Canning Bridge Activity Centre Plan

The Canning Bridge Precinct Vision was developed over a number of years and endorsed by the Councils of the City of South Perth and City of Melville in September 2010 and endorsed by the Western Australian Planning Commission (WAPC) and released in July 2011.

The Vision won the 2011 Planning Institute of Australia (WA) – Award for excellence for Best Large Project and it was noted that it 'provides a framework for the regeneration of an important activity centre, optimising its location, transport and access strengths.'

To develop the Activity Centre Plan from the Vision, a partnership was formed between the City of South Perth, the City of Melville and the Western Australian Planning Commission (through the Department of Planning), the transport portfolios of State Government including Main Roads WA, Department of Transport and the Public Transport Authority.

The plan was endorsed by both Councils in 2015 and by the WAPC in 2016.

The Vision statement highlights the main objectives of the precinct:

'The Canning Bridge area will evolve to become a unique, vibrant, creative community centred on the integrated transport node of the Canning Bridge rail station. The area will be recognised by its unique location, its integrated mix of office, retail, residential, recreational and cultural uses that create areas of excitement, the promotion of its local heritage and as a pedestrian friendly enclave that integrates with the regional transport networks while enhancing the natural attractions of the Swan and Canning Rivers.'

Each quarter in the plan also has its own distinct vision in the plan. There are three quarters in the City of South Perth.

This is a long term plan that anticipates development taking place up to 2051. Development is both private and public (infrastructure).

Over the life of the plan there will be reviews and changes that might occur to respond to future community needs.

The CBACP has been in operation now for a few years and the City of South Perth is proactively undertaking a review to make sure that the Plan is operating in accordance with its goals and objectives. The current review has been taking place since February 2019.

In addition to the City’s normal development application (DA) assessment process, there is a Design Review Panel (DRP) exclusive to the centre, which is a group of professionals consisting of Architects, Urban Planners and Landscape Architects.

Prior to formal DA submission each proposal undergoes a pre-lodgement process which is a formal design review process. The DRP provide relevant comments to ensure the proposal meets with design excellence.

The following matters are considered in this process:

• Character - a place with its own identity
• Continuity and enclosure - where public and private space are clearly distinguished
• Quality of the public realm - a place with attractive and well-used outdoor area
• Ease of movement - a place that is easy to get to and move through
• Legibility - a place that is easy to navigate
• Adaptability - a place that can change easily
• Diversity - a place with variety and choice
• Sustainability - environmentally sustainable design

Where the proponent is seeking a development bonus under Clause 21 of CBACP, they must provide detailed comment to illustrate how exemplary design has been achieved.

The pre-lodgement process ensures that applicants have sufficient time to address any concerns in advance of formal DA lodgement. This ensures consistent good design/desired outcomes within the CBAC.

Formal DA submission includes the following additional information i.e. Green Star rates/equivalent, Acoustic Reports, Traffic Impact Assessments, Construction Management Plans, Traffic Management Plans, Waste Management Reports, 3D models and other reports if necessary.

The number of dwellings in a proposed development is not specifically controlled by the CBAC design guidelines (i.e. there is no prescribed maximum number of dwellings for development sites within the CBAC). Rather, dwelling numbers are controlled indirectly by other development controls including: minimum dwelling size requirements, usability and apartment design requirements, building height limits, lot setback requirements, the provision of outdoor living areas and dwelling type and diversity requirements.

Similarly, the state-wide Residential Design Codes do not directly control dwelling numbers within multiple dwelling developments but rather dwelling numbers are indirectly controlled by similar aspects listed above as well as a control on plot ratio.

It should also be noted that market forces and target tenants also play a role in dictating dwelling numbers. The City has already received a range of proposals even within the same zones, with some providing larger dwellings, and hence a lesser number, and some with a larger number of smaller dwellings. This mix of dwelling size meets the vision for the centre.

One of the objectives of the plan is to 'maximise access to and through the CBAC by walking, cycling and public transport while reducing private car trips'.  

The plan anticipates that in the short term (0-10 years), the City will develop a Parking Management Plan for the precinct which will be commenced in the near future. This could include recommendations relating to time limits on parking, permit or ticketed parking and the development of public parking stations. 

There are a number of transport infrastructure items for the short term including new bus station, and Canning Highway road reservation construction, which the City can continue to advocate for.

Necessary transport infrastructure in the medium term (11-20 years) includes construction of the Manning Road south bound Kwinana freeway on ramp, which may now happen earlier than this timeframe.

The regional transport network around Canning Bridge cannot accommodate continued ‘business-as-usual’ growth. The activity centre plan will reduce the impacts of this congestion.

Providing housing and jobs close to public transport reduces local trip demand, while improving infrastructure encourages mode shift to public transport, cycling and walking.

Other efforts to spread peak hour demand and improve network operations (traffic signal efficiency, bus service frequency) are part of the holistic approach to congestion reduction. 

Car parking ratios are set at minimum levels, with no maximum (or cap) at this time. In addition, no visitor parking is required for residential development.  

Ensuring a reasonable amount of parking is provided is important, but providing too much parking can actually induce more car-based trips and lead to more parking on local streets.

Other infrastructure upgrades are detailed in the plan and are set out in short, medium and long term (21 plus years) categories. The City is currently in the planning stage for these initiatives.