 481, 122, 45, 123, 319and 424. (Significant portions of the airport landare identified as Bush Forever site 386. Underan existing Memorandum of Understandingbetween the State Government and theWestralia Airports Corporation, anydevelopment affecting the Bush Forever siterequires consultation between the two parties).

• Greater Brixton Street Wetlands (south of themasterplan area, but still significant).

• Threatened Ecological Communities (TEC).

These areas are shown on Figure 15.

In addition to these areas, there are a number ofenvironmental issues to be considered whenplanning for development. These include areas ofnoise sensitivity (such as development adjacentto a rail corridor or within the airport-relatedAustralia Noise Exposure Forecast (ANEF)contours), areas of poor drainage and/or prone toinundation, potential occurrence of acid sulphatesoils, and areas of known or potentialcontamination.

3.5.2 Relevant factors

Bush Forever

Bush Forever is a non-statutory regional policyimplemented by the WAPC. This policy is endorsedby the State Government and EPA as a whole-of-government bushland protection policy for the SwanCoastal Plain portion of the Perth Metropolitan

Region. It seeks to protect and manage sites ofregional bushland significance through a variety ofmechanisms, while also accommodatingdevelopment compatible with bushland protectionobjectives.

A suite of statutory planning measures are in theprocess of being introduced to ensure that bushlandprotection and management measures are givenappropriate consideration and addressed inplanning decisions and actions in the metropolitanregion. These measures will give statutory effect tothe protection of regionally significant bushlandidentified in Bush Forever. These measures include:

• a Draft Bushland Policy for the PerthMetropolitan Region State Planning Policy2.8; and

• Metropolitan Region Scheme AmendmentNo. 1082/33 Bush Forever and related lands,which proposes to amend the MRS to:

- identify Bush Forever areas in the MRS;

- reserve a number of Bush Forever sitesand related lands for Parks andRecreation; and

- establish Bush Forever areas and relatedprovisions and requirements.

The purpose of the Draft Bushland Policy for thePerth Metropolitan Region State Planning Policy 2.8is to guide and inform agencies, authorities,landowners and the broader community on issuesof bushland protection and management. Theseissues are to be taken into account and given effectby the WAPC and local governments whenconsidering a proposal or in undertaking decision-making which is likely to have an adverse impact(direct or indirect) on regionally significant bushlandin a Bush Forever Area. The policy has beenprepared in the context of the WAPC's policyframework, and is a supplementary policy under theState Planning Policy No 2 – Environment andNatural Resources.

There are eight Bush Forever sites in themasterplan area (see Figure 15). While severalsites are subject to Parks and Recreationreservation in the MRS, others are not. It isexpected that any future planning and/ordevelopment proposals that have implications for

K H Report 2006 9/8/06 1:53 PM Page 32


FIGURE 13. Existing sewered areas: Kewdale-Hazelmere

Caversham

Guildford

Viveash

Perth Airport

Helena Valley

Kewdale

Welshpool

Beckenham

Redcliffe

Cloverdale

Belmont

Bassendean

Eden Hill

Ashfield

Ascot

Koongamia

Wattle Grove

Midland

Bellevue

Midvale

Lockridge

Cannington

Queens Park

High Wycombe

Hazelmere

Maida Vale

Forrestfield

South Guildford

East Cannington

Woodbridge

GREAT

EASTERNHIGHWAYKALAMUNDA

ROAD

ROE

HIGH

WAY

LLO

YDST

REE

T

ROE

HIG

HWAY

WELSHPOOL ROAD

TONKIN

HIGHWAY

ORRONG

ROAD

KEWDALE

ROAD

LEAC

H

HIGHWAY

WELSHPOOLROAD

TONKIN

HIGHW

AY

BYPASS


0 1

N

20.5 1.5

Legend


Sewered areas data supplied byWater Corporation

Produced by Project Mapping Section,Mapping and GeoSpatial Data Branch,Department for Planning and Infrastructure,on behalf of the Western Australian Planning

Kilometres

study boundary

sewered areas

Commission, Perth WA July 2006


Helena

River

Swan

River

River

Canning

K H Report 2006 9/8/06 1:53 PM Page 33


FIGURE 14. Public transport services: Kewdale-Hazelmere

Caversham

Guildford

Viveash

Perth Airport

Helena Valley

Kewdale

Welshpool

Beckenham

Redcliffe

Cloverdale

Belmont

Bassendean

Eden Hill

Ashfield

Ascot

Koongamia

Wattle Grove

Midland

Bellevue


Cannington

Queens Park

High Wycombe

Hazelmere

Maida Vale

Forrestfield

South Guildford

East Cannington

Woodbridge


ROE

HIGH

WAY

LLO

YDST

REE

T

ROE

HIG

HWAY

ROAD

TONKIN

HIGHWAY

ORRONG

ROAD

KEWDALE

ROAD

LEAC

H

HIGHWAY

WELSHPOOLROAD

TONKIN

HIGHW

AY

BYPASS


0 1

N

20.5 1.5

Kilometres

Legend


ROAD

DRIV

E

MIL

LER

HO

RR

IE

study boundary

major taxi/shuttle busterminus

Transperth bus routes



electrified suburbanpassenger rail

WELSHPOOL

GREAT

Helena

River

Swan

River

River

Canning

K H Report 2006 9/8/06 1:53 PM Page 34


FIGURE 15. Environmentally sensitive features: Kewdale-Hazelmere

Caversham

Guildford

Viveash

Perth Airport

Helena Valley

Kewdale

Welshpool

Beckenham

Redcliffe

Cloverdale

Belmont

Bassendean

Eden Hill

Ashfield

Ascot

Koongamia

Wattle Grove

Midland

Bellevue


Cannington

Queens Park

High Wycombe

Hazelmere

Maida Vale

Forrestfield

South Guildford

East Cannington

Woodbridge

GREAT


ROAD

ROE

HIGH

WAY

LLO

YDST

REE

T

ROE

HIG

HWAY

WELSHPOOL ROAD

TONKIN

HIGHWAY

ORRONG

ROAD

KEWDALE

ROAD

LEAC

H

HIGHWAY

WELSHPOOLROAD

TONKIN

HIGHW

AY

BYPASS

305

309

491

213

481214

216

122

217

316

466

45

123386

319 440 401

320282

424

283

50

387

51

311

386

224

53

215

306

River

Helena

HazelmereLakes

Greater BrixtonStreet Wetlands

MundaySwamp

Riv

er

Swan

River

Canning


0 1

N

20.5 1.5

Kilometres

Legend


study boundary

Bush Foreversite

320

conservation categorywetlands

Produced by Project Mapping Section,Mapping and GeoSpatial Data BranchDepartment for Planning and Infrastructure,on behalf of the Western Australian PlanningCommission, Perth WA July 2006


Environmental ProtectionPolicy (Swan Coastal PlainLakes)

K H Report 2006 9/8/06 1:53 PM Page 35



any of these sites will be subject to the policyrequirements included within the draft BushlandPolicy for the Perth Metropolitan Region StatePlanning Policy 2.8.

Bush Forever site 386 is a significant site within theairport boundary. The Perth Airport Masterplan 2004identifies a portion of this site as a conservationarea. Approval of the Perth Airport Masterplan (anddevelopments on airport land generally) is theresponsibility of the Australian Government. ThePerth Airport Masterplan was reviewed at the sametime as the preparation of this masterplan.

In summary, the clearing of, or damage to BushForever sites within the masterplan area mayreduce habitat availability and vegetation corridorsto the detriment of native flora and fauna species.For instance, it is already known that there arethreatened fauna species in the area (ie the BushStonecurlew, Guildford Springtail, Peregrine Falcon,Carnaby’s Black Cockatoo and the Western SwampTortoise). Subsequently the protectionand careful planning of interface areasaround Bush Forever sites within thearea is important, and should beaddressed in future land use planning.The loss of any remnant vegetation mayalso result in the loss of greenwaysbetween the site and adjoining areas ofnative vegetation. Greenways should beidentified and protected in land useplanning and development.

Management of the airport - Noise

The Perth Airport Masterplan 2004 identifies thatthe control and management of aircraft noise will bedealt with by reference to the Noise ManagementStrategy Committee.15 The DPI considers that thecommittee functions successfully and is satisfiedthat it ensures that a close relationship ismaintained between the airport, Australian, stateand local government agencies and members of thepublic.

Management of the airport – Land use

An integrated approach to land use planning aroundthe airport is required due to current and potentialfuture impacts associated with aircraft operations.This should be achieved through effectivecommunication between the various Australian andstate government agencies responsible for aspectsof the airport's management.

State Planning Policy No. 5.1 – Land Use Planningin the Vicinity of Perth Airport – was gazetted inFebruary 2004 and is being used as a guide forland use planning decisions near the airport.

In addition, the WAPC published Aircraft NoiseInsulation for Residential Development in theVicinity of Perth Airport in February 2004. Thisreport recommends noise reduction measures fornew residential development within the 25 AustraliaNoise Exposure Forecast (ANEF) contour andavoids the need for the engagement of an acousticconsultant (see Figure 11).

15 The Noise Management Strategy Committee is administered bythe WAC and comprises representatives from Perth Airport, Stateand Local Government, Federal Members of Parliament, airlinesand community groups.

View from Abernethy Road to Perth Airport looking over Munday Swamp.

K H Report 2006 9/8/06 1:53 PM Page 36

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