onslow stage 1 development

perthsydney

ONSLOW TOWNSITE EXPANSION

STAGE 1 DEVELOPMENT PLAN

711-010MAY 2012

This page has been left blank intentionally.

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TPG reports are printed on:

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PART A – STATUTORY PLANNING SECTION 1

1. SUBJECT AREA 1

2. RELATIONSHIP TO SHIRE OF ASHBURTON TOWN PLANNING SCHEME 1

3. DEVELOPMENT PLAN OBJECTIVES 2

4. DEVELOPMENT PLAN REQUIREMENTS 3

4.1 Land Use Precincts And Standards 34.2 Land Use Permissibility 5

PART B – EXPLANATORY SECTION 9

1. INTRODUCTION 9

1.1 Background 111.2 Location and Context 111.3 Legal Description 121.4 Development Plan 12

2. PLANNING FRAMEWORK 15

2.1 Shire of Ashburton Town Planning Scheme No. 7 152.2 Development Plans 152.3 Onslow Townsite Strategy (2011) 182.4 Pilbara Planning and Infrastructure Framework 192.5 Pilbara Framework Regional Profile (2009) 202.6 Onslow Regional Hotspots and Land Supply Update (2011) 20

3. DEVELOPMENT PLAN 21

3.1 Site Context 213.2 Consultation 213.3 Environmental Considerations 243.4 European Heritage 253.5 Aboriginal Heritage 263.6 Public Open Space and Relationship to Natural Environment 273.7 Movement Network 303.8 Engineering/Infrastructure 343.9 Planning and Design 38

CONTENTS

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4. PLANNING MERIT 41

4.1 Orderly and Proper Planning 414.2 Site Suitability 414.3 Staging and Timing 414.4 Application for Subdivision 424.5 Design Guidelines 42

5. CONCLUSION 44

APPENDIX A 45

Onslow Townsite Expansion Stage 1 Development Plan 45

APPENDIX B 47

Engineering Servicing Report - Wood and Greive Engineers 47

APPENDIX C 49

Social Impact Statement 49

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EXECUTIVE SUMMARY

The burgeoning resources industry, including the development of the Ashburton North Strategic Industrial Area (ANSIA) is placing significant pressures on the town of Onslow and is creating significant demand for housing in Onslow. The Onslow Townsite Strategy adopted by the Department of Planning on March 2011 identifies a significant population increase with recent estimates indicating an increase of 1500 residents by 2016 and a further 1800 into the future. This places significant demand on the current infrastructure, services and housing in Onslow, which currently caters for approximately 700 people.

The expansion of Onslow is to be undertaken in a staged manner as the provision of infrastructure, and other constraints are lifted. This process will allow lots to be released as soon as possible to meet initial demand, address the State’s commitment to provide an urban operational workforce village for Chevron and deconstrain land to address medium-long term requirements.

Whilst an overall development plan is currently being prepared by LandCorp, this development plan has been prepared for the Stage 1 expansion area specifically, to expedite the delivery of much-needed residential land in Onslow.

Onslow represents a microcosm of many of the challenges experienced for growth and development in resource-rich Pilbara region. However, addressed in the early stages of the growth cycle, there is the opportunity for Onslow to demonstrate where long term

land and infrastructure planning can work to mitigate the adverse impacts of short term issues. Alleviation of current land shortages and delivery of critical infrastructure is crucial to the successful growth and revitalisation of Onslow.

There is a range of planning processes operating concurrently to facilitate the delivery of land in Onslow, including numerous scheme amendments, development plans and subdivisions.

RefeR to table 1 and figuRe 1 - ConCuRRent Planning PRoCesses

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Name Purpose Status

Scheme Amendment No. 19.

Rezone portions of UCL to facilitate in-fill development.

Adopted by the Council on 21 March 2012 and referred to WAPC.

In-fill Subdivision Applications

Create a number additional lots within the existing townsite.

To be lodged in early May 2012.

Scheme Amendment No. 21 Remove the density coding from land zoned ‘Urban Development’ to allow greater flexibility in the Development Plans.

Initiated by the Council on 14 December 2011. Scheme Amendment documents to be lodged and referred to the EPA for assessment in May 2012.

Scheme Amendment No. 22 Rezone remaining portions of the Onslow expansion area to ‘Urban Development’.


Onslow Townsite Expansion Development Plan

Provide a comprehensive planning tool to guide the expansion of Onslow to meet demand.

To be lodged in May 2012.

Onslow Townsite Expansion Stage 1 Development Plan

Guide the development of the Stage 1 area and allow the Shire to approve the Stage 1 Subdivision.

Subject of this application.

The Onslow Townsite Expansion Development Plan may seek to modify some R-Code aspects of this development plan.

Stage 1 Subdivision Application

Deliver 223 residential lots and 2 POS reserves as the first stage of the Onslow townsite expansion.

Lodged concurrently with Stage 1 Subdivision application and Chevron Superlot Subdivision Application.

Chevron Superlot Subdivision Application

Create a 9ha site to accommodate Chevron’s operations village.

Lodged concurrently with Stage 1 Subdivision application and Onslow Townsite Expansion Stage 1 Development Plan.

table 1 - ConCuRRent Planning PRoCesses

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BACK BEACH ROAD

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AVENUECAMERON

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BACK BEACH ROAD

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ONSLOWTOWNCENTRE

BEADON

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INFILL RESIDENTIAL

AMENDMENT NO. 19

ONSLOW TOWN SITE EXPANSIONSTAGE 1 SUBDIVISION

CHEVRON SUPER LOT SUBDIVISION

SCHEME AMENDMENT NO.21

SCHEME AMENDMENT NO.22

ONSLOW TOWN SITE EXPANSIONSTAGE 1 DEVELOPMENT PLANONSLOW TOWN SITE EXPANSIONDEVELOPMENT PLAN

LEGEND

N0 250m 500 m

Scale 1:25,000

figuRe 1 - ConCuRRent Planning PRoCesses MaP

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CERTIFICATION OF DEVELOPMENT PLAN

It is hereby certified that the Development Plan for Pt Lot 215 and 216 on DP194560, Pt Lot 571 on DP65685 and Pt Lot 303 on DP49430 was adopted by resolution of the Council of the Shire of

Ashburton

On

.........................................................

and the Seal of the Municipality was pursuant to the Council’s resolution hereto

affixed in the presence of:

.........................................................

Shire President, Shire of Ashburton

.........................................................

Chief Executive Officer, Shire of Ashburton

and by

Resolution of the Western Australian Planning Commission on

.........................................................

Being an officer of the Commission duly authorised by the Commission pursuant to Section 16 of the Planning and Development Act 2005

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PART A – STATUTORY PLANNING SECTION

1. SUBJECT AREA

This Stage 1 Development Plan area comprises approximately 31.9 hectares of largely Unallocated Crown Land and forms a south-eastern extension of the current Onslow townsite. The subject area also includes small portions of road reserve, for which road closure requests have been lodged. The subject site will provide two new connections from Onslow Road and facilitate the development of a range of residential lots, including one superlot for the Chevron Operations Village.

2. RELATIONSHIP TO SHIRE OF ASHBURTON TOWN PLANNING SCHEME

The land is zoned ‘Urban Development’ in the Shire of Ashburton Town Planning Scheme No. 7 (TPS7).

Section 6.8 – Urban Development Zone, in conjunction with Part 4 – Zones, and Appendix 7 of TPS7 sets out the requirements for planning, subdivision and development within the Urban Development zone.

Section 6.8 states that the Shire may require the preparation of a development plan, before considering any proposal for subdivision or development. The subject area is zoned ‘Urban Development’ under TPS7, with the objective of the Urban Development zone being:

“This zone is intended for future urban land, encompassing residential, community, commercial or industrial uses, open space and other reserves. Development is to proceed in accordance with a Development Plan.”

Clause 6.4 of TPS7 provides that the Local Government may prepare, or require the preparation of a development plan prior to considering development or subdivision proposals within the Urban Development zone.

A Development Plan is defined under TPS7 as:

“Plans which are required to be prepared prior tot he consideration of planning ore subdivision applications which address the schematic layout of proposed development and lot boundaries in addition to various other matters as may be required by the Scheme and includes local structure plans, outline or comprehensive development plans.”

A development plan must be in accordance with Appendix 7 of TPS7 which sets out the matters to be addressed in such plans and must be advertised for public comment.

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This development plan shall have the formal title of the Onslow Townsite Expansion Stage 1 Development Plan and hereafter referred to as the ‘expansion development plan’.

The proposed development plan is depicted in Appendix A – Onslow Townsite Expansion Stage 1 Development Plan.

The objectives of the development plan are to:

• Provide a comprehensive planning tool to facilitate the orderly and proper subdivision and development of the land to meet the anticipated growth demand in Onslow;

• Create a an extension of the urban area with a range of lot sizes to encourage a diversity of housing types, including a number of grouped housing sites. Also included are two public open space areas and an interconnected, legible road network, with two new access points from Onslow Road; and

• Recognise the logistical requirement of the Chevron Operations Village and through good design, promote the integration of the village with the surrounding development.

All use, subdivision and development to be in accordance with this development plan.

This development plan shall be superseded upon adoption of the Onslow Townsite Expansion Development Plan, which applies to the entire townsite expansion area as identified in Figure 1.

3. DEVELOPMENT PLAN OBJECTIVES

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4.1 LAND USE PRECINCTS AND STANDARDSThe development plan identifies several land use precincts that are generally characterised by a predominant use, although it is intended that the development plan be treated in a flexible manner to allow other compatible uses. The proposed land use precincts subject to this development plan include

• Residential;

• The Chevron Operations Village; and

• Public Open Space precincts.

4.1.1 Residential PReCinCt

The intent of the Residential Precinct is to provide a high quality, environmentally sustainable, residential environment providing a range of living options to cater for a diverse population and sense of community.

Development within the Precinct will provide for pedestrian friendly streetscapes with passive surveillance of the public domain.

Development Standards

a) The provisions of the Residential Design Codes of Western Australia (R-Codes) shall apply to residential development i n t h i s P re c i n c t u n le ss o t h e r w i s e specified under a Local Planning Policy or Residential Design Guidelines.

b) Clause i. of the Ancillary Accommodation requirements in Clause 6.11.1 of the R-Codes does not apply wi th in the Residential precinct.

c) Development is to be in accordance with the density coding identified on the expansion development plan.

d) Sites identified as grouped housing sites as part of any subsequent subdivision appl icat ions may be developed to a maximum density of R40 and the Shire may require the preparation of a Detailed Area Plan (DAP) to be prepared prior to the development of that site.

e) All use, subdivision and development shall be in accordance with relevant development plan.

4.1.2 ChevRon oPeRations village PReCinCt

The intent of the Chevron Operations Village Precinct (the Precinct) is to provide a specific area that allows medium-density accommodation for operational workers associated with the Wheatstone Project that provides for the needs of the occupants, recognising the opportunities for integration of the Village with the surrounding residential areas. Built form within this precinct will respect and build upon Onslow’s vernacular high quality, architecturally designed, resort-style accommodation that positively contributes and adds to the vibrancy of the planned future community. The Village must ultimately be developed as a modern facility with high amenity both physically and visually to meet the needs of future residents.

Development within the Precinct will provide for pedestrian friendly streetscapes with passive surveillance of the public domain and promote integration with the surrounding community.

4. DEVELOPMENT PLAN REQUIREMENTS

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The following development standards apply to the development of land in the Chevron Operations Village Precinct:

a) Design of the precinct shall facilitate good connectivity, within the precinct and to other external recreational and community facilities.

b) The Precinct shall be structured to facilitate accommodation that allows seamless future transition and integration into the surrounding urban area.

c) The provision of high quality development reflecting a motel/resort style development with appropriate landscaping, recreation areas/ facil i t ies, quality design and materials for the benefit of the occupants and the wider Onslow community.

d) The internal movement network shall be designed to maximise connectivity and pedestrian access. This may be achieved by the use of shade trees and a footpath network that is interconnected with the surrounding residential areas.

e) The provision of services and facilities associated with development in the Precinct shall not undermine the viability of existing or proposed services and facilities within the Onslow community.

f) The external frontages of the Precinct s h a l l b e d eve lo p e d to a s ta n d a rd consistent with adjacent residential areas with regards to bulk and scale,

streetscape, setbacks and landscaping, in order to maximise integration with the surrounding townsite.

g) Any incidental non-residential land uses with the potential for external access by the wider Onslow community shall be located toward the street where services can be shared, where appropriate.

h) Any vehicular traffic movements, including deliveries, access/ egress and parking for all vehicles shall be located with access to the proposed new access road.

i) A Detailed Area Plan (DAP) for this Precinct must be approved and be adopted by the Shire, prior to the commencement of any development.

j) Any DAP approved for this Precinct shall be in accordance with the objectives of this Development Plan.

k) If any prohibited land uses are proposed within this precinct, an amendment to TPS7 would be required prior to the adoption of any DAP.

4.1.3 PubliC oPen sPaCe

The intent of the Public Open Precinct is to provide high quality, public open spaces that offer residents and visitors’ passive and active recreation opportunities whilst facilitating stormwater disposal particularly in cyclonic rainfall events.

Areas of public open space also have the dual role to protect, maintain and enhance areas of European and indigenous heritage significance.

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Development standards to be satisfied for the Public Open Space and Drainage Precinct include:

a) The size and location of public open space shall be in accordance with the Development Plan.

b) The design of public open space areas shall aim to protect and enhance European and indigenous heritage sites.

c) The design of public open space areas shall ensure appropriate provision for stormwater drainage management.

d) The landscaping of public open space areas shall be suitable for an arid climate to minimise water use.

e) Landscaping shall be designed so as to reduce maintenance costs whilst still providing areas of high aesthetic and functional amenity.

4.2 LAND USE PERMISSIBILITYLand use permissibility shall be in accordance with the following Land Use Permissibility Table.

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Precinct Land Uses

Res

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RESIDENTIAL

Aged or Dependent Persons Dwelling D D X

Caretaker’s Dwelling D D X

Grouped Dwelling P D X

Holiday Accommodation X X X

Hotel X X X

Motel X X X

Moveable Dwelling D I X

Multiple Dwelling A A X

Residential Building A D X

Rural Settlement X X X

Single House P D X

Transient Workforce Accommodation X D X

INDUSTRY

Abattoir X X X

Agriculture X X A

Arts and Crafts Centre A D X

Harbour and Marina Facilities X X X

Hire Services (Industrial) X X X

Home Business A D X

Home Occupation D D X

Industry - Extractive X D X

Industry - General X X X

Industry - Light X X X

Industry - Noxious X X X

Industry – Resource Processing X X X

Industry - Rural X X X

Industry Service X X X

Infrastructure D D D

Intensive Agriculture X X A

Research Laboratory X X X

Stockyard X X X

Storage Facility/depot/laydown area X X X

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Precinct Land Uses

Res

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COMMERCE

Aerodrome X X X

Display Home Centre D D X

Exhibition, Display and Outdoor Sales Facilities X D A

Market X X A

Motor Vehicle and/or Marine Repair X X X

Motor Vehicle and/or Marine Sales & Hire X X X

Motor Vehicle and/or Marine Service Station X A X

Motor Vehicle and/or Marine Wrecking X X X

Motor Vehicle Wash X X X

Office A D X

Outdoor Display X X A

Restaurant X D X

Shop A A X

Showroom X X X

Take-away Food outlet X D X

Warehouse X X X

HEALTH, WELFARE AND COMMUNITY SERVICES

Carpark X D X

Childcare Services A A X

Community Use A D A

Consulting Rooms A D X

Education Establishment A D X

Emergency Services X D X

Funeral Parlour X D X

Hospital X X X

Detention Centre X X X

Medical Centre X A X

Nursing Home A D X

Place of Animal Care X D X

Place of Public Meeting, Assembly or Worship A D X

Public Utility D D X

ENTERTAINMENT, RECREATION AND CULTURE

Clubrooms X X X

Equestrian Centre X X X

Entertainment Venue X X X

Private Recreation X D X

Public Recreation D D A

Reception Centre X X X

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4.3 DETAILED AREA PLANS

Where this expansion development plan identifies the requirement for a Detailed Area Plan (DAP), the DAP shall be considered in accordance with Part 5 of TPS7 and shall address the following:

a) building envelopes;

b) setbacks;

c) interfaces with public open space and drainage areas;

d) distribution of land uses within a lot (Large Residential Lifestyle lots);

e) vehicular access and parking;

f) loading and unloading areas, storage yards and rubbish collection closures;

g) the location, orientation and design of buildings and the space between buildings; and

h) such other in format ion considered relevant by the Shire of Ashburton.

Variations to the provisions of the R-Codes, other than density, can be considered as part of any DAP.

The Local Government may advertise a DAP in accordance with Clause 5.7 of TPS7. Appeal rights are available to the applicant under Clause 5.18 of TPS7.

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1. INTRODUCTION

This report has been prepared by TPG Town Planning Urban Design and Heritage (TPG) on behalf of LandCorp in support of this development plan to facilitate the subdivision and development of Crown Land immediately south of the existing Onslow townsite.

The development plan covers approximately 31.9ha of largely Unallocated Crown Land.

With the progression of planning for the Ashburton North Strategic Industrial Area (ANSIA), and with construction having already commenced on Chevron’s Wheatstone development (which forms part of Stage 1A in the ANSIA), as well as demand created from existing Onslow Salt operations and other local employers, residential lots are desperately needed.

TPG and LandCorp are currently progressing with the preparation of a development plan and scheme amendments for the expansion of Onslow, which this development plan will form part of. However, due to the tight timeframes associated with the State delivering the 9ha site to Chevron (as required under the State Agreement) for its operational workers village, as well as a range of normal residential lots, this smaller scale development plan has been prepared to allow the Shire and WAPC to consider the proposed subdivision application and expedite the delivery of land. The proposed development plan aligns with the objectives of the overall development plan and will be well integrated to ensure consistency.

Furthermore a DAP is required to be approved by the Shire prior to the development of the Chevron site, to ensure conformity with this development plan.

This development plan was designed having due regard to the objectives of a number of planning documents, including the State Planning Strategy, Onslow Townsite Strategy, draft Pilbara Planning and Infrastructure Framework and the Onslow Regional Hot Spots and Land Supply Update, and therefore is consistent with the orderly and proper planning and essential for the future growth and prosperity of Onslow and the north-west.

Based on a review of the above documents, a set of guiding principles have been developed and incorporated into the development plan, as outlined in the table below.

PART B – EXPLANATORY SECTION

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Table 1 - Sustainability Objectives

Vision Theme Objectives

Community Wellbeing To create a unique place through the incorporation of cultural, natural, social and heritage considerations into community wellbeing elements of the project plan.

To enable social relationships, build community capacity and facilitate interaction within and between communities.

To provide accessible community infrastructure.

Design Excellence To identify the opportunities and constraints of the surrounding context and the site and provide a placed based response.

To protect and enhance Onslow’s heritage.

To provide connectivity between places, permeability and legibility through a clear network and hierarchy of streets and public spaces.

To ensure the safe movement of pedestrians, cyclists and vehicles through the site

Enhance liveability and lifestyle choice opportunities.

To provide a diverse mix of uses, buildings, densities and housing types to meet local needs.

Strengthen local sense of place.

Develop a secure and safe community.

To provide high quality well designed buildings.

To provide flexible and accessible buildings and open spaces that respond to the climate and context.

Economic Health To provide infrastructure in a coordinated, cost effective and timely manner.

To provide infrastructure that has minimal environmental impact or net benefit, where appropriate (Green Infrastructure).

To facilitate local job creation and create diverse employment and learning opportunities.

To attract businesses that will generate or support long-term growth via inter-relationships, innovation, or productivity or offer complementary goods and services infrastructure.

To facilitate the diversity and expansion of Onslow’s economy, by building on the town’s human resources, skill base and environmental quality, whilst strengthening regional linkages, providing sufficient support networks, fostering innovation and rewarding enterprise.

Environmental Leadership To protect and enhance natural landform and biodiversity.

To protect and enhance natural flora and fauna.

To maintain or improve surface and groundwater quality and the predevelopment water balance of the site.

To reduce overall water use through efficiency measures and optimise the use of recycled water.

To reduce energy use and increase energy efficiency.

To increase renewable energy production and offset carbon emissions.

To encourage efficient resource use and low or non-toxic materials.

To decrease volume of waste output to landfill.

To maximise walking and cycling

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1.1 BACKGROUNDThe growing resources industry, specifically the planned development of the ANSIA and associated major hydrocarbons processing facilities, has resulted in the potential for significant population growth in Onslow. Whilst currently home to a population of approximately 700 people, recent estimates indicate an increase of up to 1,500 residents by 2016 and a further 1,800 into the future.

This presents a considerable challenge, on one hand to meet its future potential, whilst building upon and protecting the unique relaxed and inclusive community and holiday atmosphere of the Onslow Township.

Previous townsite planning has been undertaken and comprised the draft Onslow Structure Plan (2003). This Plan was reviewed in 2008, and abandoned in favour of a higher level Onslow Townsite Strategy (OTS), which was adopted by the WAPC in March 2011.

Due diligence was undertaken by LandCorp towards the end of 2010 in order to progress expansion options identified in the OTS, including infill and greenfield development possibilities.

The release of land in the short term and the deconstraining of land to address the medium to long term is paramount. This will help meet demand generated not only by the oil and gas industry, but also to accommodate local industries and the values of existing residents. Onslow represents a microcosm of many of the challenges experienced for

growth and development in our resource-rich Pilbara region. However, addressed in the early stages of the growth cycle, there is the opportunity for Onslow to demonstrate where long term land and infrastructure planning can work to mitigate the adverse impacts of short term issues. Alleviation of current land shortages and identifying critical infrastructure essential to the release of land is crucial to the successful growth and revitalisation of Onslow.

1.2 LOCATION AND CONTEXTOnslow is the key coastal town in the Shire of Ashburton, located 1,386km north of Perth on the Pilbara Coast. The existing Onslow townsite currently accommodates approximately 700 people, however this swells during the tourism months and is set to grow significantly as a result of the development of the ANSIA.

The development plan area is located to the south of the existing townsite and connected to the town via Watson Drive. There will also be a new access to the town from Onslow Road to the north of Eagle Nest Road, as well as an extension of Eagle Nest Road to intersect with Watson Drive, and continue to McGrath Avenue.

The Chevron site is expected to be well integrated into the existing townsite, and therefore the proposed size and location of that site is considered the most appropriate to achieve this. The expansion development plan includes overall objectives for the Chevron site and also identifies the need to prepare a DAP for the site prior to development, to ensure the objectives are met. The remaining area of the

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subdivision, which will create residential lots, extends eastward from the Chevron site, along Eagle Nest Road.

RefeR to figuRe 1 – loCation Plan

1.3 LEGAL DESCRIPTIONThe table below summarises the land and legal particulars subject to this development plan.

Table 2 - Legal Description

Lot No. DP No. Volume/Folio

Primary Interest Holder/Interest Holder

Pt. Lot 215 194560 LR3116/617 State of Western Australia




1.4 DEVELOPMENT PLANAn ultimate development plan and subsequent scheme amendments (amendment no. 21 and 22) are currently being finalised for the expansion of Onslow and this will ultimately guide future development and growth. The objective of the overall development plan is to provide a comprehensive masterplan to facilitate the orderly and proper subdivision and development of the land to meet the anticipated growth demand in the town of Onslow. The overall development plan associated with Scheme Amendments No. 21 & 22 may result in changes to the R-Coding of this development plan and can ultimately make this plan redundant.

The Shire has initiated the scheme amendments and TPG and LandCorp are aiming to lodge the development plan and scheme amendment package in May 2012, for referral to the Environmental Protection Authority (EPA).

The proposed Stage 1 Development Plan lies entirely within the “Urban Development” zone under the Shire of Ashburton Town Planning Scheme No. 7 (TPS7). This development plan has been prepared to ensure that any future subdivision and development is undertaken in an orderly and proper manner. Appendix A and Figure 3, shows the draft overall development plan to provide context and to show how the expansion development plan is integrated into the overall concept.

RefeR figuRe 2 – onslow townsite exPansion develoPMent Plan

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figuRe 1 – loCation Plan

BEADONBAY

BEADON POINT

ONSLOW - MT STUART ROAD

SECOND AVE

THIRD AVE

WAT

SON

DR

EAGLE NEST ROAD

This concept has been prepared for the purpose of meeting client specifi cations. The drawing does not constitute an invitation, agreement or contract (or any part thereof) of any kind whatsoever.

Although care has been taken in the compilation of this drawing by The Planning Group WA Pty Ltd, allparties associated with the proposed property development disclaim all responsibility for any errors or omissions. The right is reserved to change the plan at any time.

Liability is expressly disclaimed by The Planning Group WA Pty Ltd for any loss or damage which may besustained by any person acting on any visual impression gained from this drawing.

Level 7, 182 St Georges TerracePerth Western Australia 6000

PO Box 7375 Cloisters SquarePerth Western Australia 6850

Telephone +61 08 9289 8300Facsimile +61 08 9321 4786www.tpgwa.com.au

The Planning Group WA Pty LtdABN 36 097 273 222The Planning Group WA Pty Ltd©

LOCATION PLAN Figure 1

Onslow - Stage 1 SubdivisionCH :rengiseD:etaD

Drawn: PRScale:

Drawing No.

17th April 2012

NTS @ A4

711-010 PL1A St1 SU 1 F1-5 170412.pdf

Karratha

Onslow

Exmouth

REGIONAL CONTEXT

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figuRe 2 – onslow townsite exPansion develoPMent Plan

BACK BEACH ROAD

AVENUEAVE

BEADON

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ONSLOWAIRPORT

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BEADON

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BACK BEACH ROAD

AVENUEAVE

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ONSLOW

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ROADROADROAD

LEGEND OVERALL YIELDS

200.0529ha 100%

N/A N/A

10.3097ha 5.2%

N/A N/A

4.7324ha 2.4%

8.9553ha 4.5%

14.0914ha 7.0%

88.7320ha 44.4%

7.8083ha 3.9%

10.7086ha 5.3%

54.7152ha 27.3%

N/A

N/A

200.0529ha 100%TOTAL

STAGE 1 YIELDS

N/A N/A

31.9361ha 100%

3.6%

N/A N/A

N/A N/A

8.9553ha 28.0%

N/A N/A

13.2963ha 41.7%

N/A N/A

N/A N/A

8.5241ha 26.7%

N/A

N/A

31.9361ha 100%

1.1604ha

N/A

N/A

N/A

N/A

DEVELOPMENT PLANAREA

STAGE 1 SUBDIVISION

PUBLIC OPEN SPACE/DRAINAGE

INFILL RESIDENTIAL

SCHOOL

CHEVRON SITE

LARGE LIVE WORK LOTS

RESIDENTIAL

AREA SUBJECT TO FURTHERINVESTIGATIONUTILITIES SITE (WATER CORP)COMPATIBLE LAND USES ONLY

ROADS

BUFFER FROM TOWNWWTP

EXISTING CADASTRE

Note: That only Stage 1 Subdivision appears in full colour. The rest of the plan has been masked.

ARTERIAL/ PRIMARY

NEIGHBOURHOOD CONNECTOR

ACCESS STREET (HIGHER ORDER)

ROAD HIERARCHY

SHARED PATH NETWORK AND FOOTPATH

FOOTPATH BOTH SIDES

SHARED PATH NETWORK BY OTHERS

PEDESTRIAN AND CYCLE PATHS

PROPOSED CHEVRONSUPERLOT








DEVELOPMENT PLANFigure 2

Onslow - Stage 1 Subdivision CH:rengiseD:etaD

Drawn: PRScale:

Drawing No.

17th April 2012

NTS @ A4

711-010 PL1A St1 SU 1 F1-5 170412.pdf

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2. PLANNING FRAMEWORK

2.1 SHIRE OF ASHBURTON TOWN PLANNING SCHEME NO. 7TPS7 is the primary statutory control for land use and development within the Shire of Ashburton. The land subject of this development plan is currently zoned “Urban Development” under TPS7, and has a prescribed density coding of R12.5/30 (refer to Figure 4 - TPS7). Although the intention of draft scheme amendment No. 22 is to remove the density coding from land zoned “Urban Development” in order to allow greater flexibility in the development plan, the development plan is in accordance with the current density coding.

RefeR to figuRe 3 – tPs7 extRaCt

2.2 DEVELOPMENT PLANSCurrently, Clause 6.8.1 of TPS7 states that prior to considering any proposal for subdivision or development within the Urban Development zone, the Local Government may require the preparation of a development plan for the entire development area or parts as is considered appropriate by the Local Government. Whilst LandCorp and TPG are currently preparing an ultimate development plan to guide the expansion of Onslow, this development plan has been prepared to allow the logical and orderly delivery of land in Onslow,

Section 6.8 states that the Shire may require the preparation of a development plan, before considering any proposal for subdivision or development. The subject area is zoned ‘Urban Development’ under TPS7, with the objective of the Urban Development zone being:

“This zone is intended for future urban land, encompassing residential, community, commercial or industrial uses, open space and other reserves. Development is to proceed in accordance with a Development Plan.”

Clause 6.4 of TPS7 provides that the Local Government may prepare, or require the preparation of a development plan prior to considering development or subdivision proposals within the Urban Development zone.

A Development Plan is defined under TPS7 as:

“Plans which are required to be prepared prior tot he consideration of planning ore subdivision applications which address the schematic layout of proposed development and lot boundaries in addition to various other matters as may be required by the Scheme and includes local structure plans, outline or comprehensive development plans.”

A development plan must be in accordance with Appendix 7 of TPS7 which sets out the matters to be addressed in such plans and must be advertised for public comment.

The development plan is in accordance with the provisions of Clause 6.4, Appendix 7 and Appendix 11 of TPS7. A subdivision application for the Chevron superlot and Stage 1 area, which are both in conformity to the structure and objectives of this development plan, has been lodged concurrently with the WAPC.

15

RefeR to figuRe 3 – tPs7 extRaCt









Onslow - Stage 1 Subdivision CH :rengiseD:etaD

Drawn: PRScale:

Drawing No.

17th April 2012

NTS @ A4

711-010 PL1A St1 SU 1 F1-5 170412.pdf

PROPOSED STAGE 1 SUBDIVISION

16

figuRe 4 – ots MaP

■

ON

SLO

W R

D

SECOND AV

THIRD AV

UNNA

MED

RD

SIMPSON ST

BEADON CREEK RD

MCG

RATH

AV

CAMERON AV

HOO

LEY AV

FIRST AV

BACK BEACH RD

THIRD ST

BIDAN S T

HOPE CT

SHAN K S RD

WAT

SON DR

CLARKE PL

OT W AY CT

FIRST ST

COR

NISH WAY

HEDDITCH ST

ANKE

TELL C

T

UN

NAM

ED

RD

UN

NA

ME

D R

D

UN

NAM

ED R

D

ONSLOWTOWNSITESTRATEGY

Produced by Infrastructure Planning & Coordination Branch, Department of Planning.

Base information supplied by:Western Australian Land Information Authority, LI 430-2009-2.

Date: 15/06/2010

0 500250

metres

°Shire of Ashburton

Shire of Exmouth

Shire of Carnarvon

■

Onslow Saltoperations

Onslow Saltoperations

Wastewater treatment plant buffer to be investigated

Proposed * shopping centre* school* TAFE college* hospital(indicative location only)

New commercial/civic centre(indicative only - extent to bedetermined by detailed structureplanning)

Residential R12.5 zonePotential to modify the scheme to allowfor lots currently zoned R12.5 to have anopportunity to seek a higher density on thebasis of two dwellings per lot and higherdensity where amalgamation of lots is sought.This will be subject to an overall assessmentto be undertaken on the implications on thefloodway and development within it.

Proposed multi-purposerecreation centre

Decommission Bindi Bindiwastewater treatment plant

^

Expansion to industrial area(indicative only - extent to bedetermined by detailed structureplanning)

Legendcadastre

existing commercial and civic zone

existing industry/strategic industry zones

existing residential R12.5 zone

Onslow coastal hazard area (special control area - local planning scheme)

^proposed site for new shopping centre, primary school, hospital & TAFE facility

sealed roads

future main road

■ wastewater treatment plant

wastewater treatment plant buffer

proposed development investigation area (subject to detailed structure planning)

Proposed airportindustrial area

For land shown as urban development and landselected for a marina, comprehensive ethnographicand archaeological surveys will be undertaken inassociation with any structure planning.

The existing overhead supply line into the Townshould be place underground to ensure security of supply to the Town.

Proposed swimming pool

Hospital siteStructure planning to review the constraintsand opportunities in retaining the hospital in its current location. Any new hosital site is tobe located in close proximity to the existinghospital.

Police stationDetermine the need or otherwise to relocatethe police station and associated housingfrom the current floodprone site. If relocationis considered appropriate and supported by Western Australian Police, then structureplanning be undertaken to review thedevelopment opportunities for the site.

In preparing the structure plan, alternateaccess to Lot 381 and the Water Corp sitebe considered. In relation to Lot 381, Council would be prepared to consider amixed zoning that provided for residential use in the context of an overall tourist/residential development.









Onslow - Stage 1 SubdivisionCH :rengiseD:etaD

Drawn: PRScale:

Drawing No.

17th April 2012

NTS @ A4

711-010 PL1A St1 SU 1 F1-5 170412.pdf

proposed stage 1 subdivision

17

2.3 ONSLOW TOWNSITE STRATEGY (2011)The Onslow Townsite Strategy (OTS), which supersedes the former Draft Onslow Structure Plan (2003), sets out Council’s vision and the longer-term directions for land use and development for Onslow. The Strategy forms the basis for land use, zoning, subdivision and development, implemented through the statutory planning framework.

RefeR to figuRe 4 – ots MaP

The OTS states that due to the development of the ANSIA project, “Onslow will experience significant population growth” and therefore a “significant reorientation of Onslow’s urban structure will be required to accommodate the residential, community and civic needs of the anticipated residential population expansion.”

The OTS seeks to balance the establishment of new living areas with the need to revitalise and, where appropriate, restructure the existing residential precincts. The Strategy identifies 140 hectares of land for the potential development of new residential areas to meet demand for up to 1600 additional dwellings.

Specifically an objective under the area of ‘Economic Vitality’ is to “Allocation of land to cater for anticipated economic demand”.

The OTS indicates that the expansion of Onslow be developed as a number of residential precincts, and also sets the following objectives relevant to the expansion of Onslow:

“Development Principles

• Provide safe, convenient and attractive residential precincts that provide lifestyle choice.

• Provide a coherent system of compact walkable precincts, which cluster to form neighbourhoods.

• Adopt a site responsive approach to precinct layout design

• Incorporate a movement network that has a clear hierarchy that distinguishes between different levels of vehicle penetration to residential areas.

• Provide for a network of well-distributed parks and recreation areas to an extent suitable for Onslow’s climatic conditions.

• Respect environmental and hazard constraints, including soil erosion, flood and bushfire risk.

• Adopt best-practice approaches to urban water management.

• Respect the biodiversity values of the locality.

• Provide public utilities in a timely, cost- effective and coordinated manner.”

18

In terms of the desired future residential character of Onslow, the OTS encourages that new residential areas be developed as a nesting of residential precincts that offer a variety of housing options, characterised by a mix of detached houses and terrace/town house dwellings to meet the needs of the expanding population. The proposed new access road is to define the western edge of the new residential area, which in the case of this development plan and the associated subdivision application forms the western boundary of the Chevron site.

The precincts are to take advantage of existing site conditions to maximise connections and views to the coast and other open spaces, whilst respecting cultural sites valued by Onslow’s Indigenous community.

A well-connected movement network is to provide a variety of routes for vehicles, pedestrians and cyclists, with the subdivision design being sympathetic to existing vegetation and maximise opportunities to capture sea breezes.

This development plan and associated subdivision application has been designed having due regard to OTS and is reflective of the objectives listed above. Therefore the development plan is considered to meet the objectives of the OTS.

2.4 PILBARA PLANNING AND INFRASTRUCTURE FRAMEWORK The Pilbara Planning and Infrastructure Framework, prepared by the WAPC, sets out the strategic direction for the future development of the region over the next 25 years. The document provides a framework for public and private sector investment, as well as context for the preparation of local planning strategies and local planning schemes by local authorities.

The Framework identifies Onslow as a ‘major town’, with its future “largely dependent on the construction of processing facilities for off-shore hydrocarbons at the proposed Ashburton North Strategic Industrial Area. While a permanent workforce in Onslow is encouraged, growth will be largely dependent on the proportion of fly-in fly-out workers during the construction and operations phases. Onslow will continue to depend on Karratha for higher order community and commercial facilities.”

The document identifies a number of priorities required to support population and economic growth in the Pilbara region. Those priorities specific to Onslow include:

• Identify new water source − Cane River borefields, Birdrong aquifer or an alternative − to service Onslow.

• Expand power generation at Onslow.

• Expansion of Onslow Primary School to a District High School.

• Provision of a swimming pool in Onslow.

19

• Investigate upgrading Onslow Airport to service Ashburton North Strategic Industrial Area.

The Framework includes a growth plan for Onslow that identifies future residential expansion areas, which the subject sites form part of. The proposed development plan and subdivision are the first steps in ensuring that the objectives of the Pilbara Planning and Infrastructure Framework are met.

2.5 PILBARA FRAMEWORK REGIONAL PROFILE (2009)The Pilbara Framework Regional Profile has been published by the WAPC and provides the Pilbara with a settlement-focused development structure to provide guidance for infrastructure investment and context for local government to prepare strategic direction documents and scheme amendments.

The most notable point of the Profile is that it highlights the pressure for land in Onslow, driven by the burgeoning local resources industries.

2.6 ONSLOW REGIONAL HOTSPOTS AND LAND SUPPLY UPDATE (2011)The Onslow Regional Hot Spots Land Supply Update is part of a series of publications prepared by the Department of Planning for the WAPC to assess the future land supply in regional centres in Western Australia. The planning and infrastructure coordination needed to meet future demand of these centres is also outlined.

One of the key points of the report states that there is sufficient zoned land to meet past growth demand trends, however the recent decision by Chevron to develop their Wheatstone LNG processing plant at the ANSIA triggers the need for additional land to be rezoned, approved for subdivision and developed, which this development plan will facilitate.

20

3. DEVELOPMENT PLAN

3.1 SITE CONTEXTThe Development Plan area comprises approximately 31.9ha of mostly Unallocated Crown Land (UCL) situated to the south of the existing Onslow town site, which is located approximately 1400km north of Perth. The Ashburton North Strategic Industrial Area (ANSIA) is located approximately 11km to the south-west.

The development plan area is bounded by Watson Drive in the north, Eagle Nest Road to the south, Onslow Road to the east and the Chevron superlot to the west.

3.1.1 existing Roads

There are currently three existing roads which intersect the proposed development plan area. Onslow Road forms the eastern boundary to the subject site and is to remain unchanged. Eagle Nest Road lies to the south of the subject site and is proposed to be extended to intersect with Watson Drive in the north. Watson Drive currently forms the north-western boundary of the development plan area, and is proposed to be extended as part of the Stage 1 subdivision.

3.1.2 suRRounding land uses and featuRes

The area subject to this development plan forms a south-easterly extension of the existing Onslow townsite. The existing townsite accommodates a range of residential densities from R12.5 to R12.5/30. The existing townsite also contains a hospital, school and a range of community and recreational facilities.

Onslow is bounded to the west by the Onslow Salt tenement and to the east by the Onslow Airport, Port landholdings and existing light inustrial area (LIA). There are also a number of rural landholdings to the south of the development plan area.

3.2 CONSULTATION The consultation process to prepare this development plan began before LandCorp became involved in the project with the preparation of the Onslow Townsite Strategy. The OTS has formed the basis for the expansion area and objectives of the project. The consultation for the OTS was undertaken in 1999 and 2000 as part of the preparation of the Onslow Structure Plan.

The draft Onslow Structure Plan was prepared in 2003, following extensive community consultation. This plan was reviewed in 2008 and abandoned in favour of the higher level Onslow Townsite Strategy (OTS). Due diligence was then undertaken by LandCorp, involving consultation with key stakeholders and the community, to explore possible expansion options; both infill and greenfield.

In July 2011, a five-day public and stakeholder consultation ‘charette’ was undertaken. This process produced, among other information, a Vision Plan for the expansion of the town (refer to figure 5).

As part of preparing the Due Diligence report a number of planning projects were highlighted that were either being considered or underway.

21

These projects were being driven by Shire or other agencies and included:

• Foreshore Planning;

• Town Centre and Main Street Plan;

• Residential Development and Subdivision Plans;

• A new Light Industrial Subdivision at the Airport; and

• Opportunities to expand and reconfigure the Beadon Bay Creek port and include new land uses.

Accordingly, in early 2011 the Shire and LandCorp agreed to enter an MOU to ensure all planning activities associated with the townsite of Onslow were considered holistically and could help to guide other agencies and the private sector.

A Vision plan (or Expansion Plan) was also drafted and has formed the basis for moving forward with key projects in Onslow (refer to figure 5). A portion of the Vision Plan has been adapted to create this Development Plan.

Since this time discussions with key stakeholders such as the Shire of Ashburton, the Department of Planning, the Department of State Development and service providers have been ongoing and will continue as the Planning progresses.

We believe the Development Plan has to date been through a rigorous consultation process. From the lodgment stage we anticipate that the Development Plan will follow the normal

statutory referral and advertising period of 21 days in accordance with TPS7.

22

figuRe 5 - vision Plan

Marina

Jetty

Civic Square and Commercial / Tourism Redevelopment Area

ChevronVillage

Potential Light IndustrialExpansion Area

School

FutureSchool

ExpansionAdditionalAged Care

Private Sector Development

Airport Expansion& Light Industrial Area

SportsPrecinct

ChevronExpansion

Area

Subject toDetailed Design

PotentialNew School

Site

HospitalHospital


RURAL LIVING LOTS

LEGENDDEVELOPMENT PLAN AREA

INFILL RESIDENTIAL

RESIDENTIAL

UTILITIES SITE (WATER CORP)COMPATIBLE LAND USES ONLY

ONSLOW EXPANSION PLAN: THE bUILDINg bLOCKS FOR A vIbRANT, SUSTAINAbLE AND PROSPEROUS FUTURE

Potential Tourism Upgrade &

Redevelopment

Current Commercial / Civic Zone

(Potential private & public sector redevelopment opportunities)

Ashburton ResortExpansion

Existing Aged Care Facilities

New Entry Road (alignment subject to further investigation)

Short-MediumTerm Residential

Expansion

Medium-LongerTerm Residential

Private SectorDevelopmentOpportunity

WWTP plant buffer:Subject to further

investigation

Beadon Creek MaritimeFacility

Vision Map Only - projects shown are subject to funding and/or further investigations including heritage and native title

1213

610

1514

16

9

8

7

4

3

21

11

5

17

18

23

3.3 ENVIRONMENTAL CONSIDERATIONS

3.3.1 toPogRaPhy

The Onslow townsite’s ground levels range between approximately 5m AHD and 21m AHD and are associated with the longitudinal coastal and fringing dunes, some of which allow for views across the existing townsite. Similarly, areas of low relief are associated with the supratidal flats, claypans, tidal creeks, intertidal flats and mangroves, which are generally below 5m AHD.

The Onslow townsite and surrounds is a gently inclined, deeply shaded red-brown sand plan with a sparse scattering of low, elongated linear dunes running in an approximate north-east and northerly direction, supporting soft spinifex and grasslands. Defining the western edge of the coastal plain are a series of low, domed dunes that line the shores which have north-east and north-west facing aspects.

Higher dunes form occasional hills throughout the townsite, some with commanding views, including the primary dunal ridge in the Beadon Point vicinity and the area that houses the town’s existing lighthouse and communication towers.

3.3.2 floRa ,vegetation and fauna

An environmental analysis of the subject site was undertaken to determine the potential impact on the environment, resulting from future development. In regards to flora and vegetation, no species listed under the Environment Protection and Biodiversity Conservation Act 1999, gazetted as Declared Rare Flora under the Wildlife Conservation Act 1950, or listed as Priority Flora by the Department of Environment and Conservation (DEC) were recorded within the subject area.

A total of 44 conservation significant fauna were identified as having the potential to inhabit the study area, including a large number of migrant shorebirds (20 species) and migratory terns (four species), however these are likely to be found within the beach habitat.

The flora, vegetation and fauna identified within the development plan area are therefore not considered to form any statutory constraint to development.

3.3.3 aCid sulfate soils/ContaMination

Previous environmental studies undertaken have identified that Acid Sulfate Soils were not considered to form a constraint to development. This was also confirmed by the ASS risk mapping (Landgate 2010) shows that the study area predominantly falls within the category of “no known ASS disturbance risk (<3m from surface)”. There are also a number of potentially contaminated sites throughout Onslow, with the most relevant to the development plan being the existing tip site. LandCorp is currently

24

working with the Department of Indigenous Affairs to obtain consent to disturb the ground in order to facilitate the required geotechnical investigations. These are expected to be submitted with the overall Onslow Townsite Expansion Development Plan.

3.3.4 CliMate

The study area is located in the Carnarvon region of Western Australia. The Carnarvon region has an arid tropical climate with two distinct seasons; a hot summer from October to April and a mild winter from May to September. In summer, maximum daytime temperatures consistently exceed 35°C, whilst in winter, temperatures range between to 12 - 20°C.

Rainfall in this region is often sporadic throughout the year (in summer and winter). The Onslow area has an average annual rainfall of 276mm with the majority of rainfall occurring during the summer months. Summer rainfall is typically associated with tropical storms in the north, or tropical cyclones that cross the coast and move inland. Cyclones are a common occurrence in Onslow between November and April, which creates the potential threat of storm surge as a result.

3.3.5 noise

As part of LandCorp’s ongoing work to deliver land in Onslow, Amendment No. 19 (which relates to various infill lots) was referred to the Environmental Protection Authority (EPA) for assessment. As part of its assessment of

Amendment No. 19 to TPS7, the EPA advised the following in regards to potential noise impacts on the townsite from Onslow Salt:

• “Notification to be placed on the certificate of title of each new subdivided lot wholly or partly within 500m of Onslow Solar Salt operation to alert prospective purchasers to the potential noise impacts; and

• The facades of buildings fronting or perpendicular to the Onslow Solar Salt operation incorporate architectural treatments to minimise noise impacts.”

Therefore it is considered that any issues relating to noise can be appropriately managed at subdivision and development application stage through notifications on titles and acoustic design measures, as recommended by the EPA.

3.4 EUROPEAN HERITAGE A desktop search of the Shire of Ashburton’s Municipal Inventory and the State Heritage Office databases has revealed that the subject site has no known European heritage listings or constraints.

Whilst not specifically registered LandCorp is aiming to strengthen local sites of significance including retention of the old light tower in its current location.

25

3.5 ABORIGINAL HERITAGE Initial communications with the traditional owners, the Thalanyji People have been undertaken and their continued involvement in the successful expansion of town and long term involvement is critical in the planning of Onslow’s future.

A desktop search of the Department of Indigenous Affairs Aboriginal Heritage Enquiry System has been undertaken and has identified the following Registered Aboriginal Sites within Onslow:

Table 3 – Aboriginal Site Register

Site ID Status Access Restriction Site Name Site Type Additional Information

Site No.

6617 Permanent Register

Closed No Restriction

Burubarladji Mythological - P06362



Dew Talu Ceremonial Water Source P06363



Jinta 2. - Water Source P06365


Open No Restriction

Onslow 1 Artefacts/ Scatter, Midden/ Scatter

- P03563

24401 Lodged Open No Restriction

Os06-01 Artefacts/ Scatter, Midden/ Scatter

Archaeological Deposit, Shell

-

It should be noted that whilst there are five registered sites within Onslow, guidance from the Department of Indigenous Affairs (DIA) has confirmed only one of the sites falls withing the Development Plan area (8920).

26

The area affected by this site is to the north of Simpson Street and is considered as an area to be further investigated in the longer term. The proposed development plan area is only impacted by a past Aboriginal Heritage Survey, and none of the sites identified above are situated within the development plan area.

If any proposed ground disturbance will affect an Aboriginal site protected by the Aboriginal Heritage Act, a Section 18 Application to disturb the site under the Aboriginal Heritage Act will be obtained prior to commencing works.

3.6 PUBLIC OPEN SPACE AND RELATIONSHIP TO NATURAL ENVIRONMENT Three areas of public open space (POS) have been identified in the development plan; two within the residential area, which are between approximately 2,500m2 and 3,000m2 in area, as well as a portion located to the south of the Chevron site, which is approximately 6,900m2. The two pockets of POS within the residential area are intended to be used as passive open spaces to cater for the adjoining residents. The portion of POS south of the Chevron site also has the function of assisting in the drainage of the immediate area, as well as establishing the first link in an ecological corridor that will run east-west through the centre of the overall development plan area.

Whilst the POS proposed as part of this development plan only accounts for 3.6% of the development plan area, the total open space associated with the ultimate development plan

for the townsite expansion is 5.5%. Therefore the POS should be considered in the context of the overall development plan. This will minimise the maintenance costs for the Shire, whilst ensuring that adequate open spaces are provided within short walking distance of each of the dwellings.

A multiple use/drainage corridor park is proposed within the development plan area. This corridor will form part of larger corridor system that dissects the future expansion area from west to east connecting the existing natural bushland surrounding the Onslow Salt Operations to the tidal flats of Beadon Creek. If possible, existing vegetation will be retained within these corridors to assist in creating strong flora and fauna linkages from the east to the west, with the connection to existing ecosystems.

Final tree species are yet to be selected however it is anticipated that primarily native species will be selected for residential streets. The planting of vegetation is expected to commence upon completion of civil engineering works, prior to the construction of homes. The landscape design will incorporate recreation and environmental requirements, whilst focusing on maintenance minimisation principles and techniques to ensure the long term viability and sustainability of these open spaces.

27

P O S 1L A N D S C A P E C O N C E P T M A S T E R P L A N SCALE 1:400 @ A4

FORMED CONCRETE / GABION FEATURE WALLS.

FEATURE KARRATHA STONE PAVING.

FEATURE SHELTER.

FEATURE KARRATHA STONE CLADDED STAIRS TO FEATURE SHADE STRUCTURE.

FEATURE NODAL AREAS TO ROAD. POTENTIAL SITES FOR PUBLIC ART STRUCTURES.

FORMED CONCRETE / GABION FEATURE SEATING WALLS.

2.1m WIDE CONCRETE FOOTPATH TO CONNECT GROUP HOUSING.

GROUP HOUSING

GROUP HOUSING

2.1m WIDE CONCRETE FOOTPATH.2.1m WIDE CONCRETE FOOTPATH.

ALL-AGE PLAYSPACE WITH WHITE QUARTZ SAND AND SHADE SAILS.

CHARCOAL COLOURED CONCRETE TO FEATURE NODAL SPACES.

PLANTER BOX WITH FEATURE TREES TO CREATE A “GATEWAY” TO PLAYSPACE.

ROAD 8

ROAD 5

ROAD 5

ROLL ON TURF.

ROLL ON TURF.

north

P O S 2L A N D S C A P E C O N C E P T M A S T E R P L A N SCALE 1:400 @ A4


FEATURE SHELTER.

FEATURE KARRATHA STONE CLADDED STAIRS TO FEATURE SHADE STRUCTURE.

FORMED CONCRETE / GABION FEATURE SEATING WALLS.

2.1m WIDE CONCRETE FOOTPATH TO CONNECT GROUP HOUSING.

AFL GOAL POSTS.

2.1m WIDE CONCRETE FOOTPATH.

ALL-AGE PLAYSPACE WITH WHITE QUARTZ SAND AND SHADE SAILS.

PLANTER BOX WITH FEATURE TREES TO PROVIDE ADDITIONAL SHADE TO PLAYSPACE.

ROAD 11

ROLL ON TURF.

ROLL ON TURF.

north

PUBLIC ART TO ROAD AXIS.

ROAD 12

ROAD

13

GROUP HOUSING

figuRe 6 - Pos ConCePts (souRCe: eMeRge assoCiates)

28

D R A I N A G E C O R R I D O RL A N D S C A P E C O N C E P T M A S T E R P L A N

FEATURE SHELTER.

FEATURE GATEHOUSE.

2.1m WIDE CONCRETE PATH CONNECTION TO CHEVRON SITE.

NATIVE SCREEN PLANTING TO CHEVRON SITE.

ROLL ON TURF.

ROLL ON TURF.

SECTION A

CULVERTS TO DIRECT WATER UNDER ROAD.



TIMBER BOARDWALK.

FORMED CONCRETE / GABION ‘V’ NOTCH WEIRS.

GABION WALL.

CHARCOAL COLOURED CONCRETE TO FEATURE NODAL SPACES WITH BENCHES FOR SEATING.

PLANTING WITH NATIVE SPECIES.

ROCK PITCHING AND PLANTING TO DRAINAGE SWALE.


GABION SEATING WALL.

CHEVRON SITE.

SCALE 1:500 @ A4

north

FEATURE SHELTER.

2.1m WIDE CONCRETE PATH CONNECTION TO CHEVRON SITE.

CHEVRON SITE.

SECTION B

ROLL ON TURF.

ROLL ON TURF.

ROLL ON TURF.

CULVERTS TO DIRECT WATER UNDER ROAD.

ROLL ON TURF.


FORMED CONCRETE / GABION ‘V’ NOTCH WEIRS.

GABION WALL.

CHARCOAL COLOURED CONCRETE TO FEATURE NODAL SPACES WITH BENCHES FOR SEATING.

PLANTING WITH NATIVE SPECIES.

ROCK PITCHING AND PLANTING TO DRAINAGE SWALE.


figuRe 7 - Pos/ dRainage ConCePt (souRCe: eMeRge assoCiates)

29

Given the ongoing water supply challenges within Onslow, the development plan aims to minimise the establishment of new landscape areas and create dedicated links to the towns existing multi-sport and recreation areas (currently the subject of significant investment). POS and streetscapes in the development plan area will aim to maximise water efficiency being irrigated with one potential option being the use of greywater. The details of the greywater system are currently being worked through and are subject to negotiations and approvals from the Shire of Ashburton, Water Corporation, Department of Health and other interested agencies. Irrigation systems should also include either a soil moisture or evapo-transpiration sensor to help prevent unnecessary irrigation in the event of mild weather or rain event.

3.7 MOVEMENT NETWORKThe following table outlines the general design characteristics for each of the road classifications applicable to this subdivision, as per Liveable Neighbourhoods.

Table 4 – Road Hierarchy and General Design

Indicative Daily Traffic Flow

Classification Design Characteristics

<1,000 Access Street Narrower access streets (5.5 – 6m) may be appropriate in locations further away from centres and activity where traffic flows are less than 1,000vpd and a low on-street parking demand exists.

1,000 – 3,000vpd Higher Order Access Street

Wider access streets (7 – 7.5m) cater for higher traffic volumes and are located closer to neighbourhood centres.

3,000 – 7,000vpd Neighbourhood Connector

Generally 2-lane undivided. These are ‘special’ streets and their design needs to have regard to context, function and adjacent land uses.

30

Figure 10 Onslow - Road Hierarchy (road network indicative)

The following section provides guidance on the suggested hierarchy with regard to the

minimum recommended road reserves and cross-sections. The philosophy of providing

constrained streets is to encourage a slower speed environment. However, wider reservation

widths may be used to suit the character of the development and increase the opportunity for

landscaping and frontage activity.

Neighbourhood Connectors

Liveable Neighbourhoods provides the following comment on neighbourhood connectors:

Key

Arterial / Primary Street

Neighbourhood Connector

Access Street (higher order)

Access Street (<1,00vpd)

Industrial Street

figuRe 8 - onslow Road hieRaRChy Plan (souRCe: Riley Consulting)

31

Onslow Town Expansion

Page 25 of 27

Traffic and Transportation Consultants

Figure 16 Recommended Pedestrian and Cycle Paths

Key

Shared Path Network and Footpath

Footpath both sides

Shared Path Network by others

figuRe 9 - PedestRian/ CyCle netwoRk (souRCe: Riley Consulting)

32

3.7.1 PRoPosed Road layout

The proposed development plan area currently has access via McGrath Avenue and Watson Drive to the north, and Eagle Nest Road to the east. McGrath Avenue is proposed to be extended to meet Eagle Nest Road. From here, the road reserve becomes wider to establish a boulevard, in order to meet the drainage requirements as outlined in section 4.4 of this report. From this point, the road reserve will widen to 35m until it intersects with Onslow Road.

Traffic management measures have been addressed as part of the subdivision application, which has been submitted to the WAPC concurrently with this application. The proposed road hierarchy and pedestrian network is shown in Figures 8 and 9.

Given that the Chevron site will effectively cut off the current access to the tip site, alternative access has been provided for around the western end of the Chevron site, in alignment with the proposed new access road. This alternative access route is to be constructed to the same standard as the current tip access road to allow the tip to remain in operation, until it is relocated. This arrangement is to be detailed through the superlot subdivision application to create the Chevron site, which has been lodged with the WAPC concurrently with this development plan.

3.7.2 walkability and ConneCtivity

The development plan indicates shared paths along the main arterial roads in order to provide safe separation between pedestrians/cyclists and vehicles travelling along these roads. This also allows three major cycle connections; along Onslow Road, the new access road and along the central road through the development plan area, connecting the existing townsite to the expansion area.

Outside of these main arterial roads, where the traffic volumes are significantly less, cyclists are able to safely use the road network. The development plan also identifies a number of roads where footpaths are to be installed on both sides of the road to maximise connectivity and walkability. Within the Stage 1 area specifically, a footpath on both sides is to be installed on the main east-west road connecting Onslow Road to the Chevron site and surrounding expansion area.

In terms of pedestrian and cycle movement throughout Onslow, dual use path’s are proposed to be constructed as per Figure 9, as these will achieve the greatest connectivity to the surrounding areas. Key pedestrian linkages are to be designed and treated using shading and other mechanisms to maximise non-vehicle transport. Pedestrian paths will also be provided along one side of each of the lower order access streets.

The overall street network has been designed to provide short links and block lengths to encourage walkability by establishing shorter distances to parks and community facilities (refer to Figure 10).

33

3.8 ENGINEERING/INFRASTRUCTURE Wood and Greive Engineers (WGE) was commissioned by LandCorp to undertake an analysis of the current service infrastructure in Onslow and determine the future needs based on the development plan (refer to Appendix B). Their work has assisted the Department of State Development (DSD) in the wider resolution of townsite infrastructure issues.

3.8.1 wateR suPPly

The Onslow Water Supply Scheme is currently operating close to full capacity. While meeting all current service obligations, the Water Corporation at this stage can not guarantee the availability of water services for additional connections. Initially, additional bores, a booster pump station and upgrading of the transfer pipeline is proposed to increase the capacity by approximately 60% by servicing an additional 200 services (460 people) up from the current 370 services with such works expecting to be completed by September 2013.

However, Water Corporation will also likely require a new tank and booster pump station to be commissioned prior to providing all or a portion of the additional 200 services which is programmed for completion by mid 2014. An alternative source will need to be investigated to ultimately service the expected growth. The current State Development Agreement with Chevron is understood to make provision for a desalination plant to be located at the ANSIA. The plant will initially have a capacity of 2ML/

day to cater for a population increase to 2016 with the flexibility of a further upgrade to 4ML/day to support growth the 2022, and is expected to be operational by October 2014.

3.8.2 waste wateR/effluent disPosal

Water Corporation manages the wastewater system which currently serves Onslow. There is capacity to support nominal population growth, however, current flow forecasts indicate that the current treatment capacity will be exceeded in 2013, and the disposal capacity exceeded in 2016. The Water Corporation indicates that an expansion to the pond system will be required, which will need to be operational by 2016. Two additional infiltration basins are also required and will need to be operational by 2013, with a further basin required by 2016. Further expansion of the pond system and infiltration basins will be required by 2022 should anticipated population growth be realised. Consideration needs to be given to the possibility of additional land requirements and extension of odour buffers when planning for expansion and/or relocation of wastewater treatment facilities.

Alternative treatment methods and a relocation of the Waste Water Treatment Plant (WWTP) have been considered to minimise or eliminate the impact of the WWTP buffer on the extent of residential development. The area affected by the proposed buffer does not form part of this development plan, but been indicated as land subject to further investigation on the Onslow Townsite Expansion Development Plan, to allow the necessary studies to be undertaken.

34

figuRe 10 - walkable CatCheMent


200.0529ha 100%

N/A N/A

10.3097ha 5.2%

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8.9553ha 4.5%

14.0914ha 7.0%

88.7320ha 44.4%

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54.7152ha 27.3%

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Onslow - Stage 1 Subdivision CH :rengiseD:etaD

Drawn: PRScale:

Drawing No.

17th April 2012

NTS @ A4

711-010 PL1A St1 SU 1 F1-5 170412.pdf

400m / 5min walkable catchment from Public Open Space

400m / 5min walkable catchment from Public Open Space

35

A concept plan provided by the Water Corporation illustrates the rationalisation of a number of proposed pump stations to service the development area by considering the proposed bulk earthworks over the site (refer to Figure 7 in Appendix B).

The Bindi Bindi Community along Second Avenue is serviced by its own effluent treatment ponds, which are separate to the main town wastewater treatment facility operated by the Water Corporation. Lead by the Department of State Development (DSD), and through collaboration with the Department of Housing (as the landowner) and Water Corporation, the Bindi Bindi WWTP will be decommissioned and connected to the Water Corporation facility. This work is currently being progressed to ensure the initial land release can proceed. Decommissioning of the Bindi Bindi WWTP and connection to the towns facilities will include approximately 500m of sewer line along Second Avenue to provide a gravity relief for the facility.

3.8.3 eaRthwoRks and dRainage

A relatively aggressive earthworks strategy is proposed with the aim of achieving a balance of cut to fill over the site and to minimise trapped low points within the development plan area. It is assumed that building levels will be set to provide 0.5m freeboard to 1 in 100 year flood levels without a defined overland flood path (0.3m if a defined flood path is provided) and 0.5m freeboard to 1 in 100 year return period cyclonic storm surge allowing for climate change.

Significant earthworks over the development plan area are proposed to ‘grade out’ localised low points within the dunal system and to provide adequate falls toward flood relief areas. The eastern half of the development plan area is proposed to flood route to existing Beadon Creek via a defined low point along Onslow Road and associated downstream swale to the flood plain. The western half of the catchment is proposed to discharge and be attenuated within natural depressions immediately west of the development area. These depressions are suitably elevated to promote infiltration and are adequately vegetated to minimise scouring. These depressions will be designed to attenuate flows with a controlled discharge being provided toward the natural low lying area between Onslow Salt and the ocean, which ultimately discharges to the ocean via Four Mile Creek.

Consistent with the requirements of the Department of Water and with consideration of downstream receiving environments, consideration will also be given to detaining stormwater associated with the 1 in 1 year ARI events within suitably elevated areas to promote on-site infiltration where appropriate.

The drainage strategy will incorporate pit and pipe network within the upper catchments and traditional swale drain conveyance once piped conveyance becomes unfeasible. The pit and pipe system is intended to cater for the 1 in 1 year ARI events whilst culvert crossings under roads will be designed to cater for 1 in 5 year ARI events. 1 in 100 year ARI events will be accommodated via flood routing within road reserves.

36

3.8.4 PoweR suPPly

The initial upgrade to the town’s power supply is proposed to include the construction of a new 9 MW station within the ANSIA to support growth to 2016 and expandable to suit growth thereafter. The initial upgrade will also require a new gas lateral, new transmission lines to the townsite and a new zone substation within the existing Water Corporation site. The new power plant is expected to be operational by October 2014.

The State Government also announced in January 2010 that it has committed the funds required to complete the $130 million Pilbara Underground Power Project, funded through the Royalties for Regions program. The project, managed by Horizon Power will see the overhead lines replaced with underground cables in the towns of Karratha, South Hedland, Onslow and Roebourne. The Onslow and Roebourne undergrounding projects are both scheduled to commence in 2012, with the entire project expected to be completed by the end of 2012.

3.8.5 teleCoMMuniCations

Telstra is the telecommunications owner and service provider for all communication services at Onslow. The current configuration to each dwelling is copper network with fibre backbone as per information obtained from Dial-Before-You-Dig. Telstra has also provided Next-G and GSM mobile coverage at Onslow.

An application will also be made to NBN Co. to determine whether the development area is within the National Broadband Network Fibre Footprint, and is eligible for provision of communications through NBN co, via the development plan application process.

3.8.6 gas suPPly

There is no gas infrastructure within the vicinity capable of supporting domestic services.

37

3.9 PLANNING AND DESIGN

3.9.1 develoPMent Plan design Rationale

The design of the Development Plan is based around the provision of an interconnected street grid network that provides good permeability and connections with the existing urban fabric, whilst facilitating opportunities for climate responsive development. The design of the development plan responds to the objectives outlined in the strategic planning and sustainability framework and also responds to the topography of the site. Consultation with key stakeholders has also been undertaken and has informed the design of the development plan.

Fewer public open spaces (POS) have been proposed to reduce maintenance burdens on the Shire, however these areas are to be designed to maximise community activity and use through quality design. Public open spaces are addressed by adjoining grouped housing sites, which will be required to be oriented towards the POS to maximise passive surveillance. These grouped housing sites will also provide greater flexibility in terms of the resultant built form.

RefeR to aPPendix a – onslow townsite exPansion stage 1 develoPMent Plan

3.9.2 ChevRon oPeRations village

The intention of the Chevron Operations Village site is to provide a specific area that allows accommodation for operational workers that is integrated with the surrounding residential area. This precinct will complement the surrounding built form and create a seamless transition into surrounding Precincts.

Development within the Precinct will provide for pedestrian friendly streetscapes with passive surveillance of the public domain. It is likely that Chevron’s operational village, which is expected to ultimately accommodate approximately 300 employees initially with opportunity for future expansion. Although these facilities are to be located within Chevron’s site, it is expected that the commercial activities will be located such that they will be accessible to the wider Onslow community, if required.

38

3.9.3 lot layout and housing tyPologies

Based on a R-Code density of R25, the development plan generally aims to orientate the street network north-south to maximise climate responsive design, so as to provide sufficient areas between buildings to allow breezes to flow through the precinct. The proposed lot orientation will also facilitate flexible dwelling layouts that capture available breezes and direct them through habitable areas and in turn, minimise heat gain by presenting the short ends of houses to the east and west to reduce sun exposure and heat load on walls and glazing. The above illustrations demonstrate the types of housing which could be achieved throughout the development plan area, based on the block sizes and shapes.

Generally each street block is provided with a minimum depth of 60-65 metres to provide a minimum lot depth of 30- 32.5 metres. The development plan aims to allow for a variety of lot sizes in order to provide diverse residential lot types and sizes to cater for a range of household types and lifestyles. This is reflected in the subdivision application. The following table identifies the lot configurations and breakdown envisaged as part of the subdivision application.

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Table 5 - Stage 1 Lot Breakdown

STAGE 1 LOT BREAKDOWN

Lot Configuration Number in Stage 1

300 - 449m2 33

450 – 609m2 75

610m2 84

611 – 850m2 22

Grouped Housing Sites 9

Public Open Space 2

TOTAL 225 (100%)

Whilst the subdivision proposed for the development plan area will facilitate the development of 223 residential lots (exclusive of the two POS reserves), the number of dwellings that are constructed is expected to be quite higher.

A number of grouped housing sites have been identified on the development plan, which mainly adjoin areas of POS. These sites have been identified to encourage passive surveillance and interaction with the pocket parks and a DAP is required to be prepared for these sites, prior to development.

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4. PLANNING MERIT

4.1 ORDERLY AND PROPER PLANNINGThe proposed development plan is consistent with the orderly and proper planning and is aligned with the objectives of guiding strategic planning documents, namely the Onslow Townsite Strategy, the draft Pilbara Planning and Infrastructure Framework and the Shire of Ashburton Town Planning Scheme No. 7.

An orderly and proper planning process dictates that a development plan is to be adopted and prior to subdivision. Given the demand and importance of the development for the Shire and the State, and the considerable strategic framework adopted for the site, a development plan and subdivision application have been lodged concurrently to expedite land delivery.

This will assist in alleviating the critical shortage in housing and accommodation and expedite the objectives of all of the strategic documents to provide much needed housing stock and improve local amenities and services.

Given the extensive strategic framework that exists, which identifies the importance of developing the site in a timely manner in the form proposed, it is considered that approval of the development plan is consistent with the orderly and proper planning for the locality.

4.2 SITE SUITABILITY The subject site has been identified as being the most suitable for subdivision in the short term, as it is a logical extension of the existing townsite and is the simplest, least constrained portion of land to construct servicing infrastructure required to service the lots. The area also comprises one of the main flow paths for surface water drainage and therefore it would seem logical to construct the drainage system as part of the initial subdivision works to cater for future land releases.

4.3 STAGING AND TIMING A staged approach to the development of the entire Stage 1 is proposed, with the stages of construction largely being led by the ability to service each of the lots. Due to the urgency surrounding the delivery of land in Onslow, development of the Chevron superlot and the Stage 1 area is expected to commence by the end of 2012. This is currently the priority for the State and LandCorp. The development of the stage 1 area shall commence around the Chevron site, as well as a number of lots along Eagle Nest Road. Future stages are then to be developed in an easterly direction, based on demand and uptake of early land releases, as well as future funding.

41

4.4 APPLICATION FOR SUBDIVISIONIt is anticipated that subdivision identified in the expansion development plan will be split into two separate stages, which will be progressed concurrently. One application involves the creation of a 9ha superlot to accommodate Chevron’s operational village. The second application will create approximately 225 residential lots east of the Chevron site, incorporating a range of lot sizes and types, as well as areas of public open space. Approximately 50 of these lots are required by Chevron, to meet the required 100 lots a part of the Wheatstone SDA, however it is consider that the remaining 175 lots will be sufficient to meet demand in the short term, until further land is released. The remaining lots are to be privately sold in order to meet the demand placed on Onslow by the various major projects in and around the town.

4.5 DESIGN GUIDELINESTo assist in creating a sustainable, visually interesting and attractive place, design guidelines will be prepared at a future date to control the detailed design of built form within the overall development plan area.

It is envisaged that design guidelines will build upon the planning and urban design principles identified in this report and incorporate the use of climate responsive design principles and architectural design elements that are culturally and locally relevant so as to ensure new development exhibits a unique local style or Onslow vernacular.

Further to this work, LandCorp are now seeking to prepare a whole-of-town guideline document that will guide future infill and greenfield development within the Onslow townsite in a site responsive manner.

Specifically the guidelines will identify broad principles and requirements in relation to the identification of building zones within the town site based on varying levels of storm surge risk (as per the findings of the MPRA document), as well as principles relating to built form, the arrangement of residential and non-residential land uses, and a range of other matters such as landscaping and public servicing infrastructure.

It is noted that there are several documents and project work that has been prepared or is currently underway relating to the planning and design of the built form and public realm within Onslow and which will need to be considered in the context of the design guidelines. These include:

• Sustainability guidelines currently being prepared by Josh Bryne and Associates;

• ‘ O n s l o w n d e r ’ i n d i c a t i v e h o u s i n g typologies developed by TPG/Deike Richares Architects’

• Pilbara Vernacular Handbook (including the Onslow supplement) prepared by CODA (September 2011); and

• The Shire of Ashburton’s draft Interim Town Centre Design Guidelines Local Planning Policy.

42

Additionally it is noted that the Western Australian Planning Commission has set out its requirements with regards to planning and development within coastal areas throughout Western Australia through Statement of Planning Policy (SPP) No. 2.6 Coastal Planning Policy. Specifically SPP 2.6 outlines amongst other matters requirements in relation to the setback of new buildings and foreshore infrastructure in coastal areas so as to avoid risk of damage from coastal processes including severe storm events, sea level change, and shoreline movement.

Accordingly preparation of the guidelines will need to be cognisant of these State and local planning documents and planning studies as to ensure they build on and incorporate any relevant recommendation and/or requirement as they may apply.

Unity in landscape and urban design elements will be utilised to bolster the creation of an effective sense of place and connectivity. The design guidelines are to be prepared by LandCorp and are to form part of the Shire’s Policy Manual, to be enforced accordingly to ensure that the initiatives and objectives outlined in the development plan can be realised.

43

5. CONCLUSION

This Development Plan has been prepared in order to facilitate the orderly future expansion of the town of Onslow to cater for the anticipated growth in the town associated primarily with the construction and operation of facilities at the ANSIA.

The development plan demonstrates how the proposed development is in accordance with State and Local Government vision for the site, in particular the draft Pilbara Planning and Infrastructure Framework, the Onslow Regional HotSpots Land Supply Update, the Onslow Townsite Strategy and the objectives of the Shire of Ashburton Town Planning Scheme No. 7. The development plan is also consistent with the overall development plan and proposed Scheme Amendments No. 21 and 22, which are currently being finalised for advertising.

The proposed residential land use with a variety of lot sizes and housing types represents the highest and best use for the site and the design and layout is based on sound design intent. Following adoption of the development plan, it is envisaged that further discussions will be held with the servicing authorities to ascertain the timing of providing appropriate services to the land to allow the proposed subdivision to be developed.

Based on the consistency of the development plan with the agreed vision for the site and that the design represents the optimal development outcome for the site, it is requested that the Shire and WAPC approve the development plan at its earliest convenience to enable development to occur.

44

APPENDIX A

ONSLOW TOWNSITE EXPANSION STAGE 1 DEVELOPMENT PLAN

45


46

BACK BEACH ROAD

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BEADONBEADONBEADON

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200.0529ha 100%

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10.3097ha 5.2%

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4.7324ha 2.4%

8.9553ha 4.5%

14.0914ha 7.0%

88.7320ha 44.4%

7.8083ha 3.9%

10.7086ha 5.3%

54.7152ha 27.3%

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200.0529ha 100%TOTAL

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N/A N/A

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This concept has been prepared for the purpose of meeting client specifications. The drawing does not constitute an invitation, agreement or contract (or any part thereof ) of any kind whatsoever.








Date: Designer: CH

Drawn: PRScale:

Drawing No.

4th May 2012

NTS @ A3

711-010 St1 Dev Plan A3 040512.ai

APPENDIX B

ENGINEERING SERVICING REPORT - WOOD AND GREIVE ENGINEERS

47


48

Albany Brisbane Busselton Darwin Gold Coast Melbourne Perth Shenzhen Sydney WGE - vital experience

Onslow Townsite Development

Development Plan Engineering Servicing Report

Provision of Civil Engineering Consultancy Services for

LandCorp Attention: Ben Graham

1 May 2012

Revision No. 0

Prepared by Darren Pesich Project Number: 23340-PER-C

Ground Floor, 226 Adelaide Terrace, Perth WA 6000

Phone (08) 6222 7000 Fax (08) 6222 7100 Email [email protected] Web www.wge.com.au

O N S L O W T O W N S I T E D E V E L O P M E N T D E V E L O P M E N T P L A N E N G I N E E R I N G S E R V I C I N G R E P O R T

M:\TECH\23300 \40\DEVELOPMENT PLAN\C_RE_001_DEVELOPMENT PLAN REPORT.DOCX CONTENTS i

Contents

1 Executive Summary......................................................................................................................... 1

2 Water Supply ................................................................................................................................... 2

3 Wastewater ...................................................................................................................................... 3

4 Earthworks ...................................................................................................................................... 4

5 Stormwater Drainage ....................................................................................................................... 5

6 Power .............................................................................................................................................. 6

7 Telecommunications and Gas ......................................................................................................... 7

8 Traffic .............................................................................................................................................. 8

Figure 1 Underground Services Plan Figure 2 Stage 1 Water Upgrades Figure 3 Onslow Water Supply 2022 Scheme Concept Figure 4 Water Site Plan Figure 5 Onslow WWTP Odour Buffer Figure 6 Sewer Scheme Design Figure 7 Sewer Concept Plan Figure 8 Earthworks Concept Plan Figure 9 Earthworks Cut-Fill Plan Figure 10 Drainage Concept Plan APPENDIX 1 Onslow Geotechnical Desktop Study APPENDIX 2 Onslow Town Expansion Transportation Assessment


M:\TECH\23300 \40\DEVELOPMENT PLAN\C_RE_001_DEVELOPMENT PLAN REPORT.DOCX 1

1 Executive Summary

This report addresses engineering and servicing issues to support the proposed Onslow townsite expansion with a summary of the major issues as follows: • The Onslow Water Supply Scheme is currently operating close to full capacity. While meeting all current

service obligations, the Water Corporation at this stage can not guarantee the availability of water services for additional connections. Initially, additional bores, a booster pump station and upgrading of the transfer pipeline is proposed to increase the capacity by approximately 60% by servicing an additional 200 services (460 people) up from the current 370 services with such works expecting to be completed by September 2013. However, Water Corporation will also likely require a new tank and booster pump station to be commissioned prior to providing all or a portion of the additional 200 services which is programmed for completion by mid 2014. An alternative source will need to be investigated to ultimately service the expected growth. The current Stage Agreement with Chevron is understood to make provision for a desalination plant to be located within the Ashburton North Strategic Industrial Area (ANSIA).

• Water Corporation manages the wastewater system which currently serves Onslow. There is capacity to support nominal population growth, however, current flow forecasts indicate that the current treatment capacity will be exceeded in 2013, and the disposal capacity exceeded in 2016. The Water Corporation indicate that an expansion to the pond system will be required, which will need to be operational by 2016. Two additional infiltration basins are also required and will need to be operational by 2013, with a further basin required by 2016. Further expansion of the pond system and infiltration basins will be required by 2022 should anticipated population growth be realised. Consideration needs to be given to the possibility of additional land requirements and extension of odour buffers when planning for expansion and/or relocation of wastewater treatment facilities.

• A relatively aggressive earthworks strategy is proposed with the aim of achieving a balance of cut to fill over the site and to minimize trapped low points within the development. It is assumed that building levels will be set to provide 0.5m freeboard to 100yr levels without a defined overland flood path (0.3m if a defined flood path is provided) and 0.5m freeboard to 100year return period cyclonic storm surge allowing for climate change.

• Significant earthworks over the greenfields development area are proposed to “grade out” localised low points within the dunal system and to provide adequate falls toward flood relief areas. The eastern half of the greenfields development area is proposed to flood route to existing Beadon Creek via a defined low point along Onslow Road and associated downstream swale to the flood plain. The western half of the catchment is proposed to discharge and be attenuated within natural depressions immediately west of the development area. The drainage strategy will incorporate pit and pipe network within the upper catchments and traditional swale drain conveyance once piped conveyance becomes unfeasible.

• The initial upgrade to the town’s power supply is proposed to include the construction of a new 9 MW station within the ANSIA to support growth to 2016 and expandable to suit growth thereafter. The initial upgrade will also require a new gas lateral, new transmission lines to the townsite and a new zone substation within the existing Water Corporation site. The new power plant is required to be operational by October 2014.



2 Water Supply

Onslow is supplied with potable water by the Water Corporation, sourced from the Cane River alluvial aquifer located approximately 30km east of Onslow. It comprises 12 production bores and is licensed to draw 0.35 gigalitres per annum (GL/a) of water. The Onslow Water Supply Scheme is currently operating close to full capacity, drawing 0.31 GL (i.e. supplying 370 services) from the source in 2009/10. Water is treated at the borefield and conveyed to the Onslow townsite via a 200 mm diameter distribution main (that runs through the airport). Water is stored in three water tanks of varying capacity within the town, including two elevated pressure tanks (0.25ML and 0.1 ML) and a storage tank (2.3 ML). The extent of existing water infrastructure within the townsite is illustrated in Figure 1. While meeting all current service obligations, the Water Corporation at this stage can not guarantee the availability of water services for additional connections. Initially, additional capacity could be made available through the implementation of water efficiency measures by the Water Corporation and the Shire of Ashburton. Part of the initiatives is to use treated waste water for oval watering which may save 100kL/day which would free up water for approx. 30 homes. Investigations and design development are currently underway to expand the water supply system to support additional growth in Onslow. Four additional production bores have been installed as part of the investigations for connection to the water supply scheme. A booster pump station and upgrading of the transfer pipeline is also required to transfer the water into town which is scheduled for completion in September 2013. The additional bores and infrastructure will increase capacity from 1250kL/day to 1900kL/day and 0.31Gl/yr to 0.55gL/yr increasing the capacity by approximately 60% by servicing an additional 200 services (460 people) up from the current 370 services. As there is currently an issue with the back-up supply of water, Water Corporation will also likely require a new tank and booster pump station to be commissioned prior to providing all or a portion of the additional 200 services which is programmed for completion by mid 2014. Without such a tank and booster pump station, Water Corporation needs to undertake specific calculations to determine the proportion of the 200 services that could be made available for the initial stages. The proposed tank and booster is located within the north-east corner of the existing Water Corporation site which is relatively elevated, and once commissioned, the existing two ground tanks and one elevated tank within the townsite can be decommissioned. The attached Figure 2 illustrates the proposed Stage 1 upgrades. Beyond the additional supply from the bore expansion, further expansion of the bore field by increasing the groundwater extraction licence may provide additional capacity, however, an alternative source, such as desalination, will need to be investigated to ultimately service the expected growth. The current Stage Agreement with Chevron is understood to make provision for a desalination plant to be located within the Ashburton North Strategic Industrial Area (ANSIA). The plant will initially have a capacity of 2ML/day to cater for a population increase to 2016 with the flexibility of a further upgrade to 4ML/day to support growth the 2022. It is expected that the new plant will be operational by October 2014. To service the expected population increase to 2016, an additional ground tank and an elevated tank needs to be commissioned in addition to the alternative water source. To service the expected population increase to 2022, a further one or two ground tanks and an elevated tank is expected to be required. Figure 3 illustrates the proposed infrastructure up to 2022. All such infrastructure is proposed to be located within the same site referred above with dimensions of approximately 100m by 200m. Figure 4 illustrates the proposed site accommodating the infrastructure to support growth to 2022. The Water Corporation plans supplied are preliminary and subject to change. Water Corporation advice should be specifically sought prior to utilisation of such information.



3 Wastewater

Water Corporation manages the wastewater system which currently serves Onslow. The Onslow wastewater treatment plant (WWTP) has a treatment capacity for 1000 equivalent population, estimated at 460 kL/d. The plant is licensed to treat 200 kL/d which was previously considered sufficient to cater for natural growth in the town. The plant's disposal capacity is estimated at 290 kL/d by way of two infiltration areas. There is capacity to support nominal population growth with the wastewater flow currently at 180 kL/d. The extent of existing water infrastructure within the townsite is illustrated in Figure 1. Current flow forecasts indicate that the current treatment capacity will be exceeded in 2013, and the disposal capacity exceeded in 2016. An upgrade is required to meet increased demand associated with population growth and additional flows from the Bindi Bindi community. The Water Corporation indicate that an expansion to the pond system will be required, which will need to be operational by 2016. This will increase treatment capacity to 920 kL/d. Two additional infiltration basins are also required and will need to be operational by 2013, with a further basin required by 2016. This will increase disposal capacity to 740 kL/d. Further expansion of the pond system and infiltration basins will be required by 2022 should anticipated population growth be realised. Consideration needs to be given to the possibility of additional land requirements and extension of odour buffers when planning for expansion and/or relocation of wastewater treatment facilities. Water Corporation have indicated that the expanded treatment facilities can be accommodated within their current land holdings. In the case of the WWTP buffer, further modelling has refined the extent of the expected ultimate buffer requirements as illustrated in Figure 5. Alternative treatment methods and a relocation of the WWTP have been considered to minimize or eliminate the impact of the WWTP buffer on the extent of residential development. A feasibility study on adopting any of these measures is yet to be carried out. The area affected by the proposed buffer is currently indicated as land subject to further investigation until associated feasibility studies have been completed. Figure 6 provides the current Water Corporation Sewer Scheme Design. Figure 7 illustrates the proposed Sewer Concept Plan. The Concept Plan rationalises the number of proposed pump stations to service the development area by considering the proposed bulk earthworks over the site. The Bindi Bindi Community along Second Avenue is serviced by its own effluent treatment ponds which are separate to the main town wastewater treatment facility operated by the Water Corporation. The treatment ponds are within the proposed greenfields development area and the associated buffer affects the initial stages of development. Lead by DSD and through collaboration of DoH and Water Corporation, the Bindi Bindi WWTP will be decommissioned and connected to the Water Corporation facility. This work is currently being progressed to ensure the initial land release can proceed. Decommissioning of the Bindi Bindi WWTP and connection to the towns facilities will include approximately 500m of sewer line along Second Avenue to provide a gravity relief for the facility.



4 Earthworks

A relatively aggressive earthworks strategy is proposed with the aim of achieving a balance of cut to fill over the site and to minimise trapped low projects within the development. The bulk earthworks will also be required to achieve the desired stormwater strategy described in the proceeding section. Attached as Figure 8 is a copy of the Earthworks Concept Plan. Figure 9 also illustrates the cut to fill contours associated with achieving the desired levels. The geotechnical conditions are expected to support such an earthworks strategy, however, detailed site investigations are yet to be carried out. A copy of the Desktop Study completed by Golder Associates is attached as Appendix 1. It has been assumed that building levels will be set to the following parameters: • Minimum 0.3m freeboard to 100year storm event return period where a defined overland flood path is provided.

• Minimum 0.5m freeboard to 100year storm event flood levels where a defined overland flood path is not provided.

• Adequate freeboard to the 100year return period cyclonic storm surge allowing for climate change. This building level recommended in MR Rogers & Associates (2011) Coastal Vulnerability Assessment is 6.4m AHD which allows for 0.5m freeboard, but this level is yet to be confirmed and adopted. The Shire is currently reviewing what an acceptable level of risk and associated freeboard should be applied.



5 Stormwater Drainage

The stormwater strategy for the development area will be aimed to ensure flood protection for property and infrastructure during high intensity storms characterised by cyclone susceptible areas such as Onslow. To achieve the flood protection strategy, significant earthworks over the greenfields development area is proposed to “grade out” localised low points within the dunal system and to provide adequate falls toward flood relief areas. Approximately half of the greenfields development area (eastern half) is proposed to flood route to existing Beadon Creek via a defined low point along Onslow Road and associated downstream swale to the flood plain. The western half of the catchment is proposed to discharge and be attenuated within natural depressions immediately west of the development area. These depressions are suitably elevated to promote infiltration and are adequately vegetated to minimise scouring. These depressions will be designed to attenuate flows with a controlled discharge being provided toward the natural low lying area between Onslow Salt and the ocean which ultimately discharges to the ocean via Four Mile Creek. Consistent with the requirements of the Department of Water and with consideration of downstream receiving environments, consideration will also be given to detaining stormwater associated with the 1in1yr ARI events within suitably elevated areas to promote on-site infiltration where appropriate. Typically, cyclonic areas in the north-west of Western Australia rely on overland conveyance as opposed to traditional pit and pipe systems within Perth, however, the existing townsite has pit and pipe infrastructure. There are issues with the traditional swale drain conveyance approach due to loss of developable land, aesthetics and maintenance of the swales. It is therefore proposed to adopt a hybrid strategy where pit and pipe network will be utilised in the upper catchments and the traditional swale drain conveyance will be adopted where flows become excessive making pipes unfeasible. Attached as Figure 10 is a copy of the Drainage Concept Plan for the development area. The pit and pipe system is intended to cater for the 1 year ARI events whilst culvert crossings under roads will be designed to cater for 5 year ARI events. 100 year ARI events will be accommodated via flood routing within road reserves. The existing townsite stormwater system includes a hybrid of pipe and table drain conveyance measures. There are a number of ocean outfalls via flood gated piped networks extending through the existing rockwall. There is also a catchment serviced by a series of basins located at McGrath Avenue / Third Avenue and McGrath Avenue / Second Avenue. These basins ultimately discharge into the ocean at the eastern extent of the existing rockwall, however, this system performs inadequately due to the basins being too low and the outfall being ‘silted-up’ and consequently being too high. The Shire is currently considering measures to address this issue. There is also a concern regarding the discharge of flood water entering the townsite during a storm surge. A flood gated relief toward Beadon Creek is currently being considered where such relief is less affected by siltation. There are nominal catchments that discharge into the existing townsite catchments. The existing drainage systems will be reviewed and infrastructure upgraded to cater for the additional catchment areas as required.



6 Power

Electricity is provided for Onslow by a 3MW (installed capacity) gas engine turbine power plant operated by Onslow Electric Power (OEP), a privately owned independent power producer. The plant is connected to DBNGP through BHP Billiton Petroleum's gas lateral to the Tubridgi facilities and then via a Horizon Power pipeline to the power station. The plant's capacity is augmented by Horizon Power’s 2.6 MW emergency diesel generators provided with 15 days of fuel supply. Horizon Power supplies the natural gas to OEP, with the OEP then supplying 50-60 per cent of its output to Onslow Salt and the remainder supplied to Horizon Power to distribute to the Onslow township via an 11 kilovolt-amp (kVA) overhead network. The contracts between Onslow Electric Power and Horizon Power expire in November 2014. Horizon Power’s contracted capacity to supply the Onslow community will require augmentation to support both current and future demand in Onslow. The draft Pilbara Planning and Infrastructure Framework also identifies expansion of power generation in Onslow as one of its 2015 utility infrastructure priorities. In total, an additional ~36 MW may be required in Onslow by 2025. Horizon Power is currently considering options, including replacement of existing generation units at the existing site; however, capacity of the existing gas pipeline and land availability at the existing site will need to be considered. Should Onslow Salt move to supply it’s own power, an extra 50-60% supply will be available to town. Investment in additional distribution network infrastructure will also be required to ensure the provision of an adequate electricity supply to proposed urban expansion areas. For a gas-fired power station of between 10MW and 20MW capacity, EPA Guidance Statement No. 3 specifies a generic buffer distance of 2-3 kilometres to sensitive land uses. It is therefore essential that any proposed plant of this size is located in a new location (as opposed to upgrade on existing) given the limitations it would place on the expansion of the town. The initial upgrade is currently proposed to include the construction of a new 9 MW station within the ANSIA to support growth to 2016 and expandable to suit growth thereafter. The initial upgrade will also require a new gas lateral, new transmission lines to the townsite and a new zone substation within the existing Water Corporation site. The new power plant is required to be operational by October 2014. The State Government announced on 29 January 2010 that it has committed the funds required to complete the $130 million Pilbara Underground Power Project, funded through the Royalties for Regions. The project, managed by Horizon Power will see the overhead lines replaced with underground cables in the towns of Karratha, South Hedland, Onslow and Roebourne. The Onslow and Roebourne undergrounding projects are both scheduled to commence in 2012, with the entire project expected to be completed by the end of 2012.



7 Telecommunications and Gas

Telstra is the telecommunications owner and service provider for all communication services at Onslow. The current configuration to each dwelling is copper network with fibre backbone as per information obtained from Dial-Before-You-Dig. Telstra has also provided Next-G and GSM mobile coverage at Onslow. An application will also be made to NBN Co. to determine whether the development area is within the National Broadband Network Fibre Footprint, and is eligible for provision of communications through NBN co, via the greenfield development application process. There is no gas infrastructure within the vicinity capable of supporting domestic services.



8 Traffic

A Traffic Report has been completed by Riley Consulting which is attached as Appendix 2.


M:\TECH\23300 \40\DEVELOPMENT PLAN\C_RE_001_DEVELOPMENT PLAN REPORT.DOCX FIGURE

Figure 1

Underground Services Plan



Figure 2

Stage 1 Water Upgrades

150AC150AC

200P200AC

100AC

200P

-12

150AC

100AC200AC

100AC100AC

300,000

300,000

305,000

305,000

310,000

310,000

315,000

315,000

320,000

320,000

325,000

325,000

330,000

330,000

335,000

335,000

7,595

,000

7,595

,000

7,600

,000

7,600

,000

7,605

,000

7,605

,000

7,610

,000

7,610

,000

7,615

,000

7,615

,000

The information contained herein is the exclusive property of the Water Corporation and the respective copyright owners. It is subject to ongoing review and should be viewed in conjunction with the associated materials. No part of this production should be copied, modified, reproduced or published in any form other than that intended by the author.PR

OJEC

T No

: R76

4DA

TE: 2

2-Jul-

2011

Coordinate System: GDA 1994 MGA Zone 50 Vertical Datum: AHDDOCUMENT: onslowstage1upgrades_a1.mxd

0 1 2 3 4

Kilometres

GROU

P: IP

B - S

patia

l Syst

ems

AUTH

OR: F

LETT

N0

1:50,000 at A1

ONSLOW

Onslow Water Scheme - Conceptual UpgradesThis map has been produced using imagery from

Landgate Aerial Photography taken September 2010, August 2007 and the ACRES Landsat 7 Mosaic of Australia 1999-2000.Pipe route and asset information was current for April 2011.

Spatial Systems - Infrastructure Planning Branch

200A

C

100AC

200P

-1220

0AC

100AC

Cane River Pump Station Current duty 18L/s @ 108m head.Actual operation 14L/s @ 74m head.Initial upgrade to1900kL/d (22L/s) @ 85m head.Possible ultimate duty3500kL/d (40L/s) @ 100m head.

Cane River Tank Cap: 225kLTWL: 17.75m AHD

Pipe Upgrade 4.455km of 200mm PVC

Cane River In-line Booster PS Location near 14km marker from Cane River Tank.Initial duty 1900kL/d (22L/s) @55m head.Possible Ultimate duty 3500kL/d (40L/s) @ 90m head.

Pipe Upgrade 4.455km of 200mm PVC

Cane River Tank See Inset

Onslow Tank No.4 Cap: 5.00MLTWL: 22.0m AHD

Onslow WWTP

New Pump Station Initial PS Duty: 6500kL/d@30m

New Pipeline 75m of 200mm

Onslow Tank No. 1 Cap: 225kLTo be decommissioned

Onslow Tank No. 2 Cap: 2.27MLTo be decommissioned

Elevated Tank Cap: 100kLTWL: 29.75m AHDTo be decommissioned

Inset 1:2000 Scale

Inset 1:20000 Scale

LEGEND

Public Drinking Water Source AreaPriority 1 Protection Area

Conceptual Assets to 2015

Cane River Borefield 2010/11 Licensed Allocation: 350,000kL/annum.Total reserved for public water supply: 900,000kL/annum.New bores 8/10, 3/09, 3/10 and 2/10 should increase borefield capacity to 1900kL/d and annual licensed allocation to 550,000kL/annum.

New Pipeline 1.5km of 375mm

Stage 1 Upgrades - from 1200kL/d to 1900kL/d

Supply Upgrades

Source Upgrades

3/10

2/10 3/09

Water Treatment Refer to Worley Parsons report -Water Treament Plant Planningdated 4th December 2006.Possible need for treatment toaddress temperature, hardness,Barium and Arsenic.Possible need to upgradedisinfection facilities.

8/10

Future Onslow Elev Tank No.5 Cap: to be determinedTWL: 50.0m AHD

Conceptual Assets beyond 2015

Existing Assets



Figure 3

Onslow Water Supply 2022 Scheme Concept



Figure 4

Water Site Plan



Figure 5

Onslow WWTP Odour Buffer



Figure 6

Sewer Scheme Design

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WWTP

D SEWERAGE AREA

(2000

m)

ONSLOW OPERATING AREA

ONSLOW

WWTP

TR

EA

TM

EN

T PLANT BUFFER DISTANCE

(

500

m)

DECLARE

PRIVATE P.S.PRIVATE P.S.

0029A

0029 0030

0035

0043

0044

0045

0046

00470048

00490050

0052

0028

0002

0003

0004

0057

0058

0059

0062

0074

0080

0081

00920095

0096

0097

0098

0099

0102

ROOT

001

0063

0064

0065

0086

0087

0088

0089

0091

126

127

128

129

130

131

132

133

134

135

136

137

138

139

140

141 142

143

144

145

146147

148

149

150

151

152

153

154155

156

157

158

159

160

161162

163

164

165

13

1415

0011

0012

AA

150

150

3003

00225

225

225

225

225

225

450

150

150

150

150

150

150

150

150

150

100

225

225

225

225

225

225

225

225

225

225

225

225

225

100

150

150

150

150

150

150

250

65

200

201

202

150

225

300

203

204

205

206

150

225

207

208

209

210

150

150

150

150

211

150

212

150

213

225

214 150

215

0073150

216

150

217

218

219

150

225

225

100

150

100

225

200

100

’217 - 181’

SDF - 4.4 L/s

’218 - 181’

SDF - 1.7 L/s

’200 - 181’

SDF - 3.8 L/s

’202 - 181’

SDF - 2.5 L/s

’209 - 181’

SDF - 1.0 L/s

’204 - 181’

SDF - 3.9 L/s

’208 - 181’

SDF - 1.9 L/s

’211 - 181’

SDF - 0.4 L/s

’135 - 181’

SDF - 0.7 L/s

’212 - 181’

SDF - 1.1 L/s

’134 - 181’

SDF - 1.9 L/s

’0011 - 181’

SDF - 1.7 L/s

’207 - 181’

SDF - 1.0 L/s

’203 - 181’

SDF - 2.0 L/s

’151 - 181’

SDF - 1.0 L/s

’158 - 181’

SDF - 2.2 L/s

’145 - 181’

SDF - 3.0 L/s

’150 - 181’

SDF - 7.9 L/s

’138 - 181’

SDF - 1.4 L/s’138 - 181’

SDF - 1.4 L/s

’152 - 181’

SDF - 0.8 L/s

’165 - 181’

SDF - 0.6 L/s

’162 - 181’

SDF - 1.1 L/s

’136 - 181’

SDF - 0.7 L/s

’15 - 181’

SDF - 1.5 L/s

’0029 - 181’

SDF - 7.7 L/s’0057 - 181’

SDF - 1.7 L/s’214 - 181’

SDF - 1.1 L/s

’215 - 181’

SDF - 0.3 L/s

’0081 - 181’

SDF - 5.3 L/s

’128 - 181’

SDF - 1.4 L/s

’129 - 181’

SDF - 0.5 L/s

150150

1

ONSLOW P.S. No.1 - MCGRATH AVE

PUMP STN. ’1 - 181’

REDUCTION ’ROOT - 181’

SEWER DESIGN FLOW - 33.1 L/s

EXISTING PUMP RATE - 10.2 L/s

LONG TERM PUMP RATE - 56.3 L/s

100

150

E

ONSLOW P.S. E

PUMP STN. ’E - 181’

REDUCTION ’0043 - 181’



F

ONSLOW P.S. F

PUMP STN. ’F - 181’




DONSLOW P.S. D

PUMP STN. ’D - 181’




A

ONSLOW P.S. A

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BONSLOW P.S. B

PUMP STN. ’B - 181’




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ONSLOW P.S. C

PUMP STN. ’C - 181’




G

ONSLOW P.S. G

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WASTEWATER SCHEME PLANNING SERIES

ONSLOW - SD181

CONCEPTUAL PLANNING

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THE INFORMATION ON THIS PLAN IS BASED ON THE BEST DATA AVAILABLE AT DATE OF PRINTING AND IS SUBJECT TO ONGOING REVIEW

A1SCALE

COMPILED BYPLANNING BY

VERSION

AND AMENDMENT. NO RESPONSIBILITY IS ACCEPTED BY THE WATER CORPORATION FOR ACCURACY OF DATA SUPPLIED BY EXTERNAL AGENCIES.

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WESTERN AUSTRALIA.

629 NEWCASTLE STREET, LEEDERVILLE 6007

ISSUED WITH THE AUTHORITY OF THE MANAGER

INFRASTRUCTURE PLANNING BRANCH

TELEPHONE (08) 9420 2420, FAX (08) 9420 3179

LEGEND

EXISTING PUMPING STATION

PROPOSED PUMPING STATION

PROPOSED PRESSURE MAIN

PROPOSED GRAVITY SEWER

EXISTING GRAVITY SEWER

EXISTING SEWERED AREAS

PARKS AND PUBLIC OPEN SPACE

NODE CATCHMENT

NOTATION

EXISTING PRESSURE MAIN

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WWTP CATCHMENT

SEWERED BY PRIVATE PS

PS AND SEWER CATCHMENTS

= 1.5 x AVERAGE DAILY FLOW RATE

CATCHMENT NODE

SEWER DISTRICT NUMBER

’7001 - 121’

SDF



Figure 7

Sewer Concept Plan



Figure 8

Earthworks Concept Plan



Figure 9

Earthworks Cut-Fill Plan

-

LANDCORP

23340-PER-C

ONSLOW TOWNSITE

DESIGNED :

SCALE :A1

CONSTRUCTION :APPROVED FOR

FOR TENDER:APPROVED

VERIFIED :

DRAWING No. REVISION

REV. DESCRIPTION

A.H.D.

WAPC :

SECTION:

DRAWN :

PROJECT No.

DATUM :

TITLE:

PROJECT:

CLIENT:

CIVIL SERVICES

VER APPROVEDDRAWN

WOOD & GRIEVE ENGINEERSWOOD & GRIEVE ENGINEERS

CELEBRATING

YE

AR

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A.C.N. 137 999 609

Level 3, Hyatt Centre

3 Plain Street, East Perth

Western Australia 6004

Phone: +61 8 6222 7000

Fax: +61 8 6222 7100

Email [email protected]

Web www.wge.com.au

PERTH

MELBOURNE

SYDNEY

BRISBANE

ALBANY

BUSSELTON

SHENZHEN

GOLD COAST

Wood & Grieve Engineers Ltd

-9.5

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-6.5

-6.5

-6.5

-6.0

-6.0

-6.0

-6.0

-5.5

-5.5

-5.5

-5.0

-5.0-

5.0

-5.0

-5.0

-4.5

-4.5

-4.5

-4.5

-4.5

-4.0

-4.0

-4.0

-4.0

-4.0

-4.0

-3.5

-3.5

-3.5

-3.5

-3.5

-3.5

-3.5

-3.5

-3.0

-3.0

-3.0

-3.0

-3.0

-3.0

-3.0

-2.5

-2.5

-2.5

-2.5-2.5

-2.5

-2.5

-2.5

-2.5

-2.5

-2.5

-2.5

-2.0

-2.0

-2.0

-2.0

-2.0

-2.0

-2.0

-2.0

-2.0

-2.0

-1.5

-1.5

-1.5

-1.5

-1.5

-1.5

-1.5

-1.5

-1.5

-1.5

-1.0-1.0

-1.0

-1.0

-1.0

-1.0

-1.0

-1.0

-1.0

-1.0

-1.0

-0.5

-0.5

-0.5

-0.5

-0.5

-0.5

-0.5

-0.5

-0.5-0.5

-0.5

-0.5

-0.5

-0.5

-0.5

-0.5

0.0

0.0

0.0

0.0

0.0

0.0

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

0.5

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

1.5

2.0

2.0

2.0

2.0

2.0

2.0

2.0

2.0

2.5

2.5

2.5

2.5

2.5

2.5

2.5

2.5

2.5

2.5

3.0

3.0

3.0

3.0

3.0

3.0

3.0

3.0

3.0

3.5

3.5

3.5

3.5

3.5

3.5

3.5

3.5

3.5

4.0

4.0

4.0

4.0

4.5

4.5

4.5

4.5

4.5

5.0

5.0

5.0

5.0

5.0

5.0

5.5

5.5

6.0

6.0

6.0

6.5

6.5

6.5

6.5

6.5

6.5

7.0

7.0

7.5

7.5

7.5

7.5

7.5

7.5

8.0

8.0

8.0

8.5

8.5

8.5

8.5

9.0

9.5

9.5

9.5

9.5

10.0

10.0

10.0

10.0

12.0

12.5

13.0

14.0

-4.5

-4.5

-4.5

-4.0-3.5

-3.5

-3.5

-3.0

-2.5

-2.5

-2.5

-2.0

-2.0

-1.5

-1.5

-1.5

-1.5

-1.0

-1.0

-1.0

-1.0

-0.5

-0.5

0.0

0.50.5

0.5

0.5

1.0

1.0

1.0

1.5

1.51.5

2.0

2.0

2.0

2.0

2.5

2.5

2.5

2.5

2.5

3.0

3.0

3.03.5

3.5

4.0

4.0

4.0

4.0

4.0

4.5

5.0

5.0

5.0

5.0

5.5

6.0

7.0

8.0

8.5

10.0

10.0

10.0

10.5

11.5

15.0

15.5

15.5

18.5

SCALE 1:5000

PLAN

MATCHLINE A - A

MATCHLINE A - A

ORIGINAL ISSUE FOR DEVELOPMENT PLAN A

------LEGEND

FILL

CUT

EXISTING

DEVELOPMENT BOUNDARY

D. PESICH 30/04/2012

MCK

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Figure 10

Drainage Concept Plan


M:\TECH\23300 \40\DEVELOPMENT PLAN\C_RE_001_DEVELOPMENT PLAN REPORT.DOCX APPENDIX

Appendix 1

Onslow Geotechnical Desktop Study


M:\TECH\23300 \40\DEVELOPMENT PLAN\C_RE_001_DEVELOPMENT PLAN REPORT.DOCX APPENDIX

Appendix 2

Onslow Town Expansion Transportation Assessment

PO Box Z5578

Perth WA 6831

0413 607 779 Mobile

Issued on 20-04-2012 Amendment Date

Version V1

Reference 635

LANDCORP

ONSLOW TOWN

FUTURE TOWN EXPANSION TRANSPORT ASSESSMENT

April 2012


Page 2 of 35

Traffic and Transportation ConsultantsCONTENTS

1.0 EXECUTIVE SUMMARY

2.0 THE ROAD NETWORK

3.0 TRAFFIC GENERATION AND DISTRIBUTION

4.0 TRAFFIC MODELLING

5.0 TRAFFIC IMPACTS

6.0 ACCESS

7.0 THE INTERNAL ROAD NETWORK

8.0 PEDESTRIANS, CYCLISTS AND PUBLIC TRANSPORT


Page 3 of 35

Traffic and Transportation Consultants1.0 EXECUTIVE SUMMARY

This report has been prepared to consider the traffic impacts arising from the future

residential expansion of Onslow. This report considers the existing road network in the

locality of Onslow to assess current operating conditions and identify any constraints that

may impact the proposed town expansion. The pertinent findings of this report are:

The expansion of Onlsow to meet the housing need of increasing employment in the

region can be expected to generate an additional 15,500 vehicle movements per day

with the potential long term yield of 2,208 dwellings.

Based on the traffic modelling of the future residential development, Onslow Road

south of the town may experience future traffic volumes of about 6,100vpd. It is

modelled that this traffic will service ANSIA and future industrial areas adjacent to the

airport.

All existing streets are forecast to operate with daily traffic volumes commensurate

with their classification in the road hierarchy. No streets are shown to experience

traffic increases that will alter their primary function.

The internal road network to the expansion area is shown to dissipate traffic

movements well and all streets can be classified as access streets under the

Liveable Neighbourhoods road classification system. Minimal traffic management will

be required to restrict traffic movement.

All access intersections are expected to operate with good Levels of Service with the

future development. No major issues have been identified as a result of the proposed

development.


Page 4 of 35

Traffic and Transportation Consultants2.0 THE ROAD NETWORK

Onslow is located approximately 1,150 kilometres north of Perth in the Pilbara region. The

town falls within the Shire of Ashburton and is accessed from Onslow Road leading from the

North West Coastal Highway. Figure 1 shows the location of the most current regional traffic

data provided by Main Roads Western Australia (MRWA).

Figure 1 MRWA Regional Traffic Volumes

Roads of importance to the project are considered below and local roads within the Onslow

townsite are also considered.

North West Coastal Highway

The North West Coastal Highway is a primary road under the control of MRWA. The North

West Coastal Highway links Geraldton to Port Hedland. At Port Hedland the route continues

as the Great Northern Highway. It is constructed with a standard 7.2 metre wide carriageway

and 1.0 metre shoulders.

Traffic data provided by MRWA indicates a daily traffic volume of 457 vehicles per day (vpd)

of which 35% are classified as heavy vehicles. The count data shows 183vpd head north

(40% heavy) and 274vpd head south (31.8% heavy). The traffic count location is to the north

213vpd-June 2010

106vpd-June 2010

457vpd-August 2007

650vpd-October 2009

North West Coastal Highway

Onslow Road

ONSLOW


Page 5 of 35

Traffic and Transportation Consultantsof Nanutarra-Munjina Road and the data was recorded between 25th August and 4th

September 2007.

A count has also been provided for the North West Coastal Highway north of Pannawonica

Road showing 650vpd, of which 301 head north (32.9% heavy) and 350 head south (37.7%

heavy). The data was recorded in October 2009.

Onslow Road

Onslow Road is the only sealed road accessing the townsite of Onslow. It is a primary

regional road linking the town of Onslow to the North West Coastal Highway. The section

between the North West Coastal Highway and Beadon Creek Road is under the control of

MRWA. At present it has a 6.0 metre wide sealed carriageway, which is being upgraded to a

standard 7.2 metre wide carriageway with 1.0 metre sealed shoulders. The widening will

provide access to the future ANSIA access road.

Traffic data provided by MRWA shows a daily volume of 106 vehicles west of Minnie Station

Road (June 2010) of which 55 head north (21.8% heavy) and 52 head south (23.1% heavy).

A count is also available north of Twitchin Road showing 213vpd, of which 107 head north

(15% heavy) and 106 head south (15.9% heavy).

Figure 2 Onslow Town


Page 6 of 35

Traffic and Transportation ConsultantsFirst Avenue

First Avenue runs along the foreshore of Onslow and is predominantly residential in nature.

A 6.0-7.0 metre wide carriageway is provided with a footpath to the waterfront. It is currently

constructed between Third Street and Simpson Street, but is a cul-de-sac to the south of the

caravan park.

Based on the current level of residential development, it is estimated that less than 100vpd

would use First Avenue.

Second Avenue

Second Avenue forms the main street of Onslow town centre and would be considered to be

a district distributor, due to its function as a continuation of Onslow Road. It is constructed

with a standard 6.0-7.0 metre carriageway south of Cameron Avenue and north of First

Street. Between these two roads, a form of boulevard has been created with two

carriageways of about 7.0 metres wide. The median is occupied by mature trees that provide

shade for on-street parking. Parking to the eastern side is at 45 degrees to the kerb. To the

western side no parking bays are marked.

Based on the current level of residential development, it is estimated that Second Avenue

could carry about 1,000vpd. However, this volume will vary depending upon the time of year

and tourism demand.

Third Avenue

Third Avenue provides the third north-south link and connects First Street in the north

through to McGrath Road to the south. It is constructed with a standard 6.0-7.0 metre wide

carriageway with a footpath to its eastern side. Between Third Street and Simpson Street a

footpath is provided to both sides. It is calculated that Third Avenue is likely to carry between

50vpd and 200vpd.

First Street

First Street provides a connection between Second Avenue and Third Avenue, although an

existing road reservation is indicated to continue to the west and may provide a future

connection through to Simpson Street. It is constructed with a standard 6.0-7.0 metre wide

carriageway with a footpath to its southern side. Current traffic flows are estimated to be less

than 200vpd.


Page 7 of 35

Traffic and Transportation ConsultantsSimpson Street

Simpson Street would be considered as a local distributor road and provides access to

recent residential development to the west of the town. A primary school is located west of

Third Avenue. Simpson Street is constructed with a standard 6.0-7.0 metre wide

carriageway with a footpath to its southern side. Current traffic flows are estimated to be less

than 200vpd.

Cameron Avenue

Cameron Avenue would be considered as a local access street, but at the present time has

little development. It is constructed with a typical 6.0-7.0 metre wide carriageway with a sub-

standard footpath to the northern side. Current traffic flows are estimated to be less than

300vpd.

McGrath Road

McGrath Road would be considered as a local distributor and has a wider carriageway of

about 7.0 metres. A footpath is provided to the north side, although there is little

development fronting this road. The local hospital is located to the south side of McGrath

Road. Current traffic flows are estimated to be less than 400vpd.

Watson Drive

Watson Drive provides a link between Second Avenue and McGrath Road / Lapthorne

Avenue. It is constructed with a 6.0 metre wide carriageway, but no footpaths. It flanks the

south side of the local hospital, but there is no formal access. Current traffic flows are

estimated to be less than 100vpd.

Beadon Creek Road

Beadon Creek Road would be considered as a local distributor road and it provides access

to a light industrial area. Much of the development along this road is of shed-like appearance

and probably used primarily for storage. The road is constructed with a standard 7.2 metre

sealed carriageway. Current traffic flows are estimated to be less than 500vpd.

Figure 3 shows the Development Plan (refer to TPG for detail). The modelled road network

is based on a previous layout that includes for residential dwellings in the areas shaded blue

for Water Corporation compatible land uses. The modelling of residential in this area will

ensure that overall traffic flows reflect the future scenario.


Page 8 of 35


Figure 3 Proposed Development Plan


Page 9 of 35

Traffic and Transportation Consultants3.0 TRAFFIC GENERATION AND DISTRIBUTION

The development of Onslow will result in a significant increase to the current residential

population. To assess the impact of the expansion of the town, a traffic model has been

developed to consider the existing and proposed land uses. The input to the model is

discussed below.

Existing Residential Population

The Census data from 2006 indicates that Onslow had a population of 573 persons.

Reference to Google maps indicates that the townsite has about 250 built dwellings at

present1, indicating a household occupancy of (573 / 250) 2.29 persons per dwelling. Normal

occupancy is in the order of 2.3 persons per dwelling.

Typical trip rates for large houses in metropolitan areas are about 9 trips per dwelling per

day based on normal occupancy. However, a recent study for new residential dwellings in

Newman, aimed at providing accommodation for local workers, derived a daily traffic

generation rate of 5.9 trips per dwelling per day (rounded to 6 trips per day). The

development yield considered in Newman also provided for several 4 bedroom houses, of

which some would be expected to house multiple occupants, rather than one family. A trip

rate of 8 trips per dwelling was applied to these dwellings to allow for 4 workers sharing the

dwelling.

Applying the trip rate derived for Newman to Onslow suggests that the existing townsite can

be expected to generate (250 x 6) 1,500 vehicle movements per day.

Tourist Accommodation

There are several tourist motels in the townsite experiencing high occupancy levels with the

current level of fly-in / fly-out operations. As the majority of patrons do not have access to a

car, the daily trip rate per room will be very low.

There is also a campsite in the town which experiences a fluctuation in occupancy

depending upon the season. Travellers can be expected to stay a few days and will make

few vehicular trips whilst in Onslow as all facilities are within a short walk. A trip rate of 1.55

trips per unit (room or campsite) has been applied to these land uses.

1 The ABS data suggests 415 dwellings.


Page 10 of 35

Traffic and Transportation ConsultantsTown Centre

There is little commercial activity in the town centre at the present time, with a supermarket

and a petrol filling station being the primary retail outlets. It is estimated that about 1,500m2

of floor space currently exists and based on balancing local traffic movements, attracts about

825 vehicle movements per day. This equates to a trip rate of 55 trips per 100m2, which is

not unrealistic.

Hospital

There are presently 6 hospital beds provided at Onslow Hospital. Research for new hospitals

in the south of Western Australia has identified a trip rate of 21 trips per day for planning

purposes. On this basis, the existing hospital would be expected to generate (21 x 6) 126

vehicle movements per day.

The hospital is expected to attract 126 movements per day

Future Residential Expansion

The development plan for Onslow prepared by TPG indicates a potential yield of:

Residential R5 75 lots

Residential R20 1,066 lots

Residential R30 1,067 lots

It can be expected that the larger lots proposed will house local families with children

attending the local schools. The smaller lots are more likely to house workers from ANSIA

and other industrial land uses in the area. There is a higher likelihood that these families will

not have children. However, at this stage of the town expansion there is no positive way to

determine what future occupancies may be. Therefore a general trip rate based on typical

residential population trips is used. This will assign trips to local schools, although such

schools may never be warranted. Whilst this methodology may over-predict traffic

movements on local streets, should Onslow expand further and become occupied with a

typical population, then the road network will have been planned accordingly.

On this basis, the proposed development of R30 lots will have a daily trip rate of 6 trips per

lot, as derived from Newman and lots of R20 will have a trip rate of 8 trips per lot. The

expected traffic generation will therefore be:

Residential R20 1,141 lots x 8 = 9,128 trips per day

Residential R30 1,067 lots x 6 = 6,402 trips per day


Page 11 of 35

Traffic and Transportation ConsultantsAs the split of densities cannot be accurately determined, a single trip rate of 7 trips per

dwelling is used. Based on the above expectation of total trips per day to lots, the actual

average rate is 7.03 trips per dwelling. On the basis of 7 trips per dwelling, the 2,208

dwellings could generate 15,456 trips per day.

The anticipated residential development could generate 15,456 trips per day

Workers Camp Site

Included in the residential lot yield is a proposed camp for workers that will be serviced

primarily by bus. This will have the effect of lowering the total traffic generation of the town.

Local Centre Expansion

It can be anticipated that the local centre will expand as the population grows.

Hospital Expansion

Onslow Hospital currently provides for 6 beds based on a population of 567 persons.

Busselton Hospital, which is currently being expanded, provides 50 beds for a population of

about 25,000. This suggests that 1 hospital bed caters for a population of about 500

persons. If there are 2,208 new dwellings with occupancy of 2.3 persons, then (5,078

persons / 500) 10 beds could be anticipated to be required at the hospital. Based on 21 trips

per bed, the hospital would be expected to generate an additional 210 trips per day.

Local Schools

To cater for the permanent resident population it is necessary to develop new schools in

Onslow. There is an existing school located on Simpson Street which will continue to

operate. A new school site is shown to the east of the townsite.

As a rule of thumb, the Education Department suggest that each residential lot will produce

0.35 primary school students and 0.2 secondary school students. Based on the total lot yield

of 3,274 new lots (3,274 x 0.35) 1,146 new primary students can be expected and (3,274 /

0.2) 655 secondary school students.

Airport Light Industrial Area

The Shire of Ashburton has advised that a new light industrial area is proposed to be

developed adjacent to Onslow Airport. No details of this development proposal have been

made available, however, in terms of traffic generation the new trips will predominantly be


Page 12 of 35

Traffic and Transportation Consultantsreliant on future residential expansion. This development will require consideration once

more detail is known.

Ashburton North Strategic Industrial Area

Approximately 11 kilometres south of Onslow lies Ashburton North Strategic Industrial Area

(ANSIA) and associated on-shore processing plants. Reports regarding this project have

identified that it is highly desirable that workers live in Onslow to introduce more vitality to the

town and provide workers with a better standard of living and social interaction.

A separate report for the ANSIA project has been undertaken and has identified that 4,820

work trips can be expected to originate in Onslow.

4,820 work trips per day from ANSIA are expected to originate in Onslow


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Traffic and Transportation Consultants4.0 TRAFFIC MODELLING

The expansion of Onslow is assessed using a traffic model to forecast traffic flows to local

streets. A base model has been prepared and Figure 4 shows the base traffic flows derived

from the model.

Based on available traffic data showing 213 vehicles per day on Onslow Road south of the

town, it can be seen that the traffic model is slightly over-estimating current flows with 238

vehicles per day. However, for the purpose of assessing the road network operation, the

slight over-estimation is not considered an issue.

Figure 4 Onslow Base Traffic Model (2011)

Traffic Forecasts

The traffic model has been expanded to include the proposed residential areas as indicated

in Figure 3. The modelling is based on the traffic generations discussed in section 3.0 and

the anticipated daily traffic flows on local streets are shown in Figure 5.


Page 14 of 35


Figure 5 Onslow Future Traffic Volumes (>300vpd road network indicative)

The traffic model output is attached as Appendix A.

400


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Traffic and Transportation Consultants5.0 TRAFFIC IMPACTS

Existing local roads are considered with regard to the Western Australian Planning

Commission document Development Control Policy 2.6 attached as Appendix B. Whilst this

document has largely been superseded by Liveable Neighbourhoods, the latter is reflective

of urban development and is not considered wholly appropriate in terms of its application to

Onslow. Table 1 considers the local road network in terms of expected traffic demands

based on the anticipated residential development.

Table 1 Local Roads Review Summary – Full Development @ 20312

Road Type Volume Comment

First Avenue Access Street <100 Appropriate flow for classification

Second Avenue District Distributor 2,800 – 3,600 Appropriate flow for Main Street

Third Avenue Access Street 400 - 950 Appropriate flow for classification

First Street Access Street 550 Appropriate flow for classification

Simpson Street Local Distributor 1,610 Appropriate flow for classification

Cameron Avenue Access Street 940 Appropriate flow for classification

McGrath Road Local Distributor <500 Appropriate flow for classification

Watson Drive Local Distributor 1,200 Appropriate flow for classification

Beadon Creek Road Local Distributor <1,000* Appropriate flow for classification

*Subject to the level of access provided by industrial development.

Table 1 indicates that whilst additional residential development within Onslow will increase

local traffic flows, all local streets will continue to operate in a manner appropriate to their

classification.

The local road network will continue to operate with daily volumes well within

appropriate levels

2 The year 2031 is a nominal year for assessment purposes.


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Traffic and Transportation Consultants6.0 ACCESS

Access to the structure plan area will be taken to Onslow Road, Second Avenue and the

proposed by-pass road located to the west of the town. Figure 5 indicates that the busiest

intersection is shown to be the southern access to the proposed by-pass with 1,500vpd

opposed by 3,000vpd. To assess the operation of this intersection it is necessary to consider

the peak hour flows.

It is commonly accepted that the peak hour

equates to 10%3 of the daily flow and would

normally be split 70% in the peak direction.

Figure 6 indicates the peak hour flows that

would be expected at the southern access to

the proposed by-pass road.

Reference to Austroads Table 4.1, reproduced

below shows the traffic flows at priority

controlled intersections where uninterrupted

flow conditions will exist. Austroads advises

that in such conditions no further assessment

of the intersection is required as excellent

operating conditions can be expected.

From Figure 6 it can be seen that at the busiest

forecast intersection 105 vehicles on the side

road will be opposed by 300 vehicles on the

main road. Austroads Table 4.1 shows that

uninterrupted flow conditions will exist.

As the intersection assessed is shown to be the

busiest intersection in terms of both major and

minor road flows, it is safe to conclude that all

proposed access points to the structure plan

area can be expected to operate with uninterrupted flow conditions.

3 Actual values vary from about 7% to 9%.

The model indicates a 60/40 distribution south/north

Figure 6 Peak Hour Flows

27

90

18

21

0

42

63


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Traffic and Transportation ConsultantsAccess to Second Avenue

Primary access between the new residential area and the town centre will be taken by Road

9 to Second Avenue. Second Avenue is an existing street that provides the primary access

to Onslow. However, once the by-pass road is complete, Second Avenue will provide

secondary access, but will still be an important connection between the town and the port.

Traffic flows forecast at the Road 9 / Second Avenue intersection indicate that Second

Avenue will still carry a higher volume than Road 9. However the left turn from and the right

turn to Road 9 will be reasonable. Based on Austroads, the major movement of Second

Avenue should retain priority and Road 9 should yield. As indicated by Austroads Table 4.1,

uninterrupted flow conditions can be expected at this intersection.

It is recommended that to assist identification of this intersection as providing access to the

future residential expansion, a right turn lane and median be provided to Second Avenue.

Figure 7 shows an indicative concept.

Figure 7 Indicative Intersection Layout at Second Avenue / Road 9


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Traffic and Transportation Consultants7.0 THE INTERNAL ROAD NETWORK

The traffic model has bee interrogated to determine the expected daily traffic movements on

local streets. Figures 8 through 11 show the modelled forecast flows based on road

hierarchy traffic flow ranges.

Figure 8 Roads less than 1,000vpd Figure 9 Roads 1,000-3,000vpd

Figure 10 Roads 3,000 – 6,000vpd Figure 11 Roads greater than 6,000vpd

(road network indicative)

The forecast traffic flows provide a basis to develop an internal road hierarchy. Table 2

reproduces the advice on road types recommended by Liveable Neighbourhoods.


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Traffic and Transportation ConsultantsTable 2 Liveable Neighbourhoods Road Hierarchy

Indicative Daily

Traffic Flow*

Designation Street Characteristics

< 1,000 vpd Access Street Narrower access streets (5.5 to 6m) may be

appropriate in locations further away from centres

and activity where traffic flows are less than 1,000

vpd and a low on-street parking demand exists.

1,000 vpd to

3,000 vpd

Higher Order Access Street Wider access streets (7 to 7.5m) cater for higher

traffic volumes and are located closer to

neighbourhood centres.

3,000 vpd to

7,000 vpd

Neighbourhood

Connectors

Generally 2-lane undivided. These are ‘special’

streets and their design needs to have regard to

context, function and adjacent land uses.

7,000 vpd to

20,000 vpd

District Distributor Type B Typically will have 1 clear lane of travel in each

direction and a parking / manoeuvring lane.

15,000 vpd to

35,000 vpd

District Distributor Type A Typically have service roads and development

frontage with ample on-street parking to support a

mixture of land uses. Direct vehicle access from

adjoining property should be limited where no

service roads are provided.

* Function of streets needs to be considered as well as traffic volume.

The road hierarchy considers those streets that have a connective function and assigns an

appropriate classification based on volume and continuity of movement.

Figure 12 shows the suggested road hierarchy for Onslow.


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Figure 12 Onslow - Road Hierarchy (road network indicative)

The following section provides guidance on the suggested hierarchy with regard to the

minimum recommended road reserves and cross-sections. The philosophy of providing

constrained streets is to encourage a slower speed environment. However, wider reservation

widths may be used to suit the character of the development and increase the opportunity for

landscaping and frontage activity.

Key

Arterial / Primary Street

Neighbourhood Connector

Access Street (higher order)

Access Street (<1,00vpd)


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Figure 13 Neighbourhood Connector

Neighbourhood Connectors

Liveable Neighbourhoods provides the following comment on neighbourhood connectors:

Neighbourhood connectors link neighbourhoods and towns, are carefully designed to

calm traffic, limit noise and facilitate pedestrian use. They have frequent local street

connections. They should not attract substantial long distance through traffic, but

provide for safe and convenient local travel to and from arterial routes, usually at

signal controlled intersections.

Roads shown blue in Figure 10 are considered as neighbourhood connectors as they

provide the primary access to the structure plan area. Daily traffic flows on these roads are

well within the 7,000 vehicles per day recommended. These streets can be provided with a

standard 7.2 metre carriageway, which is suited to bus movements. A footpath to both sides

of the street is required (where a developed frontage exists), although one side may be

designated as a shared path. Figure 13 shows a suitable cross-section with localised

widening at intersections.

At intersections, median islands of 2.0

metres width would be desirable to

provide safer pedestrian crossing

points and to highlight the

intersection. A residual verge width of

4.1 metres will occur where such

medians are provided.

A minimum 20.0 metre cross-

section is recommended for

neighbourhood connectors

Access Streets

Access streets are the main residential streets within the development and provide direct lot

access. A typical access street would be provided with a 6.0 metre to 7.0 metre carriageway

depending on bus routes and Local government requirements. It is recommended however,

that the minimum carriageway width be provided to encourage a slower speed environment.

Unfortunately many streets with 7.0+ metre carriageways and low density lots frequently

experience traffic speeds well in excess of the posted 50kph limit. A reduced carriageway

width will assist in achieving a more appropriate 40kph typical travel speed.


Page 22 of 35


Figure 10 indicates two types of access street coloured green and cyan. Access streets

coloured green provide a collector service to the local system and would benefit from a

slightly wider carriageway. A 6.5 metre wide carriageway is appropriate for these streets. A

minimum road reservation width of 16 metres would be sufficient for these streets, although

18 metres is desirable to provide recognition of the collector status.

Access streets with daily traffic flows

less than 1,000 vehicles are suited to

a 6.0 metre carriageway and two

residual 5.0 metre verges and are

showed coloured cyan in Figure 10.

There should be no need to provide

medians in these low volume streets.

Should a wider carriageway be

required of 7.0 metres (not

recommended) then residual verges

of 4.5 metres would be provided and

can accommodate standard

residential utilities. Figure 14 shows

an appropriate cross-section.

A minimum 16.0 metre cross-section is recommended for access streets.

Roads Adjacent to Open Space

Where the road reservation abuts POS, bushland etc, there is limited need to provide a

verge. The verge may be reduced where parking and/or services are not required and

should be considered at the time of subdivision. A minimum verge of 0.75 metres is advised

by current road planning standards to accommodate street furniture. Footpaths do not need

to be adjacent to the road where POS is provided, but must be provided in a safe and

appropriate manner. Figure 15 shows an example of a reduced road reservation adjacent to

open space.

Figure 14 Access Street


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Figure 15 Road Adjacent to Open Space

Boulevards

The development of local streets as boulevards adds opportunity for landscaping and

reduces the visual level of blacktop. The use of divided carriageways with median treatments

requires that a minimum road width of 4.1 metres is provided to conform to Austroads.

Commonly boulevards are provided

with a carriageway width of 4.5

metres, often designated as a 3.0

metre traffic lane and a 1.5 metre

cycle lane. Figure 16 shows a 4.5

metre wide carriageway indicating that

ample width exists to pass a

stationary vehicle in the event of a

breakdown.

Figure 16 Boulevard Treatment


Page 24 of 35


Figure 17 Roads With Table Drains

Roads with Table Drains

The rural nature of the site lends itself to providing on-street drainage using table drains.

Where such features are used, a

wider road reservation would be

required to accommodate the drain.

Figure 15 shows a cross-section for

a local access street with a table

drain. The resultant road reservation

will depend upon the drain

requirements. The table drain does

not need to be adjacent to open

space as indicated by Figure 17. A

table drain can be used adjacent to

lots, but attention to driveway cross-

overs will be required. Further, a

table drain may also be provided within a median.

Traffic Management

Four-way intersections are indicated in the concept plan and are not considered to be a road

safety hazard where traffic volumes are less than 2,000vpd (as set out by Liveable

Neighbourhoods). Four-way priority control intersections are also appropriate on residential

streets with volumes less than 5,000vpd where an offset on the terminating streets is

provided. Alternatively medians on the terminating streets could also be used. Figure 18

shows the recommended traffic management for the new residential expansion.


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Figure 18 Proposed Traffic Management (road network indicative)

Other Treatments Required

Figure 15 shows several intersections where some form of treatment will be required. Those

are discussed below:

A The entry road into Onslow needs to attract tourist and local traffic off of Onslow

Road. However, it is anticipated that large trucks will require access to the port and

industrial area and making these vehicles slow to make a right turn is not

appropriate. Designs of this intersection were prepared at the Onslow Workshop to

Key

Street with Priority

Treatment required A

C

B

D

E

Onslow

town


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Traffic and Transportation Consultantsallow easy access to the townsite, but with priority for large vehicles using Onslow

Road. Appendix C shows an indicative layout.

B A four-way intersection is shown on Onslow Road adjacent to the industrial area. A

four-way intersection at this location would require some form of control. It is

recommended that an offset to the side road be provided to ensure industrial traffic is

not attracted to use residential streets. A standard offset of 20 metres centre line to

centre line would be appropriate.

C The intersection of Beadon Creek Road / Onslow Road will need to be reviewed in

light of the proposed residential development. This is a local government matter.

D The intersection of Simpson Street and Back Beach Road has been discussed as a

possible roundabout to control traffic speeds approaching the primary school. This is

a local government matter.

E The four-way intersection on McGrath Avenue will require that Road 9 yields due to

drain requirements Watson Drive yields as Road

Four-way Intersections

Within the structure plan area daily traffic volumes are shown to be low and the use of four-

way intersections is appropriate. Figure 19 shows an extract from Liveable Neighbourhoods

on the preferred treatment of four-way intersections.

Figure 19 Liveable Neighbourhoods Four-way Intersections


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Traffic and Transportation ConsultantsFour-way intersections operate in a safe and appropriate manner when the daily traffic flows

are low. Figure 20 shows the four-way intersections. The forecast flows and treatments are

discussed below.

1 Intersection of two lower order access streets, daily flows through the intersection

<300vpd. Four way acceptable.



3 Intersection of two lower order access streets. Area subject to further design.

4 Intersection of higher order access street (McGrath Road) and lower order

access street (Watson Drive), daily flows through the intersection 650 with 280 on

side road. Four way acceptable. Suggest medians to be provided on Watson

Drive.


access street, daily flows through the intersection <1,000vpd. Four way

acceptable.



acceptable.

7 McGrath Avenue / Road 9. Intersection of two higher order access streets with

low cross movement on the yielding street and <1,800vpd through the

intersection. Four-way acceptable, but recommend half carriageway offset to

McGrath Avenue (refer Figure 17).



acceptable.



acceptable.



acceptable.


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Figure 20 Review of Four-way Intersections (refer to planner for sub-division layout)

1

2

4

5

6 7

3

23

13

12 11

9 8

10

18

20

14

15

22

21

19

25

24

17

16

Area

Subject to

future

planning

Intersection where

treatment identified


Page 29 of 35

Traffic and Transportation Consultants11 Intersection of two lower order access streets, daily flows through the intersection


12 Road 9 intersection of higher order access street and lower order access street

with low cross movement on the yielding street and <1,500vpd through the

intersection. Four-way acceptable, but recommend half carriageway offset to

lower order street (refer Figure 17).

13 Road 9 intersection of higher order access street and lower order access street

(Watson Drive), 250vpd yields to 1,300vpd, low cross movement on the yielding

street and <4,000vpd through the intersection. Four-way acceptable, but

recommend half carriageway offset to Watson Drive (refer Figure 17).



15 Road 9 intersection of higher order access street and lower order access street,

300vpd yields to 900vpd, low cross movement on the yielding street and

<4,000vpd through the intersection. Four-way acceptable, but recommend half

carriageway offset to lower order street (refer Figure 17).





18 Intersection of higher order access street (Road 9) and lower order access street,

300vpd yields to 1,100vpd, low cross movement on the yielding street and

<4,000vpd through the intersection. Four-way acceptable, but recommend half

carriageway offset to lower order street (refer Figure 17). This intersection to be

reviewed if school proposed.




<1,000vpd. Four way acceptable. This intersection to be reviewed if school

proposed.


<1,200vpd. Four way acceptable.



23 Intersection of higher order access street (Road 9) and lower order access street,


<4,000vpd through the intersection. Four-way acceptable.


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Traffic and Transportation Consultants24 Intersection of higher order access street (Road 9) and lower order access street,


<4,000vpd through the intersection. Four-way acceptable.

All four-way intersections proposed conform to current planning advice contained in

Liveable Neighbourhoods.

Local Intersection Design

To reduce the opportunity for speeding it is recommended that corner radii advised by

Liveable Neighbourhoods be used within the subdivision. The recommended radii are:

6.0 metres - access street / access street intersections

9.0 metres - access street / neighbourhood connector

Where larger vehicles are expected, such as buses accessing the school, larger radii may

be required and should be considered at subdivision stage.


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Traffic and Transportation Consultants8.0 PEDESTRIANS, CYCLISTS AND PUBLIC TRANSPORT

Current planning guidelines suggest that all streets should be provided with a footpath where

ever possible. Where traffic flows exceed 1,000 vehicles per day, a footpath to both sides of

the road should be provided. Figure 21 shows those streets where a footpath is required to

both sides.

The structure plan provides for a school site that is within a pleasant walking distance for the

majority of households. Roads approaching the school site should be provided with a

footpath to both sides with one being a shared path.

Cycling

Cycling would be safe on the majority of local streets where traffic flows are less than 1,000

vehicles per day. On the neighbourhood connectors shared paths should be provided as a

safe alternative to on-road cycling. Off-street cycle routes are desirable to provide

recreational cycling opportunities in the region.

Figure 21 shows a cycle path network to the proposed residential expansion area and how

the path network can be extended to create a circular cycle path.

Public Transport

Streets identified as neighbourhood connectors would be appropriate for a bus service. A

public transport service is unlikely to be financially viable in Onslow, although private buses

can be expected to ferry workers between the townsite and ANSIA.


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Figure 21 Recommended Pedestrian and Cycle Paths (road network indicative)

Key

Shared Path Network and Footpath

Footpath both sides

Shared Path Network by others


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Traffic and Transportation ConsultantsAPPENDIX A

Modelled Traffic Volumes (x10 for Daily Volume)

Note: background indicative


Page 34 of 35

Traffic and Transportation ConsultantsAPPENDIX B

WAPC Policy 2.6


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Traffic and Transportation ConsultantsAPPENDIX C

Onslow Road / Entry Road Concept

Preferred option for yield from new access road – priority to port movements The access layout is subject to detail design to ensure appropriate visibility and speed management are achieved.

APPENDIX C

SOCIAL IMPACT STATEMENT

49


50

LAN DCORP 1

ABN 34 868 192 835

Level 6, Wesfarmers House,

40 The Esplanade, Perth WA 6000

Locked Bag 5, Perth Business

Centre, Perth WA 6849

• 08 9482 7499 08 9481 0861

[email protected]

landcorp.com.au

SOCIAL IMPACT STATEMENT PREPARED FOR THE SHIRE OF ASHBURTON LOCAL PLANNING POLICY 20

Introduction — What is a Social Impact Statement?

The Shire through its local planning policy has introduced the need for Social Impact Assessment ('SIA') as the process of analysing, monitoring and managing the social consequences of development. A Social Impact Statement (SIS') forms part of a SIA process and is a beneficial tool in discovering potential issues and informing the community in the decision making process.

Where land use proposals are subject to a requirement for community consultation the preparation of a SIS can serve to increase the flow of information to the community, Council and the proponent and assist in resolving issues of concern. The preparation of a SIS provides the community with an opportunity to identify, as part of the decision-making process, those local values that are worth protecting, the opportunities to maximise benefits and minimise negative impacts from a decision, and provide an avenue for benefits of local knowledge to be made available to the proponent.

The successful implementation of the SIA process recognises that social, environmental and economic impacts are inextricably linked. The SIA process also requires consideration of likely flow on and cumulative impacts arising from decisions made. The SIA process is also viewed as an opportunity for a proponent to identify how local community values have been taken into account, and generally to outline the potential costs and benefits of a proposal.

The Shire of Ashurton requires a SIS to be prepared for all development proposals, which are subject to a community consultation/advertising process, as well as rezoning proposals and strategic planning proposals (such as reports accompanying Development Plans etc).

It is the clear intention of the Shire that the SIS provides the information necessary to inform the public fully on proposals and reduce the potential for misunderstanding. The extent of information required in any SIS and the method of engaging in community consultation will be directly proportionate to the extent of issues generated by the scale of the proposal.

Background to the Residential Expansion of Onslow

It is widely recognised that the expansion of Onslow and the development of the Ashburton North Strategic Industrial Area are inextricably linked. The Onslow townsite expansion, including development of a general industrial area at the ANSIA will facilitate the growth of the town and ensure the long term viability and sustainability of Onslow.

Ashburton North Strategic Industrial Area

In 2008, the State Government, in response to recent substantial gas discoveries off the Western Australian coast near Onslow, determined that a new hydrocarbon processing precinct should be established to derive maximum benefit from the resource. In December 2008, the Premier announced that, "...a new Strategic Industrial Area would be created at Ashburton North, 10 km south-west of Onslow. This would provide the opportunity to establish processing facilities for the commercialisation of recent and expected future gas discoveries",

In February 2010, the Shire of Ashburton took the final step in formalising the location of the Ashburton North Strategic Industrial Area (ANSIA) by initiating Amendment 9 to the Shire of Ashburton Local Planning Scheme No. 7 (LPS7) to classify the designated area as a 'Special Control Area' (SCA) and thereby establishing clear criteria to progress Scheme Amendments and development proposals.

Chevron Australia Pty Ltd prepared a Structure Plan for the whole of the ANS1A project and was formally lodged with the Shire. The Structure Plan (referred to as the ANSIA Structure Plan) ensures development within the ANSIA is consistent with a clear and coordinated strategy. The ANS1A Structure Plan divides the project area into several stages due to the timeframe requirements associated with development of the various project components. Stage 1 consists of the land subject of known development interests as required by the foundation proponents as well as the development of a 'Future Industry Area' (FIA) incorporating downstream gas processing industries and other uses. Land with no current development intention in the short to medium term, and therefore set aside for future strategic industrial expansion, is referred to as Stage 2.

Stage 1 is further demarcated into sub-stages primarily due to the advanced planning for Chevron's Wheatstone project. Stage 1 A comprises the Wheatstone project, a port and Common User Coastal Area, (which will be managed by the Dampier Port Authority), a Multi User Access and Infrastructure Corridor (MUA IC) for the purpose of shared transport and infrastructure and a transient workforce accommodation (TWA) precinct.

Stage 1B comprises the development of the Scarborough LNG and the Macedon Domestic Gas Projects, portions of land associated with the FIA and a second Transient Workforce Accommodation (TWA) precinct. Stage 1B also includes a truncation at the corner of the eastern MUAIC to allow for safe and efficient access along the MUA IC.

Stage 1C comprises the balance of Stage 1 identified for General Industry development for which further detailed planning can be expected in the future. The LandCorp ANSIA Industrial Development Plan has been prepared for the portion of the ANSIA referred to as Stages 1B and 1C.

Proposed draft LandCorp ANSIA Industrial Development Plan, draft Amendment No 17 draft Amendment No 18

LandCorp has requested Council support for a draft LandCorp ANS1A Industrial Development Plan, draft Amendment No 17 draft Amendment No 18 for the ANSIA as follows:

2

• Draft Amendment No 17 seeks to zone land in accordance with the ANS1A Structure Plan to 'Strategic Industry' zone and 'Other Purposes — Infrastructure' reserve (Stage 1B). Draft Amendment No. 17 provides an additional area for an additional LNG plant (`Scarborough') and a site for Transient Workforce Accommodation (TWA) in the ANSIA which adjoins the Chevron TWA. Under draft Amendment No. 17, the landCorp' TWA site is proposed to be zoned 'Special Use 2', which is the same as Chevron's TWA site. The provision limiting the use of the site for constructions workers only would also apply. The draft Amendment also includes a statutory linkage to the draft LandCorp ANSIA Industrial Development Plan which ensures that any proponent that develops in Stage 1B must first achieve environmental approval and address social infrastructure contributions associated with Onslow.

• Draft Amendment No. 18 seeks to zone land (Stage 1C) to 'Industry' zone.

It should be noted that the proposed 'Scarborough' LNG site, which is only other defined LNG site in the ANSIA (apart from Wheatstone) has not been included in Scheme Amendment No. 17 and is to be addressed in a site specific amendment to the Scheme. This is to ensure a consistent approach to the rezoning of LNG sites at the ANSIA whereby it would require a 'stand alone' Scheme Amendment.

Potential Impacts on Onslow

As a result of the ANSIA development and resultant expansion in Onslow, the town is likely to experience increased demand for housing. Should ExxonMobil/BHP Billiton proceed with their proposed Scarborough LNG plant development and Onslow Salt increase its production, it is estimated that a further 230 dwellings (excluding Wheatstone) will be required after taking into account direct, indirect and consequential employment (LandCorp, DSD, DOP, 2011).

Commencement of operations for the ANS1A is likely to see a further increase in demand for residential dwellings within the town. More recent indications are that these estimates are conservative compared to the Onslow Townsite Strategy (2010). There are currently few houses available for rent in Onslow, and the inability of local housing market to absorb any significant increase in residential workforce means new accommodation will need to be built specifically to meet the needs of development in the ANSIA. There is also a current lack of temporary accommodation within the town.

The land assembly processes may be lengthy and land may not be available in time to meet demand. In addition, land supply in Onslow is constrained by flooding, airport, noise and buffer impacts. Therefore, it is anticipated that with any further population influx into the area, adequate time for planning and development needs to be allocated. Whilst those workers involved in the construction of development within the ANSIA will be housed within TWA, operational staff will be housed in Onslow. Staff specifically required for defined 'shut-down'/expansion purposes once the plants are operational could be housed in the TWA, subject to Shire approval.

LandCorp's commitment to the development of Onslow and Ashburton North

LandCorp is currently undertaking the planning for the expansion of the Onslow town site and a new General Industrial Estate in the ANS1A. This work is primarily being undertaken based on the growth generated by the development of BHPB's Dom Gas project and Chevron's Wheatstone LNG plant.

3

Industrial Development

The Ashburton North Strategic Industrial Area will comprise of mostly heavy industry hydrocarbon proponents including LNG and domestic gas processing, with the potential to also accommodate other downstream industries such as Ammonia, Ammonia Nitrate and Urea. It will also contain a State Port, associated supply base operators, and multi user pipeline and transport corridors. Heavy Industry proponents locating in the Strategic Industrial Area (Stage 1B), are expected to engage with the Department of State Development in relation to negotiating a social infrastructure contribution.

Planning for the 'General' Industrial Area (Stage 1C) is being undertaken with the intention to create freehold lots, to accommodate support service operators such as transport and logistics, and other relevant businesses for the construction and operation of the Strategic Industrial Area.

Lot sizes in this area are anticipated to be between 2ha and 10ha however if the market demands a size more than or less than this range, adjustments will be made in lot sizes to accommodate this demand. Due to LandCorp's commitment to undertake the planning and residential expansion of Onslow, which will include a range of community facilities, no contributions are required for the 'General' Industrial Area.

However, the Shire considers individual proponents at the 'General' Industrial Area will have an impact on the need for social infrastructure in Onslow. In this regard, neither LandCorp nor proponents within Stage 1C would be required to contribute to community infrastructure for Onslow unless it was associated with a wide reaching Scheme Amendment for 'developer contributions'. In any case, it is open for the Shire to consider a future amendment to the Scheme for 'developer contributions' specifically associated with community infrastructure for Onslow.

Residential expansion at Onslow

The burgeoning resources industry, including the imminent development of the Ashburton North Strategic Industrial Area (ANSIA) is likely to place significant pressures on the town of Onslow and create significant demand for housing in Onslow. The Onslow Townsite Strategy, which was prepared in 2011 by the Shire of Ashburton and Department of Planning, identifies a potential population of approximately 2,500 people by 2021, fuelled primarily by the growth of the resources sector in the northwest of WA. This places significant demand on the current infrastructure, services and housing in Onslow, which currently caters for approximately 700 people. The expansion of Onslow is to be undertaken in a staged manner as the provision of infrastructure, and other constraints are lifted. This process will allow lots to be released as soon as possible to meet initial demand, address the State's commitment to provide a site to accommodate an urban operational workforce village for Chevron and improve the land supply in order to address medium-long term land requirements.

The release of land in the short term to meet current demand and the deconstraining of land in the medium to long term needs is paramount. This will help meet demand generated not only by the oil and gas industry, but also to accommodate existing industries and the values of existing residents. In this sense, Onslow represents a microcosm of many of the challenges experienced for growth and development in out resource-rich Pilbara region. However, addressed in the early stages of the growth

4

cycle, there is the opportunity for Onslow to demonstrate where long term land and infrastructure planning can work to mitigate the adverse impacts of short term issues. Alleviation of current land shortages and delivery of critical infrastructure is crucial to the successful growth and revitalisation of Onslow.

There is a range of planning processes operating concurrently to facilitate the delivery of land in Onslow, including numerous scheme amendments, development plans and subdivisions. Population growth estimates show Onslow's current population of approximately 700 people growing to 1,500 people by 2016 and potentially a further increase to 3,300 people by 2022.

LandCorp is committed to undertaking a significant planning and land release to allow for the creation of 1,500+ residential lots in Onslow. This will culminate in a town based Structure Plan being in place by the end of 2012. In parallel, LandCorp is also undertaking a land rationalization exercise throughout the existing townsite to develop and release a number of vacant land parcels that will provide for 30-40 dwellings in 2012.

Current Planning Projects Associated with Onslow Urban Expansion

LandCorp has requested Council support for a number of Scheme Amendments, Development Plans and Subdivisions to progress the residential expansion of the townsite, these are identified in the following table along with a status of their progress.

Name Purpose Status Scheme Amendment No. 19.

Rezone portions of UCL to facilitate in-fill development.

Adopted by the Council on 21 March 2012 and referred to WAPC

In-fill Subdivision Applications

Create a number additional lots within the existing townsite.

To be lodged in early May 2012.

Scheme Amendment No. 21

Remove the density coding from land zoned 'Urban Development' to allow greater flexibility in the Development Plans.


Scheme Amendment No. 22

Rezone remaining portions of the Onslow expansion area to 'Urban Development'.


Onslow Townsite Expansion Development Plan

Provide a comprehensive planning tool to guide the expansion of Onslow to meet demand.

To be lodged in May 2012.


Guide the development of the Stage 1 area and allow the Shire to approve the Stage 1 Subdivision.

Subject of this application.

Stage 1 Subdivision Application

Deliver 223 residential lots and 2 POS reserves as the first stage of the Onslow townsite expansion.

Lodged concurrently with Stage 1 Subdivision application and Chevron Superlot Subdivision Application.

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Chevron Superlot Subdivision Application

Create a 9ha site to accommodate Chevron's operations village.

Lodged concurrently with . Stage 1 Subdivision application and Onslow Townsite Expansion Stage 1 Development Plan.

Workforce Management

Arrangements for workforce management and accommodation or construction workers associated with ANSIA will be critical to ensuring that heavy industry proponents will not impact the town of Onslow. Because no specific developments have as yet been proposed, the issue of workforce management will be individually addressed by proponents to the requirements of Council. With respect to developments within the 'General' Industrial Area, depending upon the use and development proposed, the Shire can also require individual proponents to address workforce management and accommodation or construction workers.

Conclusions

This SIS provides a summary of the potential social impacts associated with the ANSIA and the subsequent residential in Onslow.

It is widely recognised that the expansion of Onslow and the development of the ANSIA are inextricably linked. The Onslow townsite expansion is to be developed by LandCorp as part of the ongoing development (including development of a general industrial area at the ANSIA) that will facilitate the growth of the town and ensure the long term viability and sustainability of Onslow.

The SIS addresses the commitment of LandCorp to undertake a significant planning and land release to allow for the creation of 1,500+ residential lots in Onslow, whilst managing the social impacts resulting from this.

This will culminate in an overall town-based development plan being lodged in mid 2012 with an aim to have it approved early 2013. In parallel, LandCorp is undertaking a land rationalization exercise throughout the existing townsite to develop and release a number of vacant land parcels that will provide for approximately 30 dwellings at the end of 2012.

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onslow stage 1 development

Documents

infrastructure planning

expansion of onslow

development plan requirements

town of onslow

overall development

development plan objectives

planning framework

pilbara planning