The Department, on behalf of the Western Australian Planning Commission (WAPC), has developed a strategic activity corridor framework for Scarborough Beach Road in partnership with the City of Stirling, City of Vincent and State Government transport agencies.
The Scarborough Beach Road Activity Corridor Framework provides an overarching transport and land use vision that, when implemented over time, will significantly improve the form and function of the road and its surrounds.
Following the strategic work of the Scarborough Beach Road Activity Corridor Framework, detailed planning has commenced along certain sections of the corridor. In most cases each local government (the City of Vincent and the City of Stirling) is responsible for leading this work. Parts of Scarborough are subject to the planning control of the Metropolitan Redevelopment Authority (MRA). The MRA will progress detailed planning in this area. You can find more information on their website.
Detailed planning will involve preparing plans and local scheme amendments for each section of the road and its surrounds. This may occur at different times (depending on local government/MRA scheduling). Further community consultation forms part of all detailed planning.
Background
Scarborough Beach Road is often characterised as an ad-hoc and congested road which is difficult to use. In many sections, buildings respond poorly to the street, and the transport function of the road is now severely constrained as our city continues to grow. A long term planning framework is required to improve this.
Over time it has become apparent that planning for Scarborough Beach Road will need to integrate transport and land use at the same time as promoting alternatives to private vehicle travel. Planning with an activity corridor approach provides a complete vision of how transport and land use must be considered when designing for its role in the future.
From the mid-20th century urban transport planning responded to increasing demand for travel by car. Design of roads had a particular focus that gave priority to fast and efficient movement of private vehicles. It is now clear that this approach has resulted in a number of undesirable impacts in inner urban areas such as congestion; poor access for other (non-motorised) users; and segregated land uses that follow a design trend that reacts to cars (such as overbearing signage, poor access and a focus on parking provision) resulting in loss of amenity for all users.
As has been the experience in other major cities in Australia, historical road connections such as Scarborough Beach Road can reach a stage where the experience for residents, businesses and visitors becomes significantly compromised from sustained growth without coordinated transport and land use planning.
If growth continues without a robust vision for how transport and abutting development should function, the environment along the road will continue to deteriorate, affecting the user experience and with likely negative flow-on effects to the local economy. Good street planning and design must strike a balance between competing interests of all users, working within a limited urban space. An activity corridor approach can help by coordinating the transport use of the road and the buildings that open out onto it.
The WAPC-endorsed Directions 2031 and Beyond document sets the strategic framework for the Perth and Peel regions, identifying the need for a holistic land use and transport planning process for roads such as Scarborough Beach Road, through what it identifies as ‘activity corridors’. Directions 2031 and Beyond identifies these roads as important connections to a hierarchy of activity centres.
Consultation and feedback
The Framework has been collaboratively prepared by the Scarborough Beach Road Activity Corridor Working Group, chaired by the Department with representation from the following agencies:
- City of Stirling (project partner)
- City of Vincent (project partner)
- Department of Transport
- Public Transport Authority
- Main Roads WA
Development of the Framework has also involved input with the surrounding community in North Perth, Mount Hawthorn, Glendalough, Osborne Park, Herdsman Business Park and Stirling City Centre over a number of years. Recommendations from the Local Area Planning workshops undertaken by the City of Stirling for the Doubleview and Scarborough areas have also fed into the Framework.
A draft of the Framework was advertised in late 2012. Most feedback received supported the Framework. Some changes were made to improve the Framework based on this feedback, which is documented in the submissions report.
It is important to note that the Framework is not a substitute for detailed planning, which is undertaken by each local government (or the MRA in parts of Scarborough), and is subject to further community engagement and consultation.
