14 August 2014
AGENDA ITEM 3.4
Officer: Damian Dawson Statutory Planning Branch – Planning Division Department of Planning, Transport & Infrastructure
TABLE OF CONTENTS
PLANNING REPORT PAGES AGENDA REPORT 2-11 DEVELOPMENT PLAN PROVISIONS 12-28 ATTACHMENTS LOCALITY MAP & SITE PHOTOS 28-34 ZONE MAPS AND CONCEPT PLAN 35-45 APPLICATION DOCUMENTS & PLANS 46-143 AGENCY REPORTS 144-149 COUNCIL COMMENTS 150-152 REPRESENTATION 153
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AGENDA ITEM: 3.4
Application No: 040/0952/13 KNET Reference: 8784282 Applicant: Fishermans Wharf Markets Pty Ltd Proposal: Construction of a five level building for tourist accommodation Subject Land: Lot 106 in DP 50895 Nelson Street, Port Adelaide Relevant Authority: DAC Role of the Commission: Schedule 10 – 5. Port Centre Zone Zone / Policy Area: Regional Centre Zone – McLaren’s Wharf Policy Area 44 Categorisation: Merit Notification: Category 2 Representations: One in favour of the proposal Lodgement Date: 8 May, 2013 Council: Port Adelaide Enfield Council Development Plan: Port Adelaide Enfield Council – 15 November 2012 Referral Agencies: State Heritage Unit – DEWNR, Coast Protection Board, Transport Services - DPTI Officers Report: Damian Dawson Recommendation: Refusal
PLANNING REPORT
1. PROPOSAL
The applicant seeks to construct a five level tourist accommodation facility upon the current open lot car park adjacent the Fisherman’s Wharf Markets in Port Adelaide.
The proposed facility will consist of: 61 serviced apartments 43 car parks within a reconfiguration of the existing open lot car park Reception, foyer and managers office on the ground floor adjacent the entrance of the building Conference room and outdoor deck/BBQ area Guest’s Gym A range of external materials and finishes including concrete block, painted render, aluminium sunshades, colorbond roofing and aluminium window frames
The proposed building will have a maximum height of 16.7 metres to the roof parapet. The finished floor level of the ground floor is set at 3.95AHD which would result in it being raised approximately 750mm to 1.65 metres above the existing site level at the northern and southern ends of the building respectively.
The proposed building will be built to the northern and north western boundary of the site adjacent to the wharf, Nelson Street and the Birkenhead Bridge. A new single width crossover is proposed with a left turn out only onto Nelson Street, adjacent to the south western corner of the building.
Application details are contained in the ATTACHMENTS.
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2. DEVELOPMENT PLAN POLICY SUMMARY
The subject land is located within the McLaren’s Wharf Policy Area 44 of the Regional Centre Zone within the Port Adelaide Enfield Council Development Plan.
The Regional Centre Zone is the primary focus for business and commercial services for the region. An increase in residential population and tourism, cultural and recreational uses is sought alongside and integrated with the commercial elements within the zone. The redevelopment of vacant and underutilised sites is desired, along with an overall increase in development and activity within the centre.
The provisions seek an integrated and thoughtful approach to development within the zone, with a focus on pedestrian connectivity and amenity as well as a reinforcement of the unique character and history of the Port. Given the current under-developed nature of the centre a number of concept plans have been produced to guide development within the area. The subject land is shown within the McLaren’s Wharf Concept Plan PAdE/37. The concept plan designates a 4 storey height limit for the site and shows the Inner Harbour Ring Route/Public Promenade along the northern boundary, and a portion of the north west boundary, of the site adjacent the wharf.
The McLaren Wharf Policy Area and Regional Centre Zone provisions have a strong focus on new development having a scale, bulk, form, detailing and materials and finishes that reflect and enforce the maritime and industrial character and heritage of the Port.
The State Heritage Area adjoins the site to the south on the southern side of Robe and Nile Street.
Development adjoining the waterfront, public spaces and promenades such as the subject land should provide active land uses at ground floor level as well as interest, surveillance and shelter.
3. DESCRIPTION OF THE SITE AND LOCALITY
The subject land is located adjacent to McLaren’s Wharf, Port Adelaide, and is described as follows:
Lot No Street Suburb Hundred CT Reference Lot 106 in DP 50895 Nelson Street Port Adelaide Port Adelaide 5585/354
The subject land consists of the Fisherman’s Wharf Markets and associated open lot car park and is bounded by the Port River to the north, the Port Adelaide Lighthouse to the east, Nelson Street to the west and North Parade, Robe and Nile Streets to the south.
The proposal seeks to develop the western end of the subject land – the subject site – located between Nelson Street and the western end of the Fisherman’s Wharf building, Shed 1. The subject site is currently used as an open lot public car park.
Additional site photographs are contained in the ATTACHMENTS.
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Subject site
Figure 1: Subject site and locality
Figure 2: Subject site
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Figure 3: Subject site with Fisherman’s Wharf Market Shed 1 in the background
Figure 4: Existing promenade along the front of the subject site, looking east
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4. AGENCY COMMENTS
State Heritage Unit
The proposal was referred to the State Heritage Unit of DEWNR for comment on behalf of the Minister for Sustainability, Environment and Conservation on account of the subject site being located adjacent to a State Heritage Area and to the State Heritage listed Birkenhead Bridge.
In summary the Minister’s delegate has reviewed the proposal and concluded that the proposal would: have little impact on the heritage values of the State Heritage Area; not have a significant impact upon the limited views available of the Birkenhead Bridge from the south; have a significant impact upon the views and setting of the bridge when viewed from locations along and on the river as well as from the bridge itself;
The impact upon the visual context of the bridge was considered to be a result of the following: The height of the proposed development is out of scale with Wharf Shed 1 (which is the major built form component of the bridge’s immediate visual context), and with other existing built form in the vicinity of the bridge. The form, massing, architectural design, materials, colours and finishes of the proposed development do not demonstrate sufficient responsiveness to the visual context of the State heritage place or to the prevalent built form character of Port Adelaide.
The Minister’s delegate has recommended that the application in its current form should not be granted consent.
The State Heritage Unit comments are contained in the ATTACHMENTS.
Transport Services Division
The proposal was forwarded to the Transport Services Division (TSD) of DPTI for comment on behalf of the Minister for Transport due to there being a new exit proposed to Nelson Street, a State controlled arterial road.
TSD have indicated that they are supportive of the proposed exit point.
The TSD comments are contained in the ATTACHMENTS.
Coastal Protection Board
The proposal was referred to the Coastal Protection Board on account of its proximity to the Port River.
No comment has been received from the Board within the statutory time limit.
5. DPLG Comments
Government Architect
The proposal does not trigger any requirement for a statutory referral to the Government Architect.
The application was lodged in May 2013, at which time is was received as a fully detailed and designed proposal. No informal referral was undertaken to the Government Architect given that
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the design development stage had already been completed. The Government Architect has previously indicated that the design stage of the process is where he may be willing to be informally involved, rather than providing purely a critique of the proposal once it is lodged.
An element of urban design and contextual advice has been provided by both the State Heritage Unit and Council’s Heritage Advisor discussed above and below.
6. COUNCIL COMMENTS
Council provided the following comments in regards to the proposed tourist accommodation:
Road and Stormwater: Council will require stormwater management plans for the proposed development with site levels and stormwater management and drainage details. This can form a condition on any planning consent. The Amended Site Plan for 952/13 dated 22/5/2014 by Hardy Milazzo shows that there is a transformer that partly lies within council’s land. Council asks that the transformer be re-located such that its entirety is located within the proposed development site. Amended plans are required to show this. The Amended Site Plan for 952/13 dated 22/5/2014 by Hardy Milazzo also shows that there is what appears to be a balcony that overhangs onto the stormwater easement marked J. Details such as height, dimensions etc of the balcony are required to ensure that it does not impair any future required stormwater works by the council.
Traffic: The plan shows bike racks obstructing access between the disabled carparks and the ramp.
Built Form: It is considered that the design of the building depicted in the amended elevations for 952/13 dated 22/5/2014, has less articulation and visual interest than the superseded elevations. Council will however defer to the comments provided by Heritage SA’s architectural advisor in relation to this.
Additional comment was provided by Council’s Heritage Advisor in relation to the design and appearance of the proposal and the contextual relationship with the established character and heritage of the locality. The advisor’s concerns have been summarised as follows:
The design is considered to be repetitive and rectilinear with a lack of variation to the window proportions and roof form which results in a distinctly flat appearance The external materials and finishes proposed are not considered to relate to the context of the area An increase in the variation in the texture of materials is recommended along with more traditional materials such as red brick and corrugated sheet Further amendments are required so as to better reflect the wharf context and the traditional characteristics of the locality
It is not clear from the comments provided as to whether or not Council are supportive of the proposal as a whole in its current form.
The comments received from Council’s Heritage Advisor are contained within the ATTACHMENTS.
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7. REPRESENTATIONS
One representation was received during the Category 2 public notification indicating that they were in favour of the proposal.
The representation is contained in the ATTACHMENTS.
8. PLANNING ASSESSMENT
The following elements are considered to be of the most relevance to the assessment of the proposal against the Development Plan. The relevant provisions of the Development Plan are provided at the conclusion of this report.
Land Use
The proposed use of the building for tourist accommodation is supported and specifically listed as a desired form of development within PDC 1 of both the Regional Centre Zone and the McLaren’s Wharf Policy Area. The Development Plan seeks to increase visitor numbers within the Port, with a view to promoting the area as a major tourist destination within the State. The proposed land use will assist in the delivery of this vision through increased opportunity for visitors to stay overnight within the area.
The proposed use is likely to result in a degree of additional economic benefits for the area, and support the general revitalisation of the Port, through an increase in spending at surrounding commercial premises and tourist facilities.
Activation
There is a strong desire within the Development Plan to activate the Regional Centre as well as the wharf and waterfront areas. This activation is to occur through the development of a mixture of land uses and an increase in residential population to create a critical mass of people. The proposal will achieve this desire through the accommodation of visitors in the area however what is also sought is the provision of interesting, active and engaging public and private spaces at ground level to attract visitors and residents and provide them with a reason to stay longer and return in the future. In particular the provisions seek carefully designed and detailed public spaces and active uses at ground level along the waterfront with an active public promenade along the wharf connecting the variety of uses along its length.
Zone PDC 47 encapsulates the general intent of the Development Plan in this regard:
47 Buildings constructed adjacent to the public promenade, public plazas, public reserves, main roads and edges of public spaces should be designed to: (a) maintain an active interface through architectural detail and interest in skyline and pedestrian levels (b) maintain the continuity of streetscape with streets and public spaces defined by consistent building frontages at the street alignment (c) maximise solar access and limit overshadowing of these areas (d) protect the amenity of residents at ground level (e) protect pedestrian amenity (f) not result in visual domination (g) provide for varied and attractive building elevations. This is supported by Zone PDC 84 which notes that within the McLaren’s Wharf Policy Area ‘the ground floor of development adjacent to the public promenade ... should accommodate, where possible, mixed uses, including small scale home office uses to increase the level of public activity at the edges of these spaces and provide diversity in the urban environment’. Page | 8
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The proposal does not provide an active facade or ground floor uses as envisaged by the Development Plan to the northern elevation fronting the wharf promenade or to the majority of the Nelson Street frontage. It seeks to construct the building abutting the northern boundary with guests rooms located adjoining the walkway. Zone PDC 56 seeks a minimum width of 8 metres for the promenade along the length of the waterfront. The proposed siting of the building upon the boundary line will leave the existing 3 metre wide footpath along the wharf (upon public land) but does not seek to increase this width in line with PDC 56 or make any improvements to the quality of the public space provided.
The active uses within the development proposal, such as the office, foyer, reception and conference facilities, are to be located at the southern end adjoining the car park and a portion of Nelson Street. Whilst it is recognised that some of these functions are required at the southern end of the building, given that guests will initially arrive from this direction, it is considered that the absence of any real activity along the waterfront is a missed opportunity not only for the development itself but for the broader waterfront and Port region.
The proposed ground floor level of 3.95AHD satisfies the minimum floor height for development within 8 metres of the water’s edge as sought by Zone PDC 65. The result of this however is that the ground floor will be approximately 750mm to 1.65 metres above the existing site level. Such a height difference significantly impairs the ability of the proposal to activate or relate to the adjoining public spaces or street frontages. It is noted that PDC 65 does allow for the consideration of a lower floor level where ‘reasonable technical arguments in relation to the effects of land subsidence and wave effects demonstrate that the lower levels provide adequate protection’. The applicant was asked to re-consider the proposed floor level during the assessment, however no changes were offered.
It is considered that whilst the proposed use does have the potential to bring people to the area the design and layout of the building and lack of active uses to the ground floor level fronting the promenade fails the clear intent of the Development Plan for a wharf front that is active and engaging.
Design and appearance
The Desired Character Statement of the McLaren’s Wharf Policy Area notes that:
Buildings immediately to the west of Wharf Shed 1 will be of a mixed use nature, and of a height, scale and architectural form that reinforce the waterfront character and protect and respect the historic character of development in adjacent policy areas. This is reinforced by Zone PDC 82 which seeks the development of buildings along the waterfront that incorporate ‘design elements and materials which reflect the character of older maritime/industrial buildings nearby’. Zone PDC 34 further notes that external materials should reflect, and reinforce, the historic, maritime character of the zone wherever practicable.
The proposed building is of a modern design and form, utilising a mixture of modern materials such as concrete block, painted render, aluminium sunshades, colorbond roofing and aluminium window frames. The character of the Port and surrounding buildings is generally of a lower scale to that of the proposed building with a range of timber, brick and corrugated sheet materials used. Council’s Heritage Advisor, and to a lesser degree the SHU, have commented that the proposal does not adequately consider or reflect the setting or context within which it is to be located. I agree with this view and am of the opinion that overall whilst the proposal is considered to be a fair and reasonable design, with a degree of articulation and interest, it does not provide the high quality and considered approach that is sought for waterfront development within the Regional Centre.
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It is considered that the proposal fails to satisfy the desire of Policy Area PDC 15 for new buildings to:
‘.....respect the form, scale and design of the historic townscapes immediately south of the area and create contemporary architecture which is innovative, functional and attractive. Architectural themes evocative of the area's maritime and industrial heritage should be incorporated’.
It is noted that at 5 storeys in height the proposal exceeds the 4 storey maximum height for the subject site. This of itself is not considered to be fatal to the assessment of the proposal. In my opinion it does however mean that a more refined design is required so as to ensure that the additional height does not unduly impact upon the existing character of the locality. The current bulky rectilinear form does not adequately address the desire of the numerous provisions that seek a form and scale of development appropriate for the area, particularly within key landmark sites within the port, such as the subject site.
Heritage impact
It is noted that the subject site is located adjoining the State Heritage Area. The SHU has noted that the proposal is unlikely to negatively impact upon the character or setting of the heritage area.
The site is adjacent to the Birkenhead Bridge, a State Heritage place. The SHU have commented that they are of the opinion that the ‘form, massing, architectural design, materials, colours and finishes of the proposal do not demonstrate sufficient responsiveness to the visual context of the State heritage place’.
I am of the view that the impact of the proposal upon the context of the bridge is difficult to determine given the nature and form of the bridge itself. I would agree that the proposal does not adequately consider or enhance its setting within the locality and that this in turn would have some impact upon the visual context of the bridge when viewed from the north.
Traffic, parking and servicing
It is generally considered that the proposed access, parking and servicing arrangements are satisfactory. The new left turn only exit to Nelson Street has been reviewed and approved by the TSD and Council.
The proposal initially located the car parking within a basement level, which had the ability to improve the general appearance of the site. This was amended however based upon cost considerations. The current proposal to simply amend the existing at grade, open lot car park is supported as it allows views through to the waterfront and is not considered to significantly detract from the locality.
It is noted that a number of improvements have been made to the pedestrian circulation within the car parking area and adjoining the main entrance such that it is now acceptable.
The location of the service area adjacent to the main entrance and car park is problematic due to the visual impact of the loading dock and screened waste storage area and for the potential conflict between service vehicles, cars and pedestrians. Given the high degree of visibility of the building from all angles it is considered that the location of the loading and waste area on the eastern side is the best location, away from the waterfront and Nelson Street frontage.
9. CONCLUSION
The subject land, and in particularly the subject site, are key elements within the redevelopment of the Port Adelaide Regional Centre and waterfront. A tourism accommodation facility of this scale has the potential to kick-start the revitalisation of the area and to draw visitors and tourists to the locality. These visitors in turn are likely to create a demand for other services and facilities
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within the region which may start to tip the balance required to redevelop other adjoining and nearby sites.
Whilst the proposal is commended for its potential to draw visitors to the region it is felt that it does not do enough in terms of the architectural design and fit of the building within the existing context of the site nor does it provide the interest and activity sought at ground level. Whilst these elements may not be fatal to other proposals it is considered that Council’s Development Plan displays a strong intent in this regard and rather than wanting development per se it sets a higher standard for these key sites adjacent to the waterfront. I am of the view that the higher standard set is a reflection of a desire for the development of key sites to be undertaken in such a way that over the long term they will drive and deliver the broader revitalisation outcomes sought for the Port as a whole.
Whilst the proposal is not considered to be seriously at variance with the Development Plan it does not display a sufficient level of compliance with the relevant provision to warrant Development Plan Consent.
10. RECOMMENDATION
I recommend that the Development Assessment Commission:
1) RESOLVE that the proposed development is NOT seriously at variance with the policies in the Development Plan.
2) RESOLVE to REFUSE Development Plan Consent as the proposal does not display a sufficient degree of compliance with the relevant provisions of the Port Adelaide Enfield Council Development Plan, and in particular it is not considered to have satisfied the following:
McLaren’s Wharf Policy Area 44 Objective 5 PDC’s: 8, 13, 15 and 17
Regional Centre Zone Objectives 10 and 12 PDC’s: 34, 36, 47-50, 53, 56 and 82-85
…………………………………………………. Damian Dawson CONSULTANT PLANNER STATUTORY PLANNING BRANCH (DPTI)
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PORT ADELAIDE ENFIELD COUNCIL DEVELOPMENT PLAN (CONSOLIDATED 15 NOVEMBER, 2012)
MCLAREN WHARF POLICY AREA 44
OBJECTIVES 1 Mixed tourism, recreational and residential development of diverse character which capitalises on its access to the waterfront. 2 Development in accordance with Concept Plan Map PAdE/37 - McLaren’s Wharf Policy Area. 3 The development of an effective visual and physical connection between the traditional centre of Port Adelaide and the waterfront areas. 4 Conserve and re-use the majority of Wharf Shed 1 and buildings of heritage significance. 5 Development that contributes to the desired character of the policy area.
DESIRED CHARACTER The policy area will be the cornerstone identity of the Port Adelaide Waterfront, comprising an appealing location and a gateway leading people to the Port Adelaide River. The termination of Commercial Street at the Waterfront, Lighthouse Square, together with the full or partial retention of Wharf Shed 1, will be the focus of the policy area, with tourism activities, markets and small scale retailing located around the Square. Buildings immediately to the west of Wharf Shed 1 will be of a mixed use nature, and of a height, scale and architectural form that reinforce the waterfront character and protect and respect the historic character of development in adjacent policy areas. Buildings developed along the waterfront will create strong visual links back to St Vincent Street and the core of the heritage centre beyond. Buildings and spaces will be sympathetic in scale and form with the rich architectural heritage of existing buildings in and adjacent to the policy area. Waterfront activity will complement and regenerate activity within the Port Adelaide Centre whilst contributing to the vitality of adjacent developments including the Douglas Mawson TAFE. An integrated transport network for this area will involve both public and private transport. Public transport will serve the end of Commercial Street, drawing visitors right into the heart of the Port from the City of Adelaide. A high degree of pedestrian activity and amenity will occur throughout the policy area with particular focus on the waterfront promenade. Pedestrian activity will be encouraged to link with adjoining policy areas. Off street parking areas including multi-level decks accessed from Nile Street will support traders and visitors. Public car parking areas will be provided within the TAFE site adjacent to Nile Street and on land to the south-west of Wharf Shed 1, either in the form of attractively landscaped open car parks or as covered car parking within two and three storey buildings, with building elevations designed to disguise the car parking function within. Street frontages to any car parking facilities to the east of Nelson Street will have active land uses to reinforce the level of tourist and pedestrian activity. Envisaged land-uses in the Policy Area include a range of tourism development, recreation and education uses as well as residential accommodation that overlooks the Port Adelaide River. Expansion of civic and community facilities from adjacent policy areas are also suitable. The development of marinas and restaurants, cafes and other tourism and public recreational uses in appropriately designed structures on the Port Adelaide River and projecting from the waterfront is encouraged, provided it does not interfere with harbour activities.
PRINCIPLES OF DEVELOPMENT CONTROL
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Land Use 1 The following forms of development are envisaged in the policy area: tourist accommodation Form and Character 2 Development should not be undertaken unless it is consistent with the desired character for the policy area. 3 Development should be consistent with Concept Plan Map PAdE/37 - McLaren’s Wharf Policy Area. 4 Shops other than markets should be small-scale primarily serving tourists and future residents. 5 Development overlooking the Port Adelaide River should include medium density to high density residential development. 6 New industrial development and the expansion of existing industrial development, other than that associated with art/craft production, should not occur. 7 Offices should not be developed unless they are ancillary to and in association with another development. 8 Development immediately to the west of the retained part of Wharf Shed 1 should: (a) complement the architectural form of the Wharf Shed 1 building (b) include non-residential uses at ground level to promote tourist activity. 9 Vacant or under utilised land should be used for car parking and other temporary uses such as markets until more permanent uses can be established. 10 A continuous public promenade should: (a) be created along the waterfront in accordance with Concept Plan Map PAdE/37 - McLaren’s Wharf Policy Area (b) incorporate a clearly defined area for pedestrians and cyclists (c) provide adequate shade, shelter, and public seating areas (d) provide convenient, safe and attractive links to adjoining areas (e) incorporate urban elements to support and facilitate water activities and public events (f) have a minimum width of 12 metres, extending to 15 metres in front of key tourism uses. 11 Development should avoid the generation of high traffic volumes at the intersection of North Parade and Nelson Street. 12 The public transport network should be incorporated into the urban plaza at the termination of Commercial Street providing an attractive, vibrant and safe public facility with adequate seating and shelter to transport and shops. 13 Development should encourage and facilitate a safe and direct crossing for pedestrians and cyclists at the southern end of the Birkenhead Bridge, to provide a continuous public pedestrian and cyclists promenade across the entire policy area. 14 Development should take advantage of waterfront views and provide generous views and passages through to Port Adelaide River from the Port Adelaide State Heritage Area Policy Area 48. 15 New buildings should respect the form, scale and design of the historic townscapes immediately south of the area and create contemporary architecture which is innovative, functional and attractive. Architectural themes evocative of the area's maritime and industrial heritage should be incorporated. 16 Development adjacent to Black Diamond Square should: (a) enhance its spatial qualities and amenity Page | 13
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(b) maintain the visual dominance of the lighthouse as the major landmark at the end of Commercial Road. 17 Buildings should be sited so as to create a variety of interesting pleasant and useful public spaces along the waterfront. 18 Linear building forms should define the waterfront promenade and provide frequent pedestrian spaces and links which: (a) enable public access (b) provide views to the waterfront. 19 Development adjacent to Nelson Street, Nile Street and St Vincent Street should be situated close to or abutting these frontages. 20 Development along the waterfront and abutting Nelson Street, Nile Street and Lighthouse Square should incorporate building facades not less than two storeys high. 22 Development should provide adequate landscaping within each site, and landscaped public spaces where appropriate. At the waterfront, a durable paved, carefully detailed, continuous and well finished public promenade should be provided. Particular care should be taken to ensure that the landscape interface between this area and the adjoining Historic Conservation Area is compatible with the heritage value of that policy area.
REGIONAL CENTRE ZONE OBJECTIVES 1 A centre representing the primary focus for business and commercial services for the region, outside the central business district of Adelaide, providing a full range of shopping, administrative, cultural, community, entertainment, education, religious and recreational facilities, and public and private office development. 2 A centre providing a focus for public transport interchanges and networks. 3 Development of a visually and functionally cohesive and integrated regional centre. 4 A substantial increase in the number of residential dwellings, resident population and provision of accommodation and services for a wide range of people and household types, including the provision of affordable housing for low to moderate income households. 5 A centre accommodating high density residential development in conjunction with non- residential development. 6 A more intense optimal use of vacant and under-utilised land, buildings and the inner harbour of the Port Adelaide River. 7 A centre accommodating a range of residential development types including high density in conjunction with non residential development. 8 The further development of tourism, cultural and recreational facilities related to Port Adelaide's unique maritime and commercial heritage and character, and promotion of the zone as a major State tourism destination. 9 The conservation and enhancement of items and areas of significance to the zone's unique maritime and commercial heritage, townscape, waterscape and landscape character. 10 The reinforcement of those parts of the zone which have distinctive and valued architectural and townscape characters with compatibly designed new buildings, where their scale, height, mass, setbacks and materials enhance the character of the zone. 11 The temporary use of vacant or under-developed land which is not likely to be the subject of long term development in the short term. 12 The establishment of a safe and convenient pedestrian movement network within the zone, incorporating pedestrian access along streets, safe road crossings, malls, arcades and squares,
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waterfront promenades and paths, together with increased public access to the waterfront and appropriate links to areas adjoining the zone. 13 The improvement of the zone’s image and amenity through: (a) upgrading and landscaping of public streets and spaces (b) reduction of conflicts between incompatible activities (c) reduction of conflicts between vehicular and pedestrian movements. 14 The establishment of strategically located and accessible car parks to serve Centre users and visitors. 15 The establishment of an ‘Inner Harbour Ring Route’, in the form of a continuous off-road path, enabling pedestrians and recreational cyclists to safely travel along the waterfront which connect to surrounding bicycle routes, residential areas, shops, schools, train stations, transport hubs, museums, markets and other tourist attractions, as shown on the following concept plan maps: (g) Concept Plan Map PAdE/37 - McLaren’s Wharf Policy Area 16 Development that contributes to the desired character of the zone. 17 The rehabilitation of blighted and underutilised waterfront land.
DESIRED CHARACTER Port Adelaide was South Australia’s first commercial Port. The zone captures and celebrates this history while embracing new ideas, innovation and development and supporting a vibrant, creative and sustainable community. The heritage of the Port Adelaide Centre will be valued in its revitalisation, focusing on active main streets, waterfront promenades and the Port Adelaide River. The centre will be an easily accessible regional centre within metropolitan Adelaide offering lively cafes, shops and pubs together with residential, commercial, tourism, cultural and leisure activities providing rich and rewarding experiences. Investment in commercial enterprise and residential activity will provide an attractive opportunity to live, work and play in a unique environment. The centre will be a collection of pedestrian friendly and inspirational spaces to explore, savour and enjoy, allowing locals and visitors alike to soak up the unique atmosphere, a melting pot of historic quality and new found confidence. A strategic approach to the centre’s future will energise the area and facilitate iconic development on key sites that support economic and residential growth. The Port Adelaide Centre will: (a) celebrate the waterfront, with the centre actively connecting with the Port Adelaide River (b) feature enhanced city streets, with green space, trees and street furniture (c) support a diverse community that respects its indigenous heritage (d) promote the Port’s history, with the history of the area brought alive to frame a modern, progressive city (e) provide a welcome for visitors, and a family friendly destination providing a range of experiences (f) facilitate coming and going, as an easily accessible centre and tourist destination (g) ensure a city for people, with promenades and streets for people to stroll, pause and enjoy.
PRINCIPLES OF DEVELOPMENT CONTROL Land Use Page | 15
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1 The following forms of development are envisaged in the zone within suitable policy areas: tourist accommodation. 2 Development listed as non-complying is generally inappropriate. 3 High-density residential development, including affordable housing, and development comprising a variety of residential and non-residential uses should not prejudice the operation of existing or future retail activity within the zone. Form and Character 4 Development should not be undertaken unless it is consistent with the desired character for the zone. 5 Development should be designed and sited to promote linkages between the various developments within the centre and adjoining main roads. 6 Facilities within the centre should be sited and designed with a view to promoting after-hours use to reinforce the centre as the focus of social activity in the region. 7 Development should occur in accordance with the following concept plan maps: (a) Concept Plan Map PAdE/27 - Port Adelaide Centre Traffic and Transport (b) Concept Plan Map PAdE/28 - Port Adelaide Townscape and Waterfront Development Areas) (c) Concept Plan Map PAdE/29 - Port Adelaide Key Visual Elements. 8 Development should be located, staged and designed such that vacant or under utilised land and buildings are redeveloped or recycled for more appropriate uses. 9 The consolidation of compatible uses should be achieved through: (a) the provision of shared car parking and service areas (b) provision of pedestrian arcades and paths. 10 Land adjacent to the Port Adelaide River not required for port or shipping activities should be progressively redeveloped for a range of the following uses where consistent with the intent for each policy area: (a) community uses (b) medium and higher density residential uses (c) recreation (d) tourism. 11 Recreational and tourism development, such as the following, should be developed on the Port Adelaide River in locations where boating and harbour activities can be undertaken safely and conveniently: (a) marinas (b) maritime museum uses (c) ferry services. 12 Tourist development should be situated in defined and readily accessible nodes, particularly adjacent to, and on the Port Adelaide River and associated public promenade within the following policy areas: (f) McLaren’s Wharf Policy Area 44 13 Major shops and groups of shops should be concentrated within the Mainstreet Policy Area 43 and within the Retail Core Policy Area 51. 14 Residential accommodation at medium and higher densities should be encouraged within suitable parts of the zone and especially adjacent to the Port Adelaide River and within those policy areas which encourage such development.
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15 Public open space should be: (a) provided in a variety of forms including a publicly accessible waterfront promenade, public reserves and public plazas (b) designed as an integral part of the overall development proposed for each policy area. 16 Public reserves should be designed to ensure that at least 50 per cent of the reserve receives a minimum of 3 hours of direct solar access in mid winter. 17 Public reserves, plazas, promenades and other open space should be designed to include public art and clearly defined nodal points which relate to existing site features and contemporary features and interpretative elements. 18 Development should provide for and facilitate pedestrian access between compatible adjoining developments through one or more of the following: (a) arcades (b) courtyards (c) malls (d) paths through parking areas. 19 Development should provide sufficient off-street car parking to meet its anticipated parking demand either on the subject land or on another appropriate site within the locality. The provision of lesser amounts of car parking may be appropriate where: (a) the site is located within the designated area of a gazetted car parking fund established under the Development Act 1993 (b) an agreement is reached between the Council and the applicant for a financial contribution in lieu of the shortfall of required car parking spaces at a contribution rate per car parking space in accordance with the gazetted car parking fund. 20 Car parking areas, including decked car parking, should not: (a) intrude upon, or interrupt the continuity of built-form desired along major street frontages in the zone (b) detract from areas of architectural or townscape value. 21 Multi-level car parks should: (a) be designed as buildings that contribute to the built form character within the policy area in which they are located (b) take account of the desired character of adjacent policy areas, particularly within the: (i) Port Adelaide State Heritage Area Policy Area 48 (ii) Woolstores Policy Area 54 (c) include ground level uses adjacent to street frontages, such as: (i) office (ii) shop (iii) tourist development. 22 Development should be compatible with and reinforce the rich, historical and highly urbanised townscapes within the zone. 23 Development should respect, but not mimic, existing 19th century building forms and townscapes of significance. 24 Development within the areas for ‘Townscape Conservation’ shown on Concept Plan Map PAdE/28 - Port Adelaide Townscape and Waterfront Development Areas should conserve and enhance the existing 19th and early 20th century building forms.
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25 Buildings should be situated close to or abutting street frontages, particularly on corner sites, to reinforce the prevailing townscape character within the zone. 26 Development should be sited to ensure that original grid street layouts within the centre are retained and wherever possible, re-established. 27 Large landscaped or other open areas should not be developed fronting on to Commercial Road and St Vincent Street. 28 Development should be sited to provide view lines and reinforce existing vistas indicated on Concept Plan Map PAdE/29 - Port Adelaide Key Visual Elements. The view corridors should: (a) take the form of one or more of the following: (i) public road reservations (ii) public reserves (iii) wider spaces between buildings (b) incorporate pedestrian linkages (c) have a minimum width of 17.5 metres if identified as a major view corridor (d) have a minimum width of 12 metres if identified as a minor view corridor. 29 The siting, form and scale of buildings on corner sites should be designed to: (a) increase the presence of built form on street intersections (b) address both street frontages (c) minimise unusable open space on the street frontages. 34 Materials incorporated in development should reflect, and reinforce, the historic, maritime character of the zone wherever practicable. 35 Landscaping and vegetation should achieve a balance between the use of indigenous and exotic plants and trees. 36 Development should incorporate a high degree of architectural quality with building design adequately addressing: (a) compatibility in terms of form and scale with existing buildings and the desired character statement of the relevant policy area (b) interest and diversity (c) public domain interface (d) a high quality streetscape (e) building height (f) massing and proportion (g) facade articulation (h) elements such as eaves, sun shading devices, entries and balconies. 37 Roof designs should: (a) contribute to the overall design and performance of buildings (b) be integrated into the overall facade and composition of buildings (c) be articulated by breaking down mass in order to relate to the context of surrounding buildings (d) screen air conditioning and building services plants from ground level public views (e) minimise their visibility from adjacent buildings.
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46 Development with frontages to areas of the public domain including promenades, plazas and public reserves should be designed and of a height to achieve a human scale and to maximise solar access to the public areas. 47 Buildings constructed adjacent to the public promenade, public plazas, public reserves, main roads and edges of public spaces should be designed to: (a) maintain an active interface through architectural detail and interest in skyline and pedestrian levels (b) maintain the continuity of streetscape with streets and public spaces defined by consistent building frontages at the street alignment (c) maximise solar access and limit overshadowing of these areas (d) protect the amenity of residents at ground level (e) protect pedestrian amenity (f) not result in visual domination (g) provide for varied and attractive building elevations. 48 Larger landmark buildings should be broken into smaller vertical sections by appropriate facade treatments and distribution of mass, setbacks and ground level articulation/uses. 49 Larger landmark buildings should be at an appropriate scale at ground level to create a pleasant, comfortable and well-proportioned pedestrian environment at a human scale. 50 Larger landmark or tower buildings should incorporate a podium level or secondary/adjoining building element to the street, plaza or promenade edge to: (a) preserve a pleasant pedestrian environment (b) create consistent building frontages at the street, plaza or promenade alignment (c) assist to deflect wind downdrafts from penetrating to street level plazas and promenades. 53 Development should encourage and facilitate the provision of a continuous pedestrian and cyclist ‘Inner Harbour Ring Route’ including connections to nearby bicycle routes, schools and stations as shown on following concept plan maps: (g) Concept Plan Map PAdE/37 - McLaren’s Wharf Policy Area Waterfront Development 54 The following Principles of Development Control apply to the waterfront development area shown on Concept Plan Map PAdE/28 - Port Adelaide Townscape and Waterfront Development Areas. They are additional to those expressed for the Regional Centre Zone and those expressed for the whole of the Council area. 55 Development should be staged to provide for the orderly redevelopment of all policy areas along the waterfront. 56 Development should create and enhance a public promenade with a minimum width of 8 metres along the waterfront that achieves: (a) continuous public pedestrian and cyclist access (b) convenient, safe and attractive linkages between sections in areas of high pedestrian or cycle traffic and in front of key tourism uses (c) allowance for infrastructure provision and flood mitigation. 57 Where appropriate development should provide and facilitate access from the public promenade, shown in Concept Plan Map PAdE/27 - Port Adelaide Centre Traffic and Transport, to the water for fishing and other recreational activities. 58 Parts of the waterfront adjacent to the public promenade shown in Concept Plan Map PAdE/27 – Port Adelaide Centre Traffic and Transport should be made available for: (a) active public uses for tourist related and harbour activities Page | 19
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(b) the use of small river craft and tourist boats. 59 Public promenades, plazas and reserves should incorporate public art and remnant port related archaeological or industrial infrastructure items which are easily identifiable and fully integrated into the public environment. 60 The development of marinas, restaurants, cafes and other tourism and public recreational uses in appropriately designed structures on the Port Adelaide River and projecting from the waterfront may be developed provided they do not interfere with harbour activities, the free movement of pedestrians and cyclists along the promenade, nor threaten the role of the core centres in Mainstreet Policy Area 43 and Retail Core Policy Area 51. 61 Public promenades should accommodate, where appropriate: (a) wharf infrastructure (b) street furniture (c) alfresco dining (d) landscaping. 62 Public plazas and public reserves should be provided adjacent to the pedestrian promenade to provide for larger outdoor public events and gathering spaces adjacent to the waterfront in accordance with concept plans for all policy areas within the zone. 63 Public reserves, other than those located within the North Bank Policy Area 46, should have a minimum area of 2000 square metres. 64 Public plazas should have a minimum of 1500 square metres other than where a public plaza abuts a promenade, where the area of the promenade should be inclusive in the calculation of the area (for the length that the promenade abuts the plaza). 65 Development within 8 metres of the waters edge should not have a habitable floor level less than AHD (Australian Height Datum) 3.95 metres. Where basement or under croft car parking is proposed, it should be designed to provide a sill height of not less than 0.25 metres lower than the habitable floor level or a barrier to prevent inundation of the basement or under croft area. These levels can be reduced where reasoned technical arguments in relation to the effects of land subsidence and wave effects demonstrate that the lower levels provide adequate protection. The form and layout of development should be designed to enable future flood protection against a further 0.7 metres of sea level rise and additional land subsidence by 2100. 66 Development set-back 8 metres or more from the waters edge should be protected against wave effects and not have a habitable floor level less than AHD (Australian Height Datum) 3.65 metres. Where basement or under croft car parking is proposed, it shall be designed to provide a sill height of not less than 0.25 metres lower than the habitable floor level or a barrier to prevent inundation of the basement or under croft area. These levels can be reduced where reasoned technical arguments in relation to the effects of land subsidence and wave effects demonstrate that the lower levels provide adequate protection. The form and layout of development should be designed to enable future flood protection against a further 0.7 metres of sea level rise and additional land subsidence by 2100. 69 Buildings should not exceed the number of storeys as indicated on the following relevant concept plan maps: (g) Concept Plan Map PAdE/37 - McLaren’s Wharf Policy Area 70 Building depth should enable views for apartments and promote natural ventilation where possible. 71 Development should be sited to take advantage of waterfront views and activities. 82 Development along the waterfront should comprise bold, robust architectural forms with articulated and modelled facades which may incorporate pitched roofs, balconies, verandas, and other design elements and materials which reflect the character of older maritime/industrial buildings nearby.
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83 The design scale and form of new buildings should integrate with the design, form and scale of adjacent heritage buildings, using design elements reflecting maritime themes associated with typical port operations. 84 Within Hart’s Mill Policy Area 42, McLaren’s Wharf Policy Area 44, Dock One Policy Area 39, and within Port Approach Policy Area 49, the ground floor of development adjacent to the public promenade, public plazas and public reserves should accommodate, where possible, mixed uses, including small scale home office uses to increase the level of public activity at the edges of these spaces and provide diversity in the urban environment. 85 Development should encourage and facilitate the provision of a continuous ‘Major Pedestrian/Cycle Path’ and ‘Inner Harbour Ring Route’ public promenade including connections to nearby bicycle routes, schools and stations as shown on the following concept plan maps: (a) Concept Plan Map PAdE/27 - Port Adelaide Centre Traffic and Transport (b) Concept Plan Map PAdE/37 - McLaren’s Wharf Policy Area. 86 Vehicle access to the waterfront should be avoided, except for use by emergency and service vehicles.
COUNCIL POLICIES Design and Appearance OBJECTIVES 1 Development of a high architectural standard that responds to and reinforces positive aspects of the local environment and built form. 2 Roads, open spaces, buildings and land uses laid out and linked so that they are easy to understand and navigate. 3 The amenity of localities not impaired by the appearance of land, buildings and objects. PRINCIPLES OF DEVELOPMENT CONTROL 1 The design of a building may be of a contemporary nature and exhibit an innovative style provided the overall form is sympathetic to the scale of development in the locality and with the context of its setting with regard to shape, size, materials and colour. 2 Buildings should be designed and sited to avoid creating extensive areas of uninterrupted walling facing areas exposed to public view. 3 Buildings should be designed to reduce their visual bulk and provide visual interest through design elements such as: (a) articulation (b) colour and detailing (c) small vertical and horizontal components (d) design and placing of windows (e) variations to facades. 4 Where a building is sited on or close to a side boundary, the side boundary wall should be sited and limited in length and height to minimise: (a) the visual impact of the building as viewed from adjoining properties (b) overshadowing of adjoining properties and allow adequate sun light to neighbouring buildings. 5 Building form should not unreasonably restrict existing views available from neighbouring properties and public spaces. 6 Transportable buildings and buildings which are elevated on stumps, posts, piers, columns or the like, should have their suspended footings enclosed around the perimeter of the building with Page | 21
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brickwork or timber, and the use of verandas, pergolas and other suitable architectural detailing to give the appearance of a permanent structure. 7 The external walls and roofs of buildings should not incorporate highly reflective materials which will result in glare. 8 Structures located on the roofs of buildings to house plant and equipment should form an integral part of the building design in relation to external finishes, shaping and colours. 9 Building design should emphasise pedestrian entry points to provide perceptible and direct access from public street frontages and vehicle parking areas. 10 Development should provide clearly recognisable links to adjoining areas and facilities. 11 Buildings, landscaping, paving and signage should have a coordinated appearance that maintains and enhances the visual attractiveness of the locality. 12 Buildings (other than ancillary buildings or group dwellings) should be designed so that their main facade faces the primary street frontage of the land on which they are situated. 13 Where applicable, development should incorporate verandas over footpaths to enhance the quality of the pedestrian environment. 14 Development should be designed and sited so that outdoor storage, loading and service areas are screened from public view by an appropriate combination of built form, solid fencing and/or landscaping. 15 Outdoor lighting should not result in light spillage on adjacent land. 16 Balconies should: (a) be integrated with the overall architectural form and detail of the building (b) be sited to face predominantly north, east or west to provide solar access (c) have a minimum area of 2 square metres. 17 Services on roofs should be designed and integrated into the structure and design of the building where possible, whilst satisfying the “Guidelines for Separation Distances” published under the Environment Protection Act 1993. 18 Outdoor storage areas and services structures including fire services, pipes, flues, cooling or heating plant or appliances should be screened from public view by landscaping or a fence or enclosure in precoloured sheet metal or of materials matching those of the main buildings or by an appropriate combination of solid fencing and landscaping. Heritage Places 6 Development that materially affects the context within which the heritage place is situated should be compatible with the heritage place. It is not necessary to replicate historic detailing, however design elements that should be compatible include, but are not limited to: (a) scale and bulk (b) width of frontage (c) boundary setback patterns (d) proportion, form and composition of design elements such as rooflines, openings, fencing and landscaping (e) colour and texture of external materials. 9 Development of a State or Local Heritage Place, or development on land adjacent to a State or Local Heritage Place should conserve, maintain, enhance and reinforce the historic character of individual buildings and/or the existing streetscape character by exhibiting architectural and roof- form designs, street frontage widths, front and side boundary set-backs, materials, colours, fences and landscape settings which complement and give prominence to historic buildings or their detailing, and should have regard to the provisions of design guidelines in Table PAdE/3 - Conservation Design Guidelines.
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Medium and High Rise Development (3 or more storeys)
OBJECTIVES 1 Medium and high rise development that provides housing choice and employment opportunities. 2 Residential development that provides a high standard of amenity and adaptability for a variety of accommodation and living needs. 3 Commercial, office and retail development that is designed to create a strong visual connection to the public realm and that contributes to the vitality of the locality. 4 Buildings designed and sited to be energy and water efficient. PRINCIPLES OF DEVELOPMENT CONTROL Design and Appearance 1 Buildings should: (a) achieve a human scale at ground level through the use of elements such as canopies, verandas or building projections (b) provide shelter over the footpath where minimal setbacks are desirable (c) ensure walls on the boundary that are visible from public land include visually interesting treatments to break up large blank façades. 2 Non-residential land uses within the ground floor level areas of buildings and foyers within residential buildings should be designed to enable surveillance from public land to the inside of the building at night. 3 Entrances to multi-storey buildings should: (a) be oriented towards the street (b) be clearly identifiable (c) provide shelter, a sense of personal address and transitional space around the entry (d) provide separate access for residential and non-residential land uses.
Visual Privacy 4 Where dwellings are located on the ground floor of multi-storey buildings visual privacy should be protected through the inclusion of appropriate design features such as the elevation of ground floors above street level, verandas, porticos or setbacks. 9 Multi-storey buildings should: (a) minimise detrimental micro-climatic and solar access impacts on adjacent land or buildings, including effects of patterns of wind, temperature, daylight, sunlight, glare and shadow (b) incorporate roof designs that enable the provision of rain water tanks (where they are not provided elsewhere), photovoltaic cells and other features that enhance sustainability. 10 Green roofs (which can be a substitute for private or communal open space provided they can be accessed by occupants of the building) are encouraged on all new residential, commercial or mixed use buildings. 13 Development should provide a dedicated area for the on-site collection and sorting of recyclable materials and refuse. 14 Development with a gross floor area of 2000 square metres or more should provide for the communal storage and management of waste.
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Tourism Development OBJECTIVES 1 Environmentally sustainable and innovative tourism development. 2 Tourism development that assists in the conservation, interpretation and public appreciation of significant natural and cultural features including State or Local Heritage Places. 3 Tourism development that sustains or enhances the local character, visual amenity and appeal of the area. 4 Tourism development that protects areas of exceptional natural value, allows for appropriate levels of visitation, and demonstrates an environmental analysis and design response which enhances environmental values. 5 Ensure new development, together with associated bushfire management minimise the threat and impact of bushfires on life and property while protecting the environment. PRINCIPLES OF DEVELOPMENT CONTROL 1 Tourism development should have a functional or locational link with its natural, cultural or historical setting. 2 Tourism development and any associated activities should not damage or degrade any significant natural and cultural features. 3 Tourism development should ensure that its scale, form and location will not overwhelm, over commercialise or detract from the intrinsic natural values of the land on which it is sited or the character of its locality. 4 Tourism development should, where appropriate, add to the range of services and accommodation types available in an area. 5 Any upgrading of infrastructure to serve tourism development should be consistent with the landscape and the intrinsic natural values of the land and the basis of its appeal. 6 Major tourism developments should generally be located within designated areas and existing townships, towns or cities.
Transportation and Access OBJECTIVES 1 A comprehensive, integrated, affordable and efficient air, rail, sea, road, cycle and pedestrian transport system that will: (a) provide equitable access to a range of public and private transport services for all people (b) ensure a high level of safety (c) effectively support the economic development of the State (d) have minimal negative environmental and social impacts (e) maintain options for the introduction of suitable new transport technologies. 2 Development that: (a) provides safe and efficient movement for all motorised and non-motorised transport modes (b) ensures access for vehicles including emergency services, public infrastructure maintenance and commercial vehicles (c) provides off street parking (d) is appropriately located so that it supports and makes best use of existing transport facilities and networks. 3 A road hierarchy that promotes: Page | 24
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(a) safe and efficient transportation in an integrated manner throughout the State (b) the exclusion of non-local through-traffic from residential areas. 4 Provision of safe, pleasant, accessible, integrated and permeable pedestrian and cycling networks. 5 Safe and convenient freight movement throughout the State. 6 Encourage non-local through-traffic to utilise primary and secondary arterial roads and major collector roads, rather than minor collector and local streets. Conversely, cyclists should not be discouraged from the use of local streets. 7 Encourage and promote the use of waterways for public and private transport in safe and convenient manner that does not interfere with, but complements, traditional port activities and the character of water-related development. PRINCIPLES OF DEVELOPMENT CONTROL Land Use 1 Land uses arranged to support the efficient provision of sustainable transport networks and encourage their use. Cycling and Walking 14 Development should ensure that a permeable street and path network is established that encourages walking and cycling through the provision of safe, convenient and attractive routes with connections to adjoining streets, paths, open spaces, schools, public transport stops and activity centres. 15 Development should provide access, and accommodate multiple route options, for cyclists by enhancing and integrating with: (a) open space networks, recreational trails, parks, reserves and recreation areas (b) Adelaide’s Metropolitan Open Space System (c) Adelaide’s principal cycling network (Bikedirect), which includes arterial roads, local roads and off road paths. 16 Cycling and pedestrian networks should be designed to be permeable and facilitate direct and efficient passage to neighbouring networks and facilities. 17 New developments should give priority to and not compromise existing designated bicycle routes. 18 Where development coincides with, intersects or divides a proposed bicycle route or corridor, development should incorporate through-access for cyclists. Access 30 Development should have direct access from an all weather public road. 31 Development should be provided with safe and convenient access which: (a) avoids unreasonable interference with the flow of traffic on adjoining roads (b) accommodates the type and volume of traffic likely to be generated by the development or land use and minimises induced traffic through over-provision (c) is sited and designed to minimise any adverse impacts on the occupants of and visitors to neighbouring properties. 32 Development should not restrict access to publicly owned land. 33 The number of vehicle access points onto arterial roads shown on Overlay Maps - Transport should be minimised, and where possible access points should be: (a) minimised wherever possible through the use of internal roads and access to the local road network where this does not erode the amenity of existing and future land uses
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(b) shared between developments. 34 The number of access points for cyclists and pedestrians onto all adjoining roads should be maximised. 35 Development with access from roads with existing or projected traffic volumes exceeding 6000 vehicles per day should be sited to avoid the need for vehicles to reverse on to the road. 36 Development with access from arterial roads or roads as shown on Overlay Maps - Transport should be sited to avoid the need for vehicles to reverse on to the road. 37 Driveways, access tracks and parking areas should be designed and constructed to: (a) follow the natural contours of the land (b) minimise excavation and/or fill (c) minimise the potential for erosion from run-off (d) avoid the removal of existing vegetation (e) be consistent with Australian Standard/New Zealand Standard AS/NZS 2890 Parking Facilities. 38 Access and egress points to development should be located and designed so as to: (a) minimise traffic hazards and the free flow of traffic on adjoining roads (b) avoid vehicle queuing on public roads (c) avoid the generation of traffic into adjacent residential areas (d) minimise right turn movements onto arterial roads (e) minimise interference with the function of intersections, junctions and traffic control devices. 39 The design of the intersection of a road providing access to a development from an arterial road should: (a) not compromise the function of the arterial road to distribute traffic at consistent speeds (b) accommodate the safe manoeuvring of heavy commercial vehicles, where appropriate. Access for People with Disabilities 40 Development should be sited and designed to provide convenient access for people with a disability. 41 Where appropriate and practical, development should provide for safe and convenient access to the coast and beaches for disabled persons. 42 Car park areas should provide a minimum of one space for use by people with a disability for every 25 car parking spaces. 43 Parking for people with a disability should be located conveniently to major entrances and ramps and adequately signposted or identified as being for people with a disability only. Vehicle Parking 44 Development should provide off-street vehicle parking and specifically marked disabled car parking places to meet anticipated demand in accordance with Table PAdE/5 - Off Street Vehicle Parking Requirements. 45 Development should be consistent with: (a) Australian Standard AS 2890 Parking Facilities or Australian/New Zealand Standard AS/NZS 2890 Parking facilities (b) Australian Standard AS 1742 Manual of uniform traffic control devices (c) Australian Standard AS 1428 Design for access and mobility. 46 Vehicle parking areas should be sited and designed in a manner that will: Page | 26
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(a) facilitate safe and convenient pedestrian linkages to the development and areas of significant activity or interest in the vicinity of the development (b) include safe pedestrian and bicycle linkages that complement the overall pedestrian and cycling network (c) not inhibit safe and convenient traffic circulation (d) result in minimal conflict between customer and service vehicles (e) avoid the necessity to use public roads when moving from one part of a parking area to another (f) minimise the number of vehicle access points to public roads (g) avoid the necessity for backing onto public roads (h) where reasonably possible, provide the opportunity for shared use of car parking and integration of car parking areas with adjoining development to reduce the total extent of vehicle parking areas and the requirement for access points (i) not dominate the character and appearance of a centre when viewed from public roads and spaces (j) provide landscaping that will shade and enhance the appearance of the vehicle parking areas through the incorporation of trees that will grow to a height greater than 2.4 metres (unless it can be demonstrated that planting conditions will prevent trees from attaining such a height) and shrubbery and bushes not exceeding 60 centimetres in height) (k) have regard to the amount, type and timing of movement generated by the use. 47 Vehicle parking areas should be designed to reduce opportunities for crime by: (a) maximising the potential for passive surveillance by ensuring they can be overlooked from nearby buildings and roads (b) incorporating walls and landscaping that do not obscure vehicles or provide potential hiding places (c) being appropriately lit (d) incorporating clearly identified and legible pedestrian routes (e) maximising lines of sight between parking spaces and pedestrian exits and between parking spaces and pay booths. 48 Where parking areas are not obviously visible or navigated, signs indicating the location and availability of vehicle parking spaces associated with businesses should be displayed at locations readily visible to customers. 49 Parking areas that are likely to be used during non daylight hours should provide illuminated entrance and exit points and site lighting in accordance with Australian Standard AS 1158 Lighting for roads and public places, directed and shaded in a manner that will not cause nuisance to adjacent properties or users of the car park. 50 Parking areas should be sealed or paved in order to minimise dust and mud nuisance. 51 To assist with stormwater detention and reduce heat loads in summer, vehicle parking areas should include soft (living) landscaping. 52 Parking areas should be line-marked to indicate parking bays, movement aisles and direction of traffic flow. 53 The gradient of the car parking areas should not be steeper than 1-in-20.
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This product was generated by PLB Pro Date created: August 8, 2014
Disclaimer: The information provided above, is not represented to be accurate, current or complete at the time of printing this report. PLB Pro - developed by DPTI GIS Office The Government of South Australia accepts no liability for the use of this data, or any reliance placed on it. [email protected]
This product was generated by PLB Pro Date created: August 8, 2014
Disclaimer: The information provided above, is not represented to be accurate, current or complete at the time of printing this report. PLB Pro - developed by DPTI GIS Office The Government of South Australia accepts no liability for the use of this data, or any reliance placed on it. [email protected] MAP PAdE/11 Adjoins A1 V A31
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N A102 A20 E Wharf No.9 A6 L Wharf No.10 Wharf A700 S No.8 F A2001 O R Wharf No.1 A N N Wharf Wharf C I S S T Queens Wharf Wharf No.5 Dock S No.3 No.4 No.7 T A2027 T S Mclaren E A45 PD Wharf No.6 Wharf EN AR A Wharf CL T A213 I No.2 M M W SANTO PDE
P T S U T O S O T D T A E N J D IV U D L S A2025 North Parade B
I T S W E/18 Wharf A106 MAPPAd P T I S L ST E E O Musgrave Wharf B E No.1 O C N R A S S L T T W T Wharf O T E W S Princes Wharf N L E
L S M T A104 N B S T E U I N C S S V T N
T E D
R Y
S
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R R AR K T
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T H E ST L A11 S Adjoins
R R C E S
I
H
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S R S B E A2 T T R
I E O AV DF M EN O B V AG S G
H A R A ST H BEDFORD E L T J I S T P L LE C S R DA N C S TE ST O T NON T LO R S N CA AR E A R N C M H W APMA C N KN O R B I M A L W S P E HOMA Q 211 Y T R
MI C
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A L R O P R E K LOBE S RD N R G ES C C D AC T S Y RK R A S C CARP LL T R H SE A7
D S A212 CT U RU ER R RDIN A204 GA C BY CR H FORM S
T
ST H H T D T ES PL I R ACK S BAYN D NIE H E REN A904 A100
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T
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TE B S RN P W E PL N ELLINGTO N ST R E R
T T E F R L E Council
D D D G A
R L
G
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A300 O MAP PAdE/26 Adjoins
0500m
Overlay Map PAdE/17 Primary Arterial Roads TRANSPORT Secondary Arterial Roads Development Plan Boundary PORT ADELAIDE ENFIELD COUNCIL Consolidated - 15 November 2012 MAP PAdE/11 Adjoins A1
V A31
E ST T E ROS NN S I U L G D
C A1 D A4
E R T R
S S
R A34 A3 O D R
R Wharf F E C A1 R M W I A2 C A
A A O A1 L I G O R A2 E R T Wharf No.17 I K S E S T O E M S ST S IGG B L SW S A S ST T L E TON N R T DA E A1 R Wharf E F W N T S M L O S T E R Wharf A1001 Wharf A T R R S E C IS T H S D A34 T T No.13 No.2 C E S No.16 R H O T Q11 R Wharf A ST Dock D E RTIN H MA Wharf D No.12 H Wharf No.14 ON R T R I V EY M P O E R A1 ST Wharf No.15 A E A23 Y X ES ST P HUGH S ST T WALKER Wharf C Wharf No.11
RD M R LDE A201 O E
A3 A23 O O A46
T
A23 C R
S E
E Wharf B A N N
D N R O S
E S T S
R L T O I Q118 E H W P A A53 A M S E M E R A7 Wharf A S R KINS ST A54 D JEN Wharf B47
N A102 Wharf A20
E No.10 A55 No.9 A6 L Wharf Wharf S No.3 No.8 F A2001 O R Wharf A N N Wharf C I S T Queens Wharf No.5 A700 S S No.1 No.7 T A2027 T Wharf Wharf No.4 S E Dock A45 PD No.2 EN AR A213 A CL T Wharf I M M W SANTO PDE Mclaren P T S U T O No.6 S O T D T A E N J D Wharf IV U D L S
A2025 B PAdE/ Wharf I T S W MAP P T I S L ST E E O Musgrave B E No.1 O C N R A S S L T T A106 T North W Wharf O T E N W S
L S E Princes L M T Parade N B A104 S T E U I N C S S V T N
T E Wharf D Wharf R Y
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T S T T S
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O BROCK ST E E MAP PAdE/16 Adjoins PAdE/16 MAP I D A BE T W E R T T B EC ST S D QUEB Y S C
S R E A2 T S T R I E O AV DF M EN O B V AG S G
H A R A ST E H BEDFORD L T J I S T P L LE C S R DA N C S TE ST O T NON T LO R S N CA AR E A R N C M H W APMA C N KN O R M B I Zone E A L W S P E HOMA Q202 Y T R
MINO C
I
Y G A RI T O R S W ALL ES H L E I N U L DE I LEA P F R G
U S I E N
A L DR O
P R
E K LOBE S RD N R G ES C C AC T S Y RK R A S C CARP LL T R H SE A7
D S CT U RU A903 ER R A203 RDIN A204 GA C BY CR H FORM S
T
ST H H T D T ES PL I R ACK S BAYN D NIE A904 H E REN A100
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C
N N A102 N L E L
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TE B S RN P W E PL N ELLINGTO N ST R E R
T T E F R L E Council
D D D G A
R L
G
E
A300 O MAP PAdE/26 Adjoins
Airport Building Heights Zone E All Structures Exceeding 100 metres above existing ground level
0500m
Overlay Map PAdE/17 DEVELOPMENT CONSTRAINTS Airport Building Heights Development Plan Boundary PORT ADELAIDE ENFIELD COUNCIL Consolidated - 15 November 2012 MAP PAdE/11 Adjoins A1
V A31
E ST E ROS NN S I U L G D
C A1 D A4
E
R T
SR
R A3 O D R A78 R Wharf F E C A1 R M W I
C A
A A O A1 L I G O R A2 E R I T Wharf No.17 K S E S O T M E S ST S IGG B W A L S S S L E N T DARTON ST E A1 R Wharf E F WM No.2 N T S L O S E R Wharf Wharf A T R R S I A1001 E C S T Dock
H S D T T No.12 C E S No.16 R H O T Wharf Wharf A74 R A ST D E RTIN H MA No.13 H No.14 Wharf D ON R T R I V EY A73 M P O E R A1 ST Wharf No.15 A E A23 Y X ES ST P H S HUG S WALKER Wharf C Wharf R M DER A201 O EL
A3 No.11 A23 O O A46
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N
D Wharf B N R O S
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R L T O I A55 E W H A ! P A53 A ! M S E M E R A7 Wharf A S A54 R KINS ST D JEN Wharf Q118 B47
N A102 No.10 A20 ! E Wharf No.9 A6 L Wharf Wharf Wharf A700 S No.3 No.8 F A2001 O R No.4 Wharf No.1 A N N Wharf C I S S T Queens Wharf No.5 Dock S No.7 T L PD A2027 T I S P EN S AR A45 Mclaren O CL Wharf No.6 N M Wharf T S O A T Wharf T D A213 I No.2 M D W SANTO PDE P S S U T S O TT J U A ! IVE N A2025 North Parade D S B T I W Wharf A106 L T E sniojdA61/EdAPPAM Musgrave Wharf E S E No.1 OB R S
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I E O AV ! DF EN O B V AG ! S ! G R H ! A E ! H !! ! BEDFORD S J I T P S ! LE C S R DA N C S E ! ! ST TT N T O S NO ! LO ! CAN !! R E A R !! A NC ! ! M H W R APMA ! !! C N KN ! ! O I ! M B ! W ! ! AS PL E Y THOM Q 211 !!! R MINORI C !! I T G A A903 O R ! S W !! LL E ! HA L E N U L DE I S LEA P F R G
I U S E N
A R O L R E E P
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D
I E
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T A5 D
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T B R O D W E R ! R D T
G R A N D J U N C I O N
D R KIN P R D GFISH D ER DR R Charles O C
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R
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T V A T T S Sturt R A2 S
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D D T B S E RN P W E P N ELLING L TON ST R E R
T E F R
E Council L
D D G A
R L
G
E
A300 O MAP PAdE/26 Adjoins
Heritage points are indicative only. For further information on State and Local Heritage Places and Contributory Items please refer to the relevant tables within this document. ± 0 005 m
! Local heritage place ! State heritage place Overlay Map PAdE/17 State Heritage Area Historic Conservation Area HERITAGE Contributory items Development Plan Boundary PORT ADELAIDE ENFIELD COUNCIL Consolidated - 15 November 2012 MAP PAdE/11 Adjoins A1 V A31
T E OSE S ST I R NN L GU D C A1 D A4
E R
T R
S S R
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D R
R E C Wharf F
R A1 I M W C A2
A A
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S T E O R Wharf A T R No.17 Wharf S R E C IS T H S D Dock T T A34 C E S No.12 No.16 R H O T Q11 R Wharf A Wharf D E TIN ST H MAR No.13 H No.14 ON T R I Wharf D EY M R V P O E A1 ST Wharf No.15 A R A23 Y E ST X HUGHES S P T ST WALKER Wharf C RD Wharf M DER
O L A201 E O
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N N N
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L
R I T O E W A55 H & St Kilda A P M A53 A E M E S R
S
A7 Wharf A R
A54 D KINS ST JEN Q118 B47
N A102 A20
E
A6 L Wharf No.10 Wharf No.9 Wharf
S A700 F O No.8 A2001 Wharf R A N No.1 N Wharf Wharf C I S T Queens Wharf Wharf S S No.5 No.3 Dock No.7 T A2027 T No.4 S E A45 Mclaren PD Wharf No.6 Wharf EN AR A Wharf CL T A213 I No.2 M M W SANTO PDE P T T S O U S O T D T N J A E D IV U D S L B A2025 North Parade S PAdE/18 Adjoins MAP I T W A106 P T I Wharf L S T E S O BE E Musgrave Wharf O C N No.1 R A S S L T T W T O Wharf W E T N S Princes Wharf L E
L S M T B A104 S T E N U N C S S I T N V T E D
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V D B O N A M O GE S V A G A H A R H BEDFORD ST E L I T J P L T E S C S R AL N C S D TE T T N S O OT R S NO L CAN R E A A CR M H W PMAN C RN KNA O I M B A
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G
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E A300 O MAP PAdE/26 Adjoins
0 500 m
Overlay Map PAdE/17
Wetlands of National Importance NATURAL RESOURCES Development Plan Boundary PORT ADELAIDE ENFIELD COUNCIL Consolidated - 15 November 2012 MAP PAdE/11 Adjoins A1
V A4 A31
E ST T E ROS NN S I U L G D
C A1 In D In
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N A102 E Wharf No.9 A6 L Wharf No.10 Wharf A700 S No.8 F A2001 O R Wharf No.1 A N N Wharf Wharf C I S S T Queens Wharf Wharf No.5 Dock S No.3 No.4 No.7 T A2027 T S Mclaren E A45 PD Wharf Wharf EN AR A Wharf CL T A213 No.6 I No.2 M M W SANTO PDE
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M C
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Zones 0 500 m C Commercial Ex Excluded In Industry LIn Light Industry Rec Recreation Zone Map PAdE/17 RCe Regional Centre R Residential Zone Boundary Development Plan Boundary PORT ADELAIDE ENFIELD COUNCIL Consolidated - 15 November 2012
49 48 47 46 45 44 43 42 41 40 39 38 37 36 Policy Area
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ide River M
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65 63 62 57 54 53 52 51 50 O L D
I L C A OR S T I C L Wharf V
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Restricted Residential Queenstown, Alberton,Rosewater Portland Lefevre Peninsula East Woolstores Southern Gateway Southern Approach Retail Core Railways O
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180 T PORT ADELAIDE ENFIELD COUNCIL ENFIELD PORT ADELAIDE
P O
R T fDoc of Q118 R
D 39 A4
o No.13 Wharf Consolidated - 15 November 2012 - 15November Consolidated
63
W
Q 211 E
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V No.8
No.6 B kOne
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A2 L A i
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1 August 2014
Mr Mark Adcock Principal Planner Development Assessment Commission GPO Box 1815 ADELAIDE SA 5001
Dear Mark
Re: Development Application 040/0952/13
We have been asked by our client to review and respond to:
• the comments made by Mr Russell Fink of the City of Port Adelaide Enfield, which were forwarded to us by email on Monday, 28 July 2014;
• the comments made by Mr Peter Wells of the State Heritage Unit of the Department of Environment, Water and Natural Resources, and Ms Pippa Buckberry of Flightpath Architects;
• the comments made by the Transport Services Division of the Department of Planning, Transport and Infrastructure; and
• the concerns raised by Mr Damian Dawson of the Development Assessment Commission.
Our response is set out in no particular order below.
Amendments Recently Commissioned by the Applicant
Before we formally respond, it is important for the Development Assessment Commission to note that a number of amendments have been commissioned by the applicant since Friday, 23 May 2014.
Whilst all of the amendments are clearly captured on the plans, elevations and sections enclosed with this letter, it is particularly important for the Development Assessment Commission to note that:
• the crossover to Nelson Street has been modified to accommodate ‘left-out’ movements only;
13825LET04
• the layout of the at-grade car park has been revised to align with MFY’s advice;
• the angled spaces on the southern side of the building have been replaced by parallel spaces;
• the bicycle racks have been relocated in order to clear the path in front of the building’s main entrance;
• the pedestrian access ramp has been straightened in order to accommodate more spaces on the eastern side of the building;
• the transformer has been relocated so that no part of it will sit atop, or extend over, the City of Port Adelaide Enfield’s land; and
• an outdoor barbeque area has been added on the southern side of the conference room.
External Design
Whilst the applicant acknowledges the comments made by Mr Wells and Ms Buckberry, they are extremely reluctant to make further changes to the external design of the building because, as rightfully pointed out by Mr Wells,:
• “the site is outside the State Heritage Area and therefore does not directly affect it”;
• “the contextual impact of the proposal on the State Heritage Area is moderated by the fact that the nearest part of the building will be 50m [sic] or so from the boundary of the State Heritage Area”;
• “there are no buildings of historic significance at the interface with the State Heritage Area in that vicinity (other than the iron entrance arch on Nile Street, just outside the State Heritage Area)”;
• “there would be little impact on the heritage values of the State Heritage Area”; and
• “the proposed development does not affect the visual context of the Birkenhead Bridge”.
Furthermore, the external materials and finishes have already been changed in response to comments received last year and so that they better reflect those that are synonymous with, and representative of, the rich architectural heritage of the Port.
Concept Plan
The concept plan referred to by Mr Wells has nothing to do with this development application.
Accordingly, Mr Wells’ comments about the redevelopment of Wharf Shed 1 are irrelevant and should not be taken into account by the Development Assessment Commission when it gathers to determine whether the proposed development warrants Development Plan Consent.
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Promenade
Whilst the applicant appreciates the Development Assessment Commission’s concerns regarding the width of the promenade, we have been advised that no further changes will be made to the footprint of the building because:
• they are already working with a limited amount of space and a constrained footprint due to the shape of the allotment and the location of certain easements;
• if changes are made to create a greater setback, they will not be able to provide the requisite number of apartments without having to add another level onto the building;
• the building’s northern façade will sit roughly in line with the northern façade of Wharf Shed 1, as sought by Principle 47 of the Regional Centre Zone;
• Principle 60 of the Regional Centre Zone specifically contemplates buildings which are used for tourism purposes and project over the waterfront “provided that they do not interfere with harbour activities or the free movement of pedestrians and cyclists along the promenade”;
• the building will be set-back between 3.0 and 16 metres from the water’s edge and, as a consequence, will not interfere with harbour activities or the free movement of pedestrians or cyclists along the promenade;
• Principle 65 of the Regional Centre Zone also contemplates development within 8.0 metres of the water’s edge; and
• an additional setback of itself will not benefit pedestrian access as the land remains in private ownership and Council has no plans for acquisition along this frontage nor any plans to our knowledge for alterations to the pedestrian arrangements in this location.
Finished Floor Level
The Development Assessment Commission has asserted that the building’s finished floor level “creates a number of problems in terms of activating the ground floor and necessitates the use of an extensive ramp to the entrance”.
Unfortunately, there is very little the applicant can do about this. Principle 65 of the Regional Centre Zone states that “development within 8.0 metres of the waters [sic] edge should not have a habitable floor level less than AHD (Australian Height Datum) 3.95 metres”.
The ground floor level has been positioned as low as it can possibly go without contravening the requirements of the Development Plan and, in the process, jeopardising the safety of the prospective occupants.
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Whilst neither of the ‘active’ spaces forming part of the building’s ground floor level are located along the waterfront (the gymnasium and conference room), we are of the view that the removal of the basement car park and the consequent lowering of the building’s ground floor level will assist to create a strongly defined built edge, and a stronger connection between the enclosed and open spaces along the waterfront.
We confirm our previous commentary that activation along the waterfront will vary according to location. This site is situated at the western extremity of the waterfront whilst the active frontages are focussed on the main-street areas, the core of the City and the lighthouse reserve area of McLaren Wharf. We also note that the proposal involves a non-residential land use, and that by its nature attracts and promotes tourist activity. The use of the apartments by day and in the evenings will create a degree of activity that is not present in this locality. It is an unreasonable expectation that all development along this frontage have cafés, and other public functions as it is not practical or feasible commercially.
Stormwater Management Plan
The applicant is prepared to provide the Development Assessment Commission and the City of Port Adelaide Enfield with a stormwater management plan as part of its responsibilities under the National Construction Code. We note that the change to stormwater in this instance is the reduction of stormwater that is impacted by motor vehicle activity and the consequential discharge of clean roof water to the Port Adelaide River. There is not an increase to the stormwater flow and possibly, given the landscaped areas, a minor reduction. Such a plan is not warranted as part of the planning proposal but rather as part of the building rules process.
Transformer
As per the City of Port Adelaide Enfield’s request, the amended site plan enclosed with this letter now indicates that the transformer will be erected wholly within the confines of the site of the proposed development.
Easement
The underside of the balcony which projects up to, but not exceeding, 630 millimetres over the easement in question will sit 800 millimetres above the pavement level. The siting and design of this particular balcony is therefore unlikely to impede or avert any future stormwater works.
Crossover to Nelson Street
The new crossover to Nelson Street has been specifically designed to allow for ‘left-out’ movements only, as sought by the Transport Services Division. A ‘no left turn’ sign will also be installed a short distance to the north of the new crossover to Nelson Street.
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Deliveries and Collections
The applicant acknowledges the concerns raised by the Transport Services Division and is prepared to accept a condition which limits deliveries and collections to ‘off-peak’ hours in order to minimise the potential for conflict with passenger vehicles.
Disabled Access
The bicycle parks have been relocated so that persons with a disability can enter the building via the ramp without having to navigate their way through an obstructed path.
On-Site Car Parking
Despite the removal of the basement car park and the various revisions made to the layout of the at-grade car park, the applicant has still managed to retain a total of 43 spaces for the prospective occupants to utilise. These spaces will accommodate the peak parking demand previously identified by MFY.
Advertising Displays
The Transport Services Division has commented on, and tabled recommendations in relation to, the advertising displays shown on the northern, eastern and southern façades of the building.
These advertising displays do not form part of this development application. They are simply indicative of what is likely to come. Accordingly, they should not be taken into account by the Development Assessment Commission when it gathers to determine whether the proposed development warrants Development Plan Consent.
Summary
We trust that our response will enable you to finalise your assessment of the proposed development and to table your recommendation for the Development Assessment Commission to consider at the forthcoming meeting, which we understand is scheduled to be held on Thursday, 14 August 2014.
Whilst we recall that no third party representations were received by the Development Assessment Commission within the prescribed time for such purposes, the applicant and their representatives respectfully request the opportunity to present the proposal to the Commission. Accordingly, would you kindly ensure that we are advised as to the time and place of the meeting.
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Should you wish to discuss any aspect of this matter in more detail, please do not hesitate to contact the undersigned by phone or email.
Yours sincerely
Simon Tonkin MasterPlan SA Pty Ltd enc: Plans, elevations and sections. cc: Messrs Ellis, Ferris and Park. Ms Melissa Mellen.
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3 4 E 1 L 6 S O 44 Currie Street 0 N Adelaide SA 5000 . 3 S P (08) 8205 0111 T R E E F (08) 8205 0112 T E [email protected] W www.hardymilazzo.com.au 1 SITE PLAN DEVELOPMENT APPROVAL 0 2000 4000 6000 8000 10000 mm PORT ADELAIDE TOURIST ACCOMMODATION 65 Scale 1 : 200 6549-3 AMENDED SET 31/07/2014 SCALE 1: 200 AT ORIGINAL SIZE for Fishermen's Wharf Pty Ltd 31/07/2014 11:11:03 AM
c Copyright 60 1 2 3 4 5 6 7 8 9
4715 8300 8300 8300 8300 8300 3300 7850
KEEP CLEAR
LB
canopy above LIFT 3 DOC HOIST FIRE BOOSTER BIN ENCLOSURE canopy above
KEY SAFE STAIR 3 P
A . A I . F
CLEANER E V O B A
R 0 MAIN LINEN E 4 UNIT TYPE 2A UNIT TYPE 5 UNIT TYPE 5 T 1 T U 2 0 H 5 STORE S
7 FOYER RECEPTION R 4 SWITCH E L L
ROOM O
GYM R MALE WC
HYD. B A/L B LIFT 2
0 GUEST 5 6 3 LAUNDRY LIFT FEMALE COMMS LOBBY 108B WC A/L C ACCESS WC LIFT 1 MANAGER'S C STAIR 1 OFFICE STAIR 2 108A 107 FHR FHR 108
106 CORRIDOR 105 104
J.05 E N 104A I L
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CONFERENCE CONFERENCE KITCHEN ROOM UNIT TYPE 3 UNIT TYPE 1 5 6 D 4 D
0 STORE
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200 0
BBQ AREA 0 5 2
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44 Currie Street Adelaide SA 5000 P (08) 8205 0111 F (08) 8205 0112 E [email protected] W www.hardymilazzo.com.au 1 DA - GROUND FLOOR PLAN DEVELOPMENT APPROVAL 0 1000 2000 3000 4000 5000 mm PORT ADELAIDE TOURIST ACCOMMODATION 65 Scale 1 : 100 6549-3 AMENDED SET 31/07/2014 SCALE 1: 100 AT ORIGINAL SIZE for Fishermen's Wharf Pty Ltd 31/07/2014 11:41:07 AM
c Copyright 61 1 2 3 4 5 6 7 8 9
4715 8300 8300 8300 8300 8300 3300 7850
13600 ENTRY CANOPY BELOW 0 2 9 1 5 2 A 6 A
UNIT TYPE 2 UNIT TYPE 5 UNIT TYPE 5 UNIT TYPE 5 UNIT TYPE 6 0 5
7 HOUSE 4 KEEPING
UNIT TYPE 8 B B LIFT 2 0 5 6 3
LIFT 1 0
C STAIR 1 0 C STAIR 2 4 2 FHR FHR
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44 Currie Street Adelaide SA 5000 P (08) 8205 0111 F (08) 8205 0112 E [email protected] W www.hardymilazzo.com.au 1 DA - TYPICAL FLOOR PLAN (LEVEL 1-4) DEVELOPMENT APPROVAL 0 1000 2000 3000 4000 5000 mm PORT ADELAIDE TOURIST ACCOMMODATION 65 Scale 1 : 100 6549-3 AMENDED SET 31/07/2014 SCALE 1: 100 AT ORIGINAL SIZE for Fishermen's Wharf Pty Ltd 31/07/2014 11:38:02 AM
c Copyright 62 1 2 3 4 5 6 7 8 9
4715 8300 8300 8300 8300 8300 3300 7850
3650
SUNSHADE SUNSHADE SUNSHADE PARAPET FLASHING SUNSHADE
A A E D A H S N U S 0 5 7 4 PARAPET FLASHING PLANT PLATFORM EXTENT ABOVE (DASHED)
CONDENSER RUN 3 DEG. 3 DEG. 3 DEG. B Fall RT:01 Fall Fall B CONDENSER RUN LIFT 0 5 6 3
HOT WATER STORAGE
C STAIR 1 LIFT Fall C CONDENSER RUN Fall CONDENSER RUN CONDENSER RUN CONDENSER RUN 3 DEG. 3 DEG.
RIDGE LINE RT:01 RIDGE LINE PLANT PLATFORM EXTENT ABOVE (DASHED)
CONDENSER RUN 3 DEG. HOT WATER 3 DEG. CONDENSER RUN CONDENSER RUN CONDENSER RUN SYSTEM Fall Fall 0 0 7 8
PARAPET FLASHING CONDENSER RUN
Fall RT:01 Fall Fall 3 DEG. 3 DEG. 3 DEG. D SUNSHADE D 0 5 0 3 0 3 9 SUNSHADE 1525 E E ALUMINIUM SUNSHDING TO ALL BEDROOM WINDOWS TO WESTERN
ELEVATION. 0
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3650
1 2 3 4 5 6 7 8 9
44 Currie Street Adelaide SA 5000 P (08) 8205 0111 F (08) 8205 0112 E [email protected] W www.hardymilazzo.com.au 1 DA - ROOF PLAN 0 1000 2000 3000 4000 5000 mm 65 Scale 1 : 100 DEVELOPMENT APPROVAL PORT ADELAIDE TOURIST ACCOMMODATION 6549-3 AMENDED SET 23/05/2014 SCALE 1: 100 AT ORIGINAL SIZE for Fishermen's Wharf Pty Ltd 23/07/2014 4:42:54 PM
c Copyright 64 ANGLED EXTENT BEYOND REFER WESTERN ELEVATION
S S I I G G N N A A G G E E
1 DA - North Elevation 2 DA - South Elevation Scale 1 : 100 Scale 1 : 100
SIGHT-LINE (SHOWN DASHED) SIGHT-LINE (SHOWN DASHED) LOOKING EAST TO WEST FROM FISHERMAN'S WHARF LOOKING WEST TO EAST FROM HOTEL
LIGHTHOUSE FISHERMAN'S WHARF PROPOSED DEVELOPMENT BIRKENHEAD BRIDGE THE BRITISH HOTEL
3 DA - Waterscape - North Elevation Scale 1 : 500
EXTERNAL COLOUR LEGEND EXTERNAL MATERIAL LEGEND
DULUX - 'VIVID WHITE' WALLS - GENERALLY CONCRETE FACE BLOCK WITH SOME FEATURE PANELS.
BORAL DESIGNER BLOCK 'ALABASTER' FLOORS - CONCRETE SLAB SMOOTH FACE
BORAL DESIGNER BLOCK 'PEARL GREY' CLADDING - PAINTED LIGHTWEIGHT PANELS SMOOTH FACE 44 Currie Street Adelaide SA 5000 BORAL DESIGNER BLOCK 'CHARCOAL' WINDOWS - NATURAL ANODISED ALUMINIUM P (08) 8205 0111 SMOOTH FACE F (08) 8205 0112 E [email protected] BORAL DESIGNER BLOCK 'RUST' SUNSHADES - NATURAL ANODISED ALUMINIUM SMOOTH FACE W www.hardymilazzo.com.au EXAMPLE: DULUX - 'RAKU' PAINT OVER FEATURE DEVELOPMENT APPROVAL PORT ADELAIDE TOURIST ACCOMMODATION FEATURE TEXTURE PANELS TEXTURE PANELS 6549-3 AMENDED SET 31/07/2014 for Fishermen's Wharf Pty Ltd 31/07/2014 11:19:41 AM
DULUX - 'COPPER PEARL' c Copyright 65 S I G N A G E
1 DA - East Elevation A601 Scale 1 : 100
44 Currie Street Adelaide SA 5000 P (08) 8205 0111 F (08) 8205 0112 E [email protected] W www.hardymilazzo.com.au DEVELOPMENT APPROVAL PORT ADELAIDE TOURIST ACCOMMODATION 2 DA - West Elevation 6549-3 A101 Scale 1 : 100 AMENDED SET 31/07/2014 for Fishermen's Wharf Pty Ltd 31/07/2014 11:25:43 AM
c Copyright 66 A B C D E
Parapet 16690 Roof 15950
Level 4 12680
Level 3 9510
Level 2 6340
Level 1 3170
Ground Floor 0 AHD: 3.95
1 DA - Section AA - East/West A101 Scale 1 : 100
1 2 3 4 5 6 7 8 9
Parapet 16690 Roof 15950
Level 4 12680
Level 3 9510
Level 2 6340
Level 1 3170
Ground Floor 0 AHD: 3.95
44 Currie Street Adelaide SA 5000 P (08) 8205 0111 F (08) 8205 0112 2 DA - Section BB - North/South E [email protected] A101 Scale 1 : 100 W www.hardymilazzo.com.au DEVELOPMENT APPROVAL PORT ADELAIDE TOURIST ACCOMMODATION 6549-3 AMENDED SET 31/05/2014 for Fishermen's Wharf Pty Ltd 31/07/2014 11:27:34 AM
c Copyright 67
23 May 2014
Ms Gabrielle McMahon Chief Planning Officer Statutory Planning Branch – Planning Division Department of Planning, Transport and Infrastructure GPO Box 1815 ADELAIDE SA 5001
Dear Gabrielle
Re: Development Application 040/0952/13 Response to the Commission’s Comments and Request for Additional Information
We have been asked by the applicant in the above matter to review and respond to the comments made by the Commission, and to provide the additional information requested.
It is important to note that a number of amendments have been made in response to the Commission’s comments.
Whilst all of the amendments are clearly captured on the plans, elevations and sections enclosed with our response, it is particularly important to note that:
• the amendments which we are about to describe were commissioned by the applicant in response to the Commission’s comments and the generally unfavourable ground and service conditions associated with the site of the proposed development;
• the building’s north-western façade has been redesigned to avoid the stormwater pipe which runs parallel to Nelson Street and the undercroft removed;
• the building’s reduced footprint will allow the applicant to establish an attractively landscaped garden bed between the building’s north-western façade and Nelson Street;
• the building’s external walls will be assembled using smooth concrete face blocks and textured concrete panels in lieu of precast concrete;
• the basement car park has been removed reflecting the existence of a stormwater pipe and ground conditions;
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• the ramp, stairs and lifts leading to the basement car park have also been removed;
• the ground floor level of the building has been lowered by 550 millimetres from 4.5 metres AHD to 3.95 metres AHD;
• the floor to ceiling heights have been increased by another 17 millimetres;
• the vertical profile of the building has been increased by 640 millimetres from 20 to 20.64 metres;
• the number of on-site car parking spaces available for Quest to use has been reduced from 54 to 43 (this still meets the peak demand identified by MFY);
• five bicycle racks have been positioned alongside the ramp which leads to the building’s main entrance;
• each bicycle rack is capable of accommodating two bicycles at a time;
• eight light bollards have been positioned around the perimeter of the building to ensure that the building’s main entrance, the internal roadway and the footpath leading to the promenade are clearly discernable from the main arrival point;
• an internal, one-way access road has been positioned on the southern side of the building and designed to connect into a new crossover to Nelson Street;
• this access road provides angled parking for eight vehicles;
• the air conditioning plant zone has been removed from the building’s roof;
• the stairwell on the northern side of the air conditioning plant zone has also been removed from the building’s roof;
• each apartment will have its own split-system air conditioner; and
• the split-system air conditioners will be located on the balconies and appropriately screened from the public domain.
Having summarised what we believe are the key amendments, our focus now shifts to the comments made by the Commission.
Comments made by the Commission
We note that the Commission has commented on the:
• extent of activation at the ground floor level;
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• vertical profile of the building;
• location of the transformer; and
• location and design of the building’s main entrance.
Our response to each comment is set out below.
The Extent of Activation at the Ground Floor Level
Whilst neither of the ‘active’ spaces forming part of the building’s ground floor level are located along the waterfront (the gymnasium and conference room), we are of the view that the removal of the basement car park and the consequent lowering of the building’s ground floor level will assist to create a strongly defined built edge and a stronger connection between the enclosed and open spaces along the waterfront.
As previously discussed, activation along the waterfront will vary according to location and this site is at the western-most end of the waterfront whilst the active frontages are focussed on the main-street areas, the core of the City and the lighthouse reserve area of McLaren Wharf. We also note that the proposal is a non-residential use and that by its nature attracts and promotes tourist activity.
The use of the apartment units by day and in the evenings creates a degree of activity that is not present in this locality.
The Vertical Profile of the Building
Although the building will exceed the maximum quantitative guideline prescribed for building height by one storey as defined in the Concept Plan Map PAdE/37, this quantitative discrepancy is considered to be minor in that the building’s mass will be controlled through the:
• creation of staggered and visually expressive façades;
• use of small vertical elements to punctuate the accentuated horizontal elements;
• incorporation of lightweight panels featuring elongated and rippled grooves; and
• application of neutral but nevertheless contrasting colour tones.
In addition, it is relevant to note that:
• the building will not directly overlook, or cast shadows over, any habitable room windows or private open spaces;
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• the additional building height results from an urban design assessment of the locality and the view lines afforded along Nelson Street;
• if the building were to be extended over that view corridor along Nelson Street, the grid pattern would be broken, therefore it is a preferred design outcome to retain that important grid form and marginally extend beyond a height guideline that is by comparison arbitrary;
• this locality deserves a built form of significant proportion and presence which is achieved in this proposition; and
• there also remains the imperative for the project to satisfy the desire to add value to the area by introducing needed tourist accommodation whilst satisfying practical feasibility objectives.
The Location of the Transformer
The transformer will be screened from the public domain by aluminium slats on a steel sub-frame. The aluminium slats will be powder-coated in the Dulux colour known as ‘Copper Pearl’. The areas to the north, south and east are to be landscaped.
The Location and Design of the Building’s Main Entrance
It is impractical to locate the building’s main entrance so that it faces the waterfront because the prospective tourists will, more often than not, arrive in the first instance from the south or south-east.
Other than the waterfront pedestrian promenade there is no other form of arrival mode from the north. It would therefore be extremely difficult for the prospective tourists to spot, and navigate their way to the building’s main entrance without a proliferation of signs, especially if they are travelling from any other direction than south across the bridge. The building’s main entrance has therefore been orientated towards the accessible road frontage and the car park as the main arrival point.
The main entrance is a prominent feature of the building and that its location is defined by the steel canopy which returns around the south-eastern corner of the building, the slender advertisement located above the steel canopy, the ochre coloured block work, the fins on either side of the glazed cavity sliders, the light bollards and the steps and ramps which lead to it from the car park.
The Commission’s Request for Additional Information
We note that the Commission has also requested some additional information. The requested information is either provided below, overleaf or is enclosed with our response.
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Site Contamination
As a consequence of the design amendment to remove the basement car park, the proposed development involves minimal excavation of existing material from the site. The space underneath the ground slab that results from the required floor level (3.95 metres AHD) is able to be utilised to retain any excess fill on-site. A suitable piling system will be employed that produces minimal or no spoil. This, combined with a limitation on the extent of soil removal resulting from lift and stair shaft excavations, achieves the Environment Protection Authority’s desire to retain, where possible, all excavated materials on-site.
Acoustic Attenuation
Ms Deb James of Resonate Acoustics was engaged by the applicant to undertake an assessment of the proposed development from an acoustic perspective. Whilst Ms James’ findings are fully documented in the letter enclosed with our response, it is relevant for the Commission to note that she has recommended that:
• the windows and sliding doors along the building’s northern, southern and western façades be fitted with 10.38 millimetre laminated glass;
• the sliding doors along the building’s western façade be fitted with 6/12/6 millimetre double glazing;
• all glass panels along the building’s northern, southern and western façades be sealed in an air- tight non-hardening sealant, a soft elastomer gasket or with glazing tape; and
• the sliding doors along the building’s northern, southern and western façades be fitted with perimeter seals such as foam or rubber compressible strips, or fibrous seals with a vinyl fin interleaf.
Ms James then went on to conclude that, if her recommendations are adopted and followed, the internal noise levels within the building will sit comfortably within the requirements of the relevant standard (AS/NZS 2107) and the applicant’s brief, and that the internal noise levels within the building will also be consistent with the Minister’s new specification (SA 78B).
Environmental Efficiency
With respect, we are of the opinion that the building need not be rated before or after it has been constructed because:
• the proposed development should only be assessed against the relevant provisions of Council’s Development Plan in order to determine whether it warrants Development Plan Consent;
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• Council’s Development Plan makes no reference whatsoever to the Nationwide House Energy Rating Scheme;
• the building has been sited and designed to conserve energy in accordance with Objective 1 of the ‘Energy Efficiency’ Subsection of Council’s Development Plan; and
• each serviced apartment will receive a sufficient amount of natural light and winter sunlight.
We also note the requirements of the National Construction Code of Australia in relation to energy efficiency.
A solar hot water system may be provided by the applicant. This will be determined as part of the detailed design phase of the project.
The stormwater management system has been designed in accordance with Council’s requirements. Whilst the particulars of the stormwater management system were fully disclosed in our planning report, we take this opportunity to inform the Commission that:
• where possible, stormwater quality treatment devices will be installed to ensure that runoff enters Council’s existing stormwater drainage network in a clean state;
• a stormwater retention tank will be installed within the confines of the site to reduce the prospective operator’s reliance on mains water;
• stormwater collected from the building’s roof will be directed to the stormwater retention tank and reused within the building for domestic purposes (excess will be discharged straight into the Port River);
• bio-retention swales will be incorporated into the landscape to reduce the need for supplementary irrigation;
• stormwater will be evaluated wherever possible to treat runoff from hardstand and car parking areas and, as a by-product, protect natural waterways from increased pollution loads;
• stormwater entering the waterway will be reduced and, due to the coverage of the site, will have less potential for pollution;
• minor drainage infrastructure will be designed to safely convey runoff from a five year ARI storm event from the site without nuisance flooding;
• major storm events (up to 100 year ARI) and the failure or blockage of underground infrastructure will be catered for via overland flow paths and we note these are very short;
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• peak flows will be managed from the site and discharged to an approved location where it will not increase the current demand on downstream flow paths as there is in fact no additional hard stand area being created;
• the detailed design will ensure that water ponding depths, flow depths and velocities are within the relevant design guidelines for safe levels;
• gross pollutant traps will be installed to manage gross pollutants and sediments found in runoff; and
• the quantity of stormwater entering the river will be less than is currently occurring.
External Materials and Colours
The applicant has decided to change the building’s external materials and finishes so that they better reflect those that are synonymous with, and representative of, the rich architectural heritage of the Port.
We have enclosed with our response a leaflet which contains samples of the new materials and finishes. This leaflet indicates, amongst other things, that:
• smooth concrete face blocks and textured concrete panels will be used to construct the building’s external walls;
• the smooth concrete face blocks come in four colours, namely ‘Alabaster’, ‘Pearl Grey’, ‘Charcoal’ and ‘Rust’;
• the textured concrete panels will be painted in the Dulux colour known as ‘Raku’;
• those sections of the building clad in lightweight panels will be painted ‘Vivid White’ or ‘Copper Pearl’ (both colours form part of the current Dulux range); and
• the window frames and sun shade devices will be made from natural anodised aluminium.
Plant and Equipment
No treatment is proposed because the air conditioning plant zone has been removed from the building’s roof and, as a consequence, there is nothing left to screen on the roof.
Landscaping
Although the site plan enclosed with our response clearly shows the type and extent of landscaping proposed, it is important for the Commission to note that the applicant has researched each plant’s suitability to local conditions, sustainability with minimal or no supplementary irrigation, growth and spread characteristics, potential to create leaf litter and aesthetic qualities.
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We remain of the opinion that the type and extent of landscaping proposed is more than sufficient given that Principle 19 of McLaren’s Wharf Policy Area 44 encourages new development adjacent to Nelson Street to be built on, or very close to, the street alignment.
External Lighting
Three bollards will be installed around the perimeter of the main entrance to the building and four bollards will be installed on the western side of the paved footpath which leads to the waterfront. A bollard will also be installed at the eastern edge of the landscaped protuberance between Spaces 26 and 34 to help motorists navigate the site. All of the bollards will be lit.
Bicycle Parking
The applicant proposes to install five bicycle racks alongside the ramp which leads to the building’s main entrance. The bicycle racks selected by the applicant can accommodate two bicycles at a time and 10 bicycles in total. There is no requirement for these in the Development Plan however this allowance is made to satisfy patrons using this mode of transport instead of motor vehicles.
Waste Storage
The bins will be kept in a 3.0 metre wide by 3.0 metre high enclosure.
The enclosure, which will be positioned alongside the external wall of the cleaners’ room, is considered by the prospective operator to be large enough to accommodate the required number of bins.
The enclosure will be clad with aluminium slats. The aluminium slats will be laid horizontally and powder-coated in the Dulux colour known as ‘Copper Pearl’ to ensure that it remains a discrete feature of the proposed development.
Summary
As a consequence of the various requests for clarification and additional information, the proposal has been further developed and refined taking into account the local circumstances and conditions.
The proposal will make a valuable contribution to the locality in a manner entirely consistent with the broader imperatives set out in the Development Plan. Indeed this will be an important new development in a locality extending eastwards to the lighthouse that demands greater intensity of use. The proposal is a desirable land use in this locality.
Further, the proposal adequately satisfies the relevant design and function criteria of the Development Plan in the following respects:
• the built form will reinforce the grid pattern of the centre;
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• the entrance location to the centre arriving from the north across the Birkenhead Bridge will be reinforced by the development of a strong urban design statement;
• this site allows for a ‘book end’ to the strip between Nelson Street through the length of McLaren Wharf to the east. Although one level higher than identified on the concept plan, this is considered a general guide and when this building is placed in the context of the elevated section of the Birkenhead Bridge it is appropriate to reinforce this site’s verticality otherwise it will be diminished and lose the strength of this location;
• the building is highly articulated and incorporates materials and colours that complement the local built form themes;
• the shared use of car parking allows for a reduced on-site compliment of spaces although the provision satisfies the identified peak; and
• the site is readily accessible and well located to benefit from other activities in the area and those activities that are foreshadowed in the Development Plan for the centre.
For these reasons we invite the planning authority to accept that the proposal meets the provisions of the Development Plan in a manner sufficient to enable the application to be approved.
Should you wish to discuss any aspect of our response or this matter in more detail, please do not hesitate to contact the undersigned.
Yours sincerely
Simon Tonkin MasterPlan SA Pty Ltd cc: Lend Lease, Att: Mr Scott Ferris. Hardy Milazzo, Att: Mr Darren Park.
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DEVELOPMENT APPLICATION REPORT Construct a Five Storey Tourist Accommodation Facility
Comprising 61 Serviced Apartments
At: Allotment 106 Nelson Street, Port Adelaide For: Fishermen’s Wharf Markets Pty Ltd
Prepared by
MasterPlan SA Pty Ltd
In association with:
Baulderstone
Hardy Milazzo
Murray F Young & Associates
MasterPlan SA Pty Ltd ABN 30 007 755 277, ISO 9001:2008 Certified
33 Carrington Street, Adelaide SA 5000 Telephone: 8221 6000, masterplan.com.au
April 2013
1.0 INTRODUCTION
This Development Application Report has been prepared to accompany our client’s development application to the Development Assessment Commission for Development Plan Consent to construct a five storey tourist accommodation facility comprising a total of 61 serviced apartments on a relatively small portion of Allotment 106 Nelson Street, Port Adelaide.
In preparing this Report, we have:
• inspected the subject land and its locality;
• examined the compendium of drawings assembled by Hardy Milazzo;
• identified and subsequently reviewed what we consider to be the most relevant provisions of Council’s Development Plan; and
• had regard to the Development Act 1993 and the Development Regulations 2008.
The Report contains a description of the subject land, its locality and the proposed development. It also contains a detailed assessment of the proposed development against what we consider to be the most relevant provisions of Council’s Development Plan.
The Report concludes that the proposed development meets the most relevant provisions of Council’s Development Plan in terms of its land use, form and function and is therefore orderly and economic. Accordingly, we invite the Development Assessment Commission to accept that the proposed development meets the most relevant provisions of Council’s Development Plan in a manner sufficient to enable our client’s development application to be approved.
2.0 BACKGROUND
The proposal has been established following negotiations and agreement with the operator of the proposed facility over the past 18 months.
Initially, a proposal was developed to convert the former Customs House and Port Adelaide Institute buildings and the former Waterworks office building into a tourist accommodation facility with a contemporary western extension. Unfortunately, this proposal proved unsuccessful due to significant financial constraints associated with the revitalisation of the heritage properties and a lack of any available financial assistance.
In order to respond to the ongoing commitment of the operator for the provision of tourist accommodation in Port Adelaide, an area that currently lacks these facilities, our client established a proposal to develop a stand-alone facility that forms the subject of this development application on land under the same ownership west of the Fishermen’s Wharf Markets at Wharf Shed 1.
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The facility has been designed to sit both within the existing built-form context and relate to potential future development of the precinct for which our client has developed a master plan (see Appendix A). The area is bounded by Commercial Road, Nile Street, Nelson Street and the Port River waterfront. A large portion of the land within this precinct is under the ownership of our client with the remainder owned by Renewal SA.
The master plan anticipates the relocation of the Fishermen’s Wharf Markets to another site in Port Adelaide and the development of a mixed use residential, tourism and commercial precinct. The master plan will offer a variety of activities that will support and reinvigorate this key location within Port Adelaide on a year round daily basis.
Founded on the urban design principles shown on the concept plan at Appendix B, the precinct seeks to reinforce and respect the existing street grids and connections, relate to the existing urban fabric (including heritage buildings) and provide appropriately located key landmark facilities. The structure has taken into account public spaces and pedestrian connections, major axis, promenade continuity, focal points, building orientation (solar and views), activated edges (emphasising priority for development closest to the lighthouse), road and vehicle networks, car parking and constraints such as existing easements.
The structure defined in the urban design principles of the master plan established the most appropriate outcome for the development of the proposed facility inclusive, for example, of the definition of the southern extent of the proposal such that it will align with, and respect, a future built form edge at the north side of North Parade.
The master plan for the precinct comes with no formal recognition however, it is understood through consultation to be aligned in principle with the current master planning exercise being undertaken by Renewal SA for Port Adelaide.
The information provided in respect of the master plan is contained within this Report for indicative purposes only and by way of background to assist in understanding the relationship of the proposed facility to the broader intentions for the site and precinct.
3.0 THE SUBJECT LAND
The subject land is bounded by the Port River to the north, the Port Adelaide Lighthouse to the east, North Parade, Robe and Nile Streets to the south and Nelson Street to the west. It is more formally described as Allotment 106 in the Certificate of Title at Appendix C.
The subject land has an approximate area of 1.184 hectares and is presently anchored by the Fishermen’s Wharf Markets. The Markets are surrounded by an ancillary at-grade car park to the south and to the west. The at-grade car park contains a total of 167 spaces, including two spaces for people with a disability.
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The site of the proposed development, referred to herein simply as ‘the site’, is located on the western side of the Markets and has frontage to Nelson Street. It is accessible to motor vehicles via two double- width crossovers, one of which is located on the western side of Robe Street and the other on the northern side of Nile Street.
Although the site is subject to three easements for infrastructure, water supply and drainage purposes respectively, and a free and unrestricted right of way, the compendium of drawings at Appendix D confirms that neither the easements nor the free and unrestricted right of way will adversely affect, or be adversely affected by, the proposed development. Furthermore, there are no regulated or significant trees within the confines of the site.
4.0 THE LOCALITY
The locality is characterised primarily by commercial development interspersed with community, recreational and tourism facilities, Port related activities and civic functions. It also features a number of unique and historic buildings and streetscapes which assist to define the Port Adelaide Centre. Many of the most notable buildings, including (but not limited) to the former Customs House and Port Adelaide Institute buildings, all well separated from the site, are presently vacant and are either local or state heritage listed.
The locality exhibits a moderate degree of visual amenity, which principally stems from the architectural merit of the existing built form, well-maintained road reserves and generally attractively landscaped surrounds.
The locality is, for the most part, devoid of residential development.
5.0 THE PROPOSED DEVELOPMENT
5.1 Overview
It is proposed to construct a five storey tourist accommodation facility on a relatively small portion of the subject land. The facility, referred to herein simply as ‘the building’, will contain a total of 61 serviced apartments and will be supplemented by 43 off-street car parking spaces. Although the building will address both Nile Street and the Port River, its principal façade will be orientated in an easterly direction towards the arrival point, the ancillary at-grade car park and the existing Fishermen’s Wharf Markets. The arrival point is considered to be appropriately located when considered in the context of the master plan.
The internal and external layout of the building is shown on the compendium of drawings at Appendix D.
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5.2 Building Footprint
The footprint of the building will be irregular in shape and account for 10 percent or thereabouts of the total area of the subject land.
5.3 Finished Floor Levels and Floor to Ceiling Heights
The finished floor levels and floor to ceiling heights of each of the building’s five floor levels are listed in Table 1 below. They are also clearly shown on the Typical Sections at Appendix D.
Table 1 – Finished Floor Levels and Floor to Ceiling Heights
Floor Levels Finished Floor Levels Floor to Ceiling Heights
Ground floor level AHD 4.5 metres 3.0 metres
First floor level AHD 7.5 metres 3.0 metres
Second floor level AHD 10.5 metres 3.0 metres
Third floor level AHD 13.5 metres 3.0 metres
Fourth floor level AHD 16.5 metres 3.0 metres
5.4 Floor Areas
The ground floor level of the building, excluding the balconies, terraces, ramps and external stairs, will have a total floor area of 1,240 square metres. The first, second, third and fourth floor levels of the building, excluding the balconies, will have a total floor area of 1,267 square metres. The five floor levels will combine to produce a total floor area of 6,308 square metres.
5.5 Apartment Composition
The building will accommodate a total of 61 serviced apartments across five floor levels. A summary of the types of apartments and their respective floor areas, bedrooms and keys is provided in Table 2 below.
Table 2 – Apartment Composition
Apartment Type Floor Area Bedrooms Keys
Type 1 73.1 square metres 2 bedrooms 1 key
Type 2 67.1 square metres 2 bedrooms 1 key
Type 3 67.6 square metres 2 bedrooms 1 key
Type 4 76.0 square metres 2 bedrooms 1 key
Type 5 80.1 square metres 2 bedrooms 1 key
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Apartment Type Floor Area Bedrooms Keys
Type 6 94.7 square metres 3 bedrooms 2 keys
Type 7 101.4 square metres 3 bedrooms 2 keys
A summary of the apartment composition per floor level is also provided in Table 3 below.
Table 3 – Apartment Composition per Floor Level
Floor Levels 2 Bed Apartments 3 Bed Apartments Total # of Apartments
Ground floor level 9 apartments No apartments 9 apartments
First floor level 11 apartments 2 apartments 13 apartments
Second floor level 11 apartments 2 apartments 13 apartments
Third floor level 11 apartments 2 apartments 13 apartments
Fourth floor level 11 apartments 2 apartments 13 apartments
Total # of Apartments 53 apartments 8 apartments 61 apartments
5.6 Ancillary and Subservient Features of the Building
The ground floor level of the building will contain, amongst other things, a gymnasium and conference room, both of which will be ancillary and subservient to the primary use of the building.
The gymnasium and conference room will form an integral part of those facilities offered to the occupants of the building. They will have a total floor area of 40 square metres and 76 square metres respectively.
5.7 Building Setbacks
The building will be setback between:
• 0.0 and 6.5 metres from the northern allotment boundary;
• 0.0 and 5.5 metres from the easement to the east, which is for drainage purposes;
• 4.5 and 12 metres from the southern allotment boundary; and
• 0.0 and 7.5 metres from the western allotment boundary.
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5.8 Building Height
The building will be five storeys high and will exhibit a maximum building height of 19.3 metres when measured from the top of the parapet (the tallest part of the building) to the finished ground level immediately below.
5.9 External Materials and Finishes
The building will be constructed using a contemporary and robust palette of materials. The palette will consist of painted precast concrete walls with exposed concrete slab edges, aluminium framed glazing with painted FC sheet cladding panel infills below, glass balcony balustrading and powder-coated aluminium sun shading devices in both vertical and horizontal planes.
The materials will be finished in a range of Dulux paint colours, including ‘Vivid White’, ‘Dieskau’, ‘Flooded Gum’, ‘Raku’ and ‘Copper Pearl’.
5.10 Vehicular Access
Vehicular access to and from the site will be via the existing access points to the ancillary at-grade car park. The occupants of the building will be able to access the basement car park via a ramp down from the ancillary at-grade car park.
5.11 Off-Street Car Parking
A total of 43 car parking spaces will be provided. The basement will contain 29 of the 43 spaces and the remainder will be provided at-grade. Two spaces will also be provided as close as practicable to the main entrance to the building for people with a disability.
A turning bay will be provided on the southern side of the existing wharf access gate to enable all vehicles to enter and exit the site in a forward direction.
All spaces will be sealed and appropriately line-marked for directional purposes.
5.12 Earthworks and Landscaping
Although no fill will be required, approximately 1,350 cubic metres of cut to a maximum depth of 2.0 metres will need to take place in order to facilitate the construction of the basement. A series of retaining walls or batters ranging in height from 1.2 metres to 1.7 metres will also need to be erected on all four sides of the basement.
The building will be complemented by a suitable selection of trees, shrubs and general groundcovers. The type and extent of landscaping proposed will provide an improved landscaped amenity for the building and the locality.
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Whilst our client has not selected any specific trees, shrubs or general groundcovers as yet, it is relevant to note that our client is likely to consider each species’ suitability to local conditions, sustainability with minimal or no supplementary irrigation, growth and spread characteristics, aesthetic qualities, potential for leaf litter and availability.
5.13 Stormwater Management
Stormwater will be managed on-site in accordance with good engineering practice.
Due to the proximity of the proposed development to the Port River and the high percentage of existing impervious area on the site, Council has indicated that there will be no detention requirements however, meeting water quality objectives will be important. It is relevant to note that the proposed development will not increase the stormwater runoff from the site and in fact the roofed portion of the site by discharging clean roof water, will reduce stormwater discharge to the Port River.
The existing hard stand car park area currently discharges directly to the Port River. This direct stormwater discharge will be reduced significantly.
Some roof runoff will be collected in rainwater tanks for reuse within the building in order to reduce the total volume of runoff from the site.
Underground drainage infrastructure will be designed for a 1 in 5 year ARI storm event (minor storm event) and overland flow paths will be provided for a 100 year ARI storm event (major storm event).
Drainage design will consider, and account for, peak tidal levels in the Port River. Part of this design consideration is made in setting the ground floor level to satisfy the relevant provisions of Council’s Development Plan.
5.14 Operational Aspects
5.14.1 Personnel
The building will operate with up to, but not exceeding, six staff members, including four administrative officers and two housekeepers.
5.14.2 Hours of Operation
Although the building will operate 24 hours per day, seven days per week, the reception/office function will only be available from approximately 6:00am to 8:00pm each day.
All housekeeping duties will generally occur within normal business hours.
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5.14.3 Refuse Collection
General waste and recyclables will be collected from the apartments by the housekeepers and deposited into the appropriate bin. The bins will be located to the north-west of the building’s main entrance and will have a combined storage capacity of 6.0 cubic metres. This area will be secured and fenced to match the form and style of the building.
Refuse collection will be undertaken by a standard refuse vehicle. The refuse vehicle will be 11 metres long and will be able to manoeuvre into and out of the refuse collection area with ease. The refuse vehicle will also be able to enter and exit the site in a forward direction.
5.15 Advertising Displays
Two advertising displays may eventually be affixed to the external walls of the building, one on the eastern façade and the other on the southern façade.
Whilst these advertising displays are shown on the coloured elevations at Appendix D, they do not form part of our client’s development application. They are simply indicative of what is likely to come.
6.0 PROCEDURAL MATTERS
The relevant version of Council’s Development Plan for procedural and assessment purposes was gazetted and subsequently consolidated on Thursday, 15 November 2012.
The site, under this particular version of Council’s Development Plan, is situated in McLaren’s Wharf Policy Area 44 of the Regional Centre Zone.
6.1 The Relevant Authority
According to Schedule 10 of the Development Regulations 2008, the Development Assessment Commission is the relevant authority for all forms of development in McLaren’s Wharf Policy Area 44.
6.2 Classification
According to the Procedural Matters Section of the Regional Centre Zone, the proposed development is neither complying nor non-complying. It should therefore be assessed, considered and determined on its planning merits by the Development Assessment Commission in its capacity as the relevant authority.
6.3 Categorisation
According to the Procedural Matters Section of the Regional Centre Zone, “all development within McLaren’s Wharf Policy Area 44 which proposes to exceed the maximum heights identified on Concept Plan Map PAdE/37” falls within the ambit of Category 2 development.
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Concept Plan Map PAdE/37 indicates that the maximum building height for development on this particular site is four storeys. The building will be five storeys high and therefore exceed the concept guideline by one storey.
6.4 Referral to a Prescribed Body
Although the site has frontage to Nelson Street, a primary arterial road under the care and control of the Department of Planning, Transport and Infrastructure, we are of the opinion that our client’s development application need not be referred to the Commissioner of Highways because the proposed development will not:
• alter an existing access;
• change the nature of movement through an existing access;
• create a new access; or
• encroach within a road widening setback under the Metropolitan Adelaide Road Widening Plan Act 1972.
7.0 DEVELOPMENT PLAN ASSESSMENT
7.1 Land Use
Regional Centre Zone Commentary Compliant Objective 1 A centre representing the primary focus The provision of much needed for business and commercial services for accommodation within an the region, outside the central business appropriate part of the district of Adelaide, providing a full range Regional Centre Zone will of shopping, administrative, cultural, attract a large number of community, entertainment, education, tourists to the Port, thereby religious and recreational facilities, and generating the social and public and private office development. economic impetus required for the Zone to realise its primary Objective.
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Objective 8 The further development of tourism, The provision of 61 serviced cultural and recreational facilities related apartments for tourist to Port Adelaide's unique maritime and accommodation purposes will commercial heritage and character, and further develop and promote promotion of the zone as a major State the Regional Centre Zone as a tourism destination. major tourist destination.
Objective 16 Development that contributes to the The proposed development is desired character of the zone. set to take place in a zone that purports to capture and celebrate the history of the Port while embracing new ideas, innovation and development and supporting a vibrant, creative and sustainable community.
The proposed development will contribute to the desired character of the Zone by re-energising this part of the Port through the provision of tourist accommodation on a key and historical site.
The provision of additional accommodation for such purposes is also likely to facilitate and support economic and residential growth in the Zone.
Objective 17 The rehabilitation of blighted and The proposed development underutilised waterfront land. will rehabilitate and vastly improve the aesthetic appeal
of an underutilised portion of the subject land.
Principle 1 The following forms of development are Tourist accommodation is envisaged in the zone within suitable envisaged within the Regional policy areas: Centre Zone.
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▪ affordable housing ▪ bank ▪ child care centre ▪ civic centre ▪ community centre ▪ consulting room ▪ department store ▪ dwelling in conjunction with non- residential development ▪ educational establishment ▪ emergency services facility ▪ entertainment facility ▪ hospital ▪ hotel ▪ indoor games centre ▪ library ▪ motel ▪ motor repair station ▪ office ▪ place of worship ▪ playing field ▪ pre-school ▪ residential flat building in conjunction with non-residential development ▪ restaurant ▪ shop ▪ supermarket ▪ swimming pool ▪ tourist accommodation Principle 3 High-density residential development, The proposed development including affordable housing, and will promote the Port Adelaide development comprising a variety of Centre as a prime tourist residential and non-residential uses destination and, as a should not prejudice the operation of by-product, will inevitably existing or future retail activity within the attract further tourists to the zone. Centre and drive retail activity.
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Principle 4 Development should not be undertaken The proposed development, as unless it is consistent with the desired previously advised, is character for the zone. consistent with the desired character of the Regional Centre Zone.
Principle 7 Development should occur in accordance The proposed development with the following concept plan maps: accords with all three maps in that: (a) Concept Plan Map PAdE/27 - Port Adelaide Centre Traffic and Transport - it will not negate the (b) Concept Plan Map PAdE/28 - Port opportunity for a car Adelaide Townscape and Waterfront parking deck to be Development Areas) established on the (c) Concept Plan Map PAdE/29 - Port southern-most portion Adelaide Key Visual Elements. of the subject land; - it will improve an area requiring townscape improvement; and - the building’s external walls will exceed two storeys in height. Principle 8 Development should be located, staged Our client is seeking to and designed such that vacant or under- redevelop an underutilised utilised land and buildings are portion of the subject land for redeveloped or recycled for more a land use which is expressly appropriate uses. contemplated in the Regional Centre Zone.
Principle 10 Land adjacent to the Port Adelaide River The proposed development not required for port or shipping activities satisfies this principle in that it should be progressively redeveloped for a involves the construction of a range of the following uses where building which is for tourist consistent with the intent for each accommodation policy area: and consistent with the intent of McLaren’s Wharf Policy (a) community uses Area 44. (b) medium and higher density residential uses (c) recreation (d) tourism.
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Principle 12 Tourist development should be situated in The building will be developed defined and readily accessible nodes, on land adjacent to the Port particularly adjacent to, and on the River and wholly within the Port Adelaide River and associated public confines of McLaren’s Wharf promenade within the following Policy Area 44. policy areas:
(a) Dock One Policy Area 39 (b) East End Policy Area 40 (c) Fletcher’s Haven Policy Area 41 (d) Hart’s Mill Policy Area 42 (e) Mainstreet Policy Area 43 (f) McLaren’s Wharf Policy Area 44 (g) Newport Quays Policy Area 45 (h) North Bank Policy Area 46 (i) Port Adelaide State Heritage Area Policy Area 48 (j) Port Approach Policy Area 49.
McLaren’s Wharf Policy Area 44 Commentary Compliant Objective 1 Mixed tourism, recreational and residential The building, which will development of diverse character which contain a range of apartments capitalises on its access to the waterfront. for tourists, is orientated to take advantage of its ready access to, and views of, the waterfront.
Objective 2 Development in accordance with Concept The proposed development Plan Map PAdE/37 - McLaren’s Wharf accords, in part, with Concept Policy Area. Plan Map PAdE/37 by virtue of not impeding any of the view corridors. With that said, the building does exceed the maximum quantitative guideline prescribed for building height by one storey.
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This quantitative discrepancy is considered to be minor however in that the building’s mass will be broken down by the use of small vertical and horizontal components and the strategic application of dual paint colours. Furthermore, the building will not directly overlook, or cast shadows over, any habitable room windows or private open spaces.
Objective 4 Conserve and re-use the majority of The proposed development Wharf Shed 1 and buildings of heritage will have no bearing significance. whatsoever on the external appearance or functionality of the Fishermen’s Wharf Markets at Wharf Shed 1.
Objective 5 Development that contributes to the The proposed development desired character of the policy area. will contribute to the desired character of the Policy Area because it involves the construction of a building for tourist accommodation.
Furthermore, the building will be of a height, scale and architectural form that reinforces the waterfront character and protects and respects the historic character of development in adjacent policy areas.
Principle 1 The following forms of development are Tourist accommodation is envisaged in the policy area: envisaged within McLaren’s Wharf Policy Area 44. ▪ affordable housing ▪ art/craft complex
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▪ art gallery ▪ civic facility ▪ dwelling ▪ fish market ▪ marina ▪ maritime museum ▪ public place ▪ recreation area ▪ residential flat building ▪ restaurant ▪ shop ▪ tertiary institution ▪ tourist accommodation ▪ tourist development. Principle 3 Development should be consistent with The proposed development Concept Plan Map PAdE/37 - McLaren’s accords, in part, with Concept Wharf Policy Area. Plan Map PAdE/37 by virtue of not impeding any of the view corridors. With that said, the building does exceed the maximum quantitative guideline prescribed for building height by one storey.
This quantitative discrepancy is considered to be minor however, in that building’s mass will be broken down by the use of small vertical and horizontal components and the strategic application of dual paint colours.
Furthermore, the building will not directly overlook, or cast shadows over, any habitable room windows or private open spaces. Further it will maintain and enhance the public promenade environment.
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Principle 7 Offices should not be developed unless The gymnasium and they are ancillary to and in association conference room at the with another development. ground floor level of the building are ancillary and subservient to the primary use.
7.2 Land Use Density
Regional Centre Zone Commentary Compliant
Objective 5 A centre accommodating high density The proposed development residential development in conjunction constitutes high density with non-residential development. residential development in the form of tourist accommodation, as expressly contemplated by the Zone and Policy Area. It also includes non-residential facilities, such as a gymnasium and a conference room, however these facilities are ancillary and subservient to the primary use.
Objective 6 A more intense optimal use of vacant and The proposed development under-utilised land, buildings and the represents a more intense and inner harbour of the Port Adelaide River. optimal use of an underutilised portion of the subject land.
Objective 7 A centre accommodating a range of The proposed development residential development types including will add to the mix and density high density in conjunction with non- of accommodation in the residential development. Regional Centre Zone.
Principle 14 Residential accommodation at medium As previously advised, the and higher densities should be building will be developed on encouraged within suitable parts of the land adjacent to the Port River.
zone and especially adjacent to the Port Adelaide River and within those policy
areas which encourage such development.
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Furthermore, the provisions of McLaren’s Wharf Policy Area 44 expressly contemplate, via Principle 5, medium to high density residential development on land overlooking the Port River.
McLaren’s Wharf Policy Area 44 Commentary Compliant
Principle 5 Development overlooking the Port The Policy Area also clearly Adelaide River should include medium promotes the establishment of density to high density residential medium to high density development. residential development on this site. This proposed development will not prejudice other land in the area being developed in accordance with the Zone Objectives.
7.3 Design and Appearance
Regional Centre Zone Commentary Compliant Objective 3 Development of a visually and functionally The proposed development cohesive and integrated regional centre. will initiate the opportunity to develop a visually and functionally cohesive and integrated centre.
Objective 10 The reinforcement of those parts of the The local character takes in zone which have distinctive and valued many building styles. The architectural and townscape characters building will blend in with compatibly designed new buildings, harmoniously with several of where their scale, height, mass, setbacks those styles without and materials enhance the character of deliberately mimicking any. the zone. Local earthy tones and colours will be reinforced. Height, mass and setbacks are in keeping with the local area.
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Principle 5 Development should be designed and Existing linkages will be sited to promote linkages between the reinforced and maintained. various developments within the centre and adjoining main roads.
Principle 18 Development should provide for and Existing adjacent public facilitate pedestrian access between pathways will be maintained in compatible adjoining developments a northerly and southerly through one or more of the following: direction as well as along the waterfront promenade. (a) arcades (b) courtyards (c) malls (d) paths through parking areas. Principle 22 Development should be compatible with The building will reinforce the and reinforce the rich, historical and urbanisation of the locality. Its highly urbanised townscapes within the fabric is of an urban style zone. compatible with, but not a replica of, the established built-form.
Principle 23 Development should respect, but not The building is set well away mimic, existing 19th century building from the significant forms and townscapes of significance. streetscapes comprising local and/or state heritage places.
Principle 25 Buildings should be situated close to or The building abuts part of the abutting street frontages, particularly on Nelson Street frontage and corner sites, to reinforce the prevailing reinforces the public domain townscape character within the zone. edge of the waterfront promenade whilst enabling the continuation of access.
Principle 26 Development should be sited to ensure The proposed development that original grid street layouts within the will not change or adversely centre are retained and wherever possible, affect any local streets. It will re-established. however respects the extension of the alignment of North Parade west of the Robe Street roundabout.
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Principle 28 Development should be sited to provide The design and layout of the view lines and reinforce existing vistas building and its inherent indicated on Concept Plan Map PAdE/29 - features will not prejudice Port Adelaide Key Visual Elements. The Concept Plan PAdE/29 but view corridors should: rather reinforce the concept of the gateway. (a) take the form of one or more of the following: (i) public road reservations (ii) public reserves (iii) wider spaces between buildings (b) incorporate pedestrian linkages (c) have a minimum width of 17.5 metres if identified as a major view corridor (d) have a minimum width of 12 metres if identified as a minor view corridor. Principle 33 Development should be designed to There should not be any minimise undesirable microclimatic and undesirable micro climatic solar access effects on other land or effects due to the proposed buildings, including effects of patterns of development. Furthermore, wind, temperature, daylight, sunlight, solar access for other nearby glare and shadow. buildings will not be affected.
Principle 34 Materials incorporated in development The materials and colours should reflect, and reinforce, the historic, chosen will echo local earthy maritime character of the zone wherever tones and character. practicable.
Principle 36 Development should incorporate a high The building will be of a high degree of architectural quality with architectural quality with highly building design adequately addressing: articulated façades composed through the use of eaves, (a) compatibility in terms of form and scale with existing buildings and the balconies, and sun-shades in desired character statement of the both vertical and horizontal relevant policy area planes. (b) interest and diversity (c) public domain interface The form and scale of the (d) a high quality streetscape building echoes a variety of (e) building height local existing building forms (f) massing and proportion which have been developed in (g) facade articulation a range of styles over the preceding years.
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(h) elements such as eaves, sun shading The public realm will be further devices, entries and balconies. activated by its existence and the area will, as a consequence, become more inviting.
Principle 37 Roof designs should: The proposed roof form has (a) contribute to the overall design and purposefully been designed to performance of buildings be quite simple and (b) be integrated into the overall facade understated. All air and composition of buildings conditioning and plant located (c) be articulated by breaking down mass in order to relate to the context of on the roof will be located surrounding buildings centrally and, where required, (d) screen air conditioning and building will be screened to minimise services plants from ground level public visibility from adjacent streets. views (e) minimise their visibility from adjacent buildings. Principle 38 Balconies should: All apartments have balconies (a) be designed to provide all apartments which are integrated into the with private open space thereby overall form of the building promoting the enjoyment of outdoor living for apartment residents and therefore create a high (b) be functional and responsive to the degree of articulation and environment interest. (c) be integrated into the overall architectural form and detail of residential Furthermore, the balconies flat buildings promote outdoor enjoyment (d) should contribute to the safety and and provide casual public liveliness of the street by allowing for casual overlooking of public spaces. surveillance.
Principle 39 Overlooking from upper level windows, Overlooking onto balconies of external balconies, terraces and decks into adjacent apartments has been habitable rooms (all rooms excluding managed through the carefully bathrooms, laundries and hallways) and designed layout and screening the useable private open spaces of other devices which also act as sun dwellings should be minimised by: screening and provide articulation to the façade. (a) building layout (b) location and design of windows and balconies (c) screening devices (d) landscaping (e) adequate building separation.
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Principle 40 Direct views from upper level habitable Overlooking into habitable windows (all rooms excluding bathrooms, rooms of adjacent apartments laundries and hallways), decks, balconies, has been managed through patios and terraces into habitable the carefully designed layout windows or usable open space of other and screening devices. There dwellings should be minimised and are no other dwellings located restricted by either: within close proximity to the site. (a) permanently fixed translucent glazing in the part of the window below 1.5 metres above floor level (b) window sill heights of 1.5 metres above floor level (c) permanently fixed external screens to at least 1.5 metres above floor level and no more than 25 per cent transparent (d) external screens including wing walls, planter boxes, solid or translucent panels or perforated panels or trellises which have a maximum 25 per cent openings. Principle 47 Buildings constructed adjacent to the The apartments and floor is set public promenade, public plazas, public above the existing ground reserves, main roads and edges of public level to accommodate the spaces should be designed to: necessary policies for sea level rise. (a) maintain an active interface through architectural detail and interest in skyline and pedestrian levels Accordingly, the relationship of (b) maintain the continuity of streetscape the apartments with the public with streets and public spaces defined by realm is vertically separated consistent building frontages at the street thereby also affording the alignment occupants with a degree (c) maximise solar access and limit overshadowing of these areas of privacy. (d) protect the amenity of residents at ground level An active interface is not (e) protect pedestrian amenity proposed in terms of land use, (f) not result in visual domination however the building (g) provide for varied and attractive treatments will considerably building elevations. enhance the part of the public realm adjacent to the property.
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With reference to the master plan, the area most appropriate for the focus of activation is the eastern end of this section proximate to Commercial Road.
The streetscape continuity will be enhanced by the rectilinear form and better definition of public spaces.
There will be no overshadowing of residences, nor will the building dominate to the detriment of the locality particularly as this site is identified as part of a gateway.
The building elevations provide variety and interest.
Principle 65 Development within 8 metres of the The building will have a AHD waters edge should not have a habitable higher than 3.95 metres (AHD floor level less than AHD (Australian 4.5 metres). The basement will Height Datum) 3.95 metres. Where have a sill height of not less basement or under croft car parking is the 0.25 lower than the proposed, it should be designed to habitable floor level at AHD 3.7 provide a sill height of not less than 0.25 metres. metres lower than the habitable floor level or a barrier to prevent inundation of the basement or under croft area. These levels can be reduced where reasoned technical arguments in relation to the effects of land subsidence and wave effects demonstrate that the lower levels provide adequate protection.
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The form and layout of development should be designed to enable future flood protection against a further 0.7 metres of sea level rise and additional land subsidence by 2100.
Principle 68 Development protected, through design The proposed floor level is and siting, or other protective works, above that prescribed in the against flooding caused by 0.3 metres of relevant policy (see above). sea level rise, land subsidence and wave effects to the year 2050.
Principle 69 Buildings should not exceed the number Although the building exceeds of storeys as indicated on Concept Plan the number of storeys Map PAdE/37 - McLaren’s Wharf Policy indicated on Concept Plan Area. Map PAdE/37 by one storey, this quantitative discrepancy is considered to be minor however in that building’s mass will be broken down by the use of small vertical and horizontal components and the strategic application of dual paint colours. Furthermore, the building will not directly overlook, or cast shadows over, any habitable room windows or private open spaces.
Principle 70 Building depth should enable views for The building depth is such that apartments and promote natural all apartments have views ventilation where possible. and access to natural ventilation.
Principle 71 Development should be sited to take The building has been sited to advantage of waterfront views and take in immediate views north activities. to the Port River and longer water views to the west.
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Principle 82 Development along the waterfront should The design of the building has comprise bold, robust architectural forms taken this into consideration with articulated and modelled facades and has incorporated bold, which may incorporate pitched roofs, robust forms and heavily balconies, verandas, and other design articulated and modelled elements and materials which reflect the façades through the interplay character of older maritime/industrial of solid and void and the use buildings nearby. of sun shading screens and balconies.
Principle 83 The design scale and form of new The proposed design reflects buildings should integrate with the local forms, design elements, design, form and scale of adjacent materials and colours whilst heritage buildings, using design elements not mimicking local buildings. reflecting maritime themes associated with typical port operations.
McLaren’s Wharf Policy Area 44 Commentary Compliant Principle 8 Development immediately to the west of The architectural form of the the retained part of Wharf Shed 1 should: shed is respected without being mimicked. All uses at the (a) complement the architectural form of the Wharf Shed 1 building ground floor level form part of (b) include non-residential uses at ground the apartments inclusive of level to promote tourist activity. conference, gymnasium, reception and accommodation facilities.
Principle 14 Development should take advantage of The proposed development waterfront views and provide generous takes advantage of both views and passages through to Port immediate views north to the Adelaide River from the Port Adelaide Port River and longer water State Heritage Area Policy Area 48. views to the west. The building is located away from the State Heritage Area.
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Principle 15 New buildings should respect the form, The proposed design reflects scale and design of the historic local forms, materials, townscapes immediately south of the area elements and colours but does and create contemporary architecture not seek to directly reproduce which is innovative, functional and local buildings. The attractive. Architectural themes evocative architecture proposed is of the area's maritime and industrial innovative and attractive whilst heritage should be incorporated. being functional.
Principle 18 Linear building forms should define the The building will help define waterfront promenade and provide the promenade. Existing paths frequent pedestrian spaces and links will be maintained and which: reinforced.
(a) enable public access (b) provide views to the waterfront. Principle 19 Development adjacent to Nelson Street, The building is located close to Nile Street and St Vincent Street should or abutting Nelson Street. be situated close to or abutting these frontages.
Principle 20 Development along the waterfront and The building is more than two abutting Nelson Street, Nile Street and storeys high. Lighthouse Square should incorporate building facades not less than two storeys high.
Crime Prevention – General Section Commentary Compliant Objective 1 A safe, secure, crime resistant All windows and balconies will environment where land uses are help to provide passive integrated and designed to facilitate community surveillance. community surveillance.
Principle 1 Development should be designed to The building is well-sited to maximise surveillance of public spaces overview the public through the incorporation of clear lines of environment of the waterfront, sight, appropriate lighting and the use Nelson Street and adjacent of visible permeable barriers public use car park areas. wherever practicable.
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Principle 2 Buildings should be designed to overlook All windows and balconies will public and communal streets and public help to provide passive open space to allow casual surveillance. community surveillance.
Principle 7 Site planning, buildings, fences, Changes of level have been landscaping, changes of levels, directional integrated between the signage and other features should clearly ground level private spaces of differentiate public, communal and the apartments and the private areas. adjacent public areas to provide a comfortable interrelationship.
Principle 10 Development should avoid pedestrian The proposed development entrapment spots and movement will maintain continuity of predictors (eg routes or paths that are adjacent public pathways but predictable or unchangeable and offer no will not create entrapment choice to pedestrians). points or unpredictable pedestrian access.
Principle 15 Development should be designed to The building will establish maximise surveillance in frequently used good interaction and open space, along pedestrian routes, in surveillance to adjacent public centres and residential areas by: areas. This includes interaction between the main entrance to (a) orientating the fronts and entrances of buildings towards the public street the building and adjacent car (b) avoiding screens, high walls, carports parking areas. and landscaping that obscure direct views to public areas (c) placing the entrances of buildings opposite each other across a street, or group entrances of multiple dwelling developments onto a commonly visible area to provide maximum mutual surveillance (d) arranging living areas, windows, access ways and balconies to overlook recreation areas and provide observation points to all areas of a site, particularly entrances and car parks (e) ensuring that parks and public space are designed to: (i) be bound by roads on at least two frontages
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(ii) be overlooked by development which may provide surveillance (f) maximising the opportunity for people to be observed in foyers of buildings by providing direct access from the street and by placing windows to ensure that the area can be observed before entering (g) ensuring that approaches to entrances are open and sited so as to maximise opportunities for observing people entering or exiting a site (h) optimising natural surveillance of an entrance, where possible, by existing users. Principle 16 Developments should be designed to The proposed development is promote the legibility of the environment clearly legible within the through: precinct with access to both the entrance and car parking (a) improving the potential for users to find their way within developments by: clearly visible and safely (i) ensuring that developments have a accessible both during the day limited number of entrances and exits and night. This is supported by which are adequately lit, sign posted and physical and visual links free from obscuring landscaping around the building to (ii) locating main entrances and exits into buildings at the front of a site and in view adjacent spaces and buildings. of the street (iii) ensuring that development provides a secondary entrance or exit which has a direct relationship and link with car parking areas (iv) defining 'safe routes' which are easily identifiable and incorporate adequate lighting, surveillance and lines of sight (v) providing physical and visual links that integrate and connect all parts of the site (b) the provision of directional devices that promote legibility including: (i) maps and signs that are located at key entry points on to 'safe routes', and are adequately lit so that they become the focus for pedestrian activity and vehicular movement after dark (ii) maps that are robust, graffiti resistant and, where necessary, readable from vehicles
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(iii) signage, landmarks or visual symbols which indicate the entrances to and from the site especially from main roads (iv) street names and building identifiers that are clearly marked using reflective material, with numbers located on a kerb, a letter box, or via signage that is maintained free from foliage and other obstructions. Where appropriate, these should be visible day and night with sign posts located at the eye level of car drivers.
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Design and Appearance – General Section Commentary Compliant
Objective 1 Development of a high architectural The building will echo the local standard that responds to and reinforces building environment and have a positive aspects of the local environment high quality architectural form. and built form.
Objective 3 The amenity of localities not impaired The proposed development will by the appearance of land, buildings improve the visual amenity and and objects. aesthetic appeal of the locality. A gateway statement is anticipated in this location.
Principle 1 The design of a building may be of a The proposed building will be contemporary nature and exhibit an sympathetic to other local innovative style provided the overall form developments in regards to its is sympathetic to the scale of style, colours and materials whilst development in the locality and with the exhibiting a contemporary context of its setting with regard to architectural interpretation. shape, size, materials and colour.
Principle 2 Buildings should be designed and sited The building has been designed to avoid creating extensive areas of to avoid extensive areas of uninterrupted walling facing areas uninterrupted walling exposed to exposed to public view. public view with apartments, entrances and ancillary spaces having windows and balconies facing all façades at the ground floor level.
Principle 3 Buildings should be designed to reduce The proposed development their visual bulk and provide visual incorporates extensive modelling interest through design elements such as: and articulation to all façades combined with colour (a) articulation and detailing. (b) colour and detailing
(c) small vertical and horizontal components
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(d) design and placing of windows Smaller vertical and horizontal (e) variations to facades. elements are integrated in the form of balconies and sun shading.
Principle 5 Building form should not unreasonably The building will not restrict existing views available from unreasonably restrict views from neighbouring properties and neighbouring properties and public spaces. public spaces.
Principle 7 The external walls and roofs of buildings This has been achieved through should not incorporate highly reflective the extensive use of balconies materials which will result in glare. and sun screening.
Principle 8 Structures located on the roofs of The screening and platform of buildings to house plant and equipment the roof plant and equipment has should form an integral part of the been integrated into the overall building design in relation to external design of the building. finishes, shaping and colours.
Principle 9 Building design should emphasise The main entrance has been pedestrian entry points to provide clearly articulated in the design. perceptible and direct access from public street frontages and vehicle parking areas.
Principle 10 Development should provide clearly Recognisable links are achieved recognisable links to adjoining areas by reinforcing the existing and facilities. structure of the locality.
Principle 11 Buildings, landscaping, paving and The proposed building, signage should have a coordinated landscaping, paving and signage appearance that maintains and enhances have been designed in an the visual attractiveness of the locality. integrated manner.
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Principle 12 Buildings (other than ancillary buildings The entrance addresses the main or group dwellings) should be designed arrival point to the building from so that their main facade faces the the North Parade/Robe Street primary street frontage of the land on roundabout. This is appropriate which they are situated. to both the current and future (master planned) context.
Principle 14 Development should be designed and The waste and loading areas are sited so that outdoor storage, loading separated from the main and service areas are screened from entrance to the building and public view by an appropriate away from the public combination of built form, solid fencing thoroughfares as part of the and/or landscaping. architectural form.
Principle 15 Outdoor lighting should not result in Outdoor lighting will be generally light spillage on adjacent land. minimal however no current light spill interactions anticipated.
Principle 16 Balconies should: Balconies have been designed as (a) be integrated with the overall an integral part of the building architectural form and detail of the both in its internal-external building relationship and its external (b) be sited to face predominantly north, east or west to provide solar access architectural expression. The (c) have a minimum area of 2.0 square majority of balconies face north, metres. east or west and have a minimum area of greater than 2.0 square metres.
Principle 17 Services on roofs should be designed Services have generally been and integrated into the structure and located centrally on the roof design of the building where possible, away from direct connection with whilst satisfying the ‘Guidelines for any adjacent properties. Separation Distances’ published under the Environment Protection Act 1993.
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Principle 18 Outdoor storage areas and services Services are designed to be structures including fire services, pipes, integrated with the architectural flues, cooling or heating plant or outcome. appliances should be screened from public view by landscaping or a fence or enclosure in pre-coloured sheet metal or of materials matching those of the main buildings or by an appropriate combination of solid fencing and landscaping.
Energy Efficiency – General Section Commentary Compliant Objective 1 Development designed and sited to Windows and sunshades have conserve energy, and minimise waste. been designed to minimise heat loadings whilst also maximising natural ventilation.
Principle 1 Development should provide for The apartments and their efficient solar access to buildings and respective balconies open space all year around. predominantly face north, west and east and will have good solar access.
Principle 2 Buildings should be sited and designed: The proposed development (a) to ensure adequate natural light and takes into account access to winter sunlight is available to the main winter sunlight. activity areas of adjacent buildings (b) so that open spaces associated with the main activity areas face north for exposure to winter sun.
Principle 3 Development should facilitate the Solar systems will be considered efficient use of photovoltaic cells and as part of the detailed solar hot water systems by: development of the design. (a) taking into account overshadowing from neighbouring buildings (b) designing roof orientation and pitches to maximise exposure to direct sunlight.
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Hazards – General Section Commentary Compliant Objective 1 Maintenance of the natural environment The required AHD has been and systems by limiting development in achieved to ensure flooding risk areas susceptible to natural hazard risk. is mitigated. No other hazards are currently evident for this site.
Objective 2 Development located away from areas This project is not affected by that are vulnerable to, and cannot be any known natural hazard risk. adequately and effectively protected from the risk of natural hazards.
Objective 4 Development located and designed to The building has been located to minimise the risks to safety and property mitigate this risk with the from flooding. ground floor situated above the minimum AHD of 3.95.
Principle 1 Development should be excluded from No other hazards are currently areas that are vulnerable to, and cannot evident for this site. be adequately and effectively protected from, the risk of hazards.
Principle 2 Development located on land subject to This does not affect this site. hazards as shown on the Overlay Maps – Development Constraints should not occur unless it is sited, designed and undertaken with appropriate precautions being taken against the relevant hazards. Principle 4 Development should not occur on land This risk has been mitigated, as where the risk of flooding is likely to be previously noted. harmful to safety or damage property. Principle 5 Development should not be undertaken This risk has been mitigated, as in areas liable to inundation by tidal, previously noted. drainage or flood waters unless the development can achieve all of the following: (a) it is developed with a public stormwater system capable of catering for a 1-in-100 year average return interval flood event (b) buildings are designed and constructed to prevent the entry of floodwaters in a 1-in-100 year average return interval flood event.
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Principle 6 Development, including earthworks This risk has been mitigated, as associated with development, should the proposed development will not do any of the following: not impede floodwaters and is (a) impede the flow of floodwaters designed to meet all sea level through the land or other surrounding rise and flood risk provisions. land (b) increase the potential hazard risk to public safety of persons during a flood event (c) aggravate the potential for erosion or siltation or lead to the destruction of vegetation during a flood (d) cause any adverse effect on the floodway function (e) increase the risk of flooding of other land (f) obstruct a watercourse.
Heritage Places – General Section Commentary Compliant Principle 9 Development of a State or Local The proposal is not immediately Heritage Place, or development on land adjacent to the Stage Heritage adjacent to a State or Local Heritage Area or any individual local or Place should conserve, maintain, state heritage places. enhance and reinforce the historic character of individual buildings and/or the existing streetscape character by exhibiting architectural and roof-form designs, street frontage widths, front and side boundary set-backs, materials, colours, fences and landscape settings which complement and give prominence to historic buildings or their detailing, and should have regard to the provisions of design guidelines in Table PAdE/3 - Conservation Design Guidelines.
Medium & High Rise Development – Commentary Compliant General Section Objective 2 Residential development that provides a The proposed scheme provides high standard of amenity and a variety of tourist adaptability for a variety of accommodation styles and sizes. accommodation and living needs.
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Principle 1 Buildings should: The building achieves a human (a) achieve a human scale at ground scale through a refined level through the use of elements such architectural expression in the as canopies, verandas or building use of sun screens and balconies projections to provide a façade kept (b) provide shelter over the footpath interesting through the ever where minimal setbacks are desirable changing play of light and (c) ensure walls on the boundary that are shade. Shelter over footpaths is visible from public land include visually not considered desirable for this interesting treatments to break up large blank façades. site and is not readily achievable.
Principle 2 Non-residential land uses within the The foyer will be readily ground floor level areas of buildings and identifiable and highly visible at foyers within residential buildings should night. be designed to enable surveillance from public land to the inside of the building at night.
Principle 3 Entrances to multi-storey buildings The main entrance to the should: building is oriented towards the (a) be oriented towards the street arrival point to the site offering (b) be clearly identifiable shelter and a clearly identifiable (c) provide shelter, a sense of personal address. address and transitional space around the entry (d) provide separate access for residential and non-residential land uses Principle 4 Where dwellings are located on the The ground floor and balconies ground floor of multi-storey buildings are raised above street, visual privacy should be protected promenade and car park level to through the inclusion of appropriate provide privacy and separation. design features such as the elevation of ground floors above street level, verandas, porticos or setbacks.
Principle 5 Residential buildings (or the residential Separation has been achieved floors of mixed use buildings) should: and all living areas receive views.
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(a) have adequate separation between habitable room windows and balconies from other buildings to provide visual and acoustic privacy for dwelling occupants and allow the infiltration of daylight into interior and outdoor spaces (b) ensure living rooms have, at a minimum, a satisfactory short range visual outlook to public or communal space Principle 8 Multi-storey buildings should enable The proposed development flexibility in their internal design and provides for flexibility in terms of layout to support adaptive reuse, use with the potential for conversion to other forms of including accommodation for larger accommodation as may be tenancies or the conversion of student appropriate. accommodation to self-contained apartments.
Principle 9 Multi-storey buildings should: As previously noted, detrimental (a) minimise detrimental micro-climatic micro-climatic and solar impacts and solar access impacts on adjacent on adjacent land and buildings land or buildings, including effects of are not anticipated for this patterns of wind, temperature, daylight, proposal. Rainwater retention sunlight, glare and shadow will be included for water re-use. (b) incorporate roof designs that enable the provision of rain water tanks (where they are not provided elsewhere), photovoltaic cells and other features that enhance sustainability. Principle 10 Green roofs (which can be a substitute These have not been provided for private or communal open space as they are not considered provided they can be accessed by appropriate to this proposal. occupants of the building) are encouraged on all new residential, commercial or mixed use buildings.
Principle 11 Development of 5 or more storeys, or 21 The building includes façade metres or more in building height modelling and articulation that (excluding the rooftop location of will ameliorate wind effects such mechanical plant and equipment), as down drafts. Other significant should be designed to minimise the risk wind effects are not anticipated. of wind tunnelling effects on adjacent streets by adopting one or more of the
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following:
(a) a podium at the base of a tall tower and aligned with the street to deflect wind away from the street (b) substantial verandas around a building to deflect downward travelling wind flows over pedestrian areas (c) the placement of buildings and use of setbacks to deflect the wind at ground level.
7.4 Amenity
Interface between Land Uses – General Section Commentary Compliant Objective 1 Development located and designed to The site is not located within prevent adverse impact and conflict close proximity to any between land uses. incompatible land uses or sensitive receptors.
Principle 1 Development should not detrimentally The redevelopment of this affect the amenity of the locality or relatively small portion of the cause unreasonable interference subject land is most unlikely to through any of the following: cause unreasonable interference through the emission of effluent, (a) the emission of effluent, odour, odour, smoke, fumes, dust or smoke, fumes, dust or other airborne pollutants other airborne pollutants. (b) noise It also unlikely to give rise to (c) vibration unreasonable or unacceptable (d) electrical interference levels of noise, vibration or light (e) light spill spill. Traffic is not expected to be (f) glare an issue either and the vast (g) hours of operation majority of the prospective (h) traffic impacts. occupants are likely to be tourists or short term accommodation users.
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Principle 2 Development should be sited and The building has been sited and designed to minimise negative impact designed to enhance and on existing and potential future land reinforce the better utility of the uses considered appropriate in Regional Centre Zone. the locality.
Principle 4 Residential development adjacent to The type and nature of non-residential zones and land uses development proposed satisfies should be located, designed and/or the land use intent of the sited to protect residents from potential Regional Centre Zone and adverse impacts from non-residential McLaren’s Wharf Policy Area 44. activities. As such, it is considered that the prospective occupants of the building will not be adversely impacted by the current functions of other non- residential activities within the immediate locality.
Principle 5 Sensitive uses likely to conflict with the The proposed development is continuation of lawfully existing unlikely to prejudice the further developments and land uses considered development of the Regional appropriate for the zone should not be Centre Zone simply because the developed or should be designed to Zone explicitly envisages the minimise negative impacts. provision of tourist accommodation at high densities.
Principle 6 Development should be sited, designed The proposed development will and constructed to minimise negative not result in any unreasonable impacts of noise and to avoid interference with adjoining unreasonable interference. properties.
Principle 7 Development should be consistent with The proposed development the relevant provisions in the current satisfies the relevant Environment Protection (Noise) Policy. performance based criteria and quantitative guidelines prescribed by the Environment Protection (Noise) Policy 2007.
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Residential Development – General Section Commentary Compliant Principle 42 Noise generated by fixed noise sources Both the location of the plant such as air conditioning units and pool and screening will help mitigate pumps should be located, designed and noise issues. attenuated to avoid causing potential noise nuisance to adjoining landowners and occupiers.
Principle 43 Residential development close to high Glazing will be suitably designed noise sources (eg major roads, railway to the relevant Australian lines, tram lines, industry, and airports) Standards to protect against should be designed to locate bedrooms, noise issues. living rooms, lounge rooms, dining rooms and private open spaces away from those noise sources, or protect these areas with appropriate noise attenuation measures.
Principle 48 Development should be designed and This building will meet these sited to meet ambient and internal noise standards. levels required by Australian Standard AS2107 Acoustics - Recommended design sound levels and reverberation times for building interiors.
Principle 49 Residential development on sites This building will meet these abutting roads within existing or standards. projected traffic volumes exceeding 3000 vehicles per day should be sited, designed and constructed to meet Australian Standard AS 2107 Acoustics - Recommended design sound levels and reverberation times for building interiors so that:
(a) intrusion of traffic noise into dwellings should not significantly reduce the amenity of occupants (b) front fences and walls supplement the noise control of the building façade
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(c) the room layout within buildings reduces the impact of noise on the rooms that are most sensitive to noise. Principle 59 Residential development on land This building will meet these abutting an arterial road should be standards. constructed in accordance with: (a) Australian Standard AS 3671 Acoustics - Road Traffic noise intrusion, building siting and construction (b) Australian Standard AS 2107 Acoustics - Recommended Design sound levels and reverberation times for building interiors.
7.5 Vehicular Access and Off-Street Car Parking
Regional Centre Zone Commentary Compliant Principle 20 Car parking areas, including decked car The car parking has been parking, should not: integrated into the proposed building or is retained consistent (a) intrude upon, or interrupt the continuity of built-form desired along with existing surrounding at- major street frontages in the zone grade car parking. (b) detract from areas of architectural or townscape value. Principle 77 Car parking and access ways should not Vehicular access patterns are dominate the site and should be consistent with the existing screened from view from the street. circumstances.
Principle 79 Half basement or undercroft car parking The basement has been should be: designed to be integral to the building form with appropriate (a) integrated into the building form screening and landscaping to be (b) screened and landscaped where ventilation is required for half basement provided. parks (c) located and designed to enable residential and other land uses to address streets at footpath level. Rear court parking should not be visible from the street.
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Principle 86 Vehicle access to the waterfront should The existing restricted access be avoided, except for use by point to the waterfront emergency and service vehicles. promenade adjacent to the wharf shed will be maintained.
Crime Prevention – General Section Commentary Compliant Principle 5 Development, including car park Appropriate lighting and facilities should incorporate signage and way-finding signage will be lighting that indicate the entrances and incorporated as required. pathways to, from and within sites.
Residential Development – General Section Commentary Compliant Principle 52 On-site parking should be provided 29 car parking spaces are having regard to: proposed in the basement level, with a further 14 spaces (a) the number, nature and size of proposed dwellings proposed between the proposed (b) proximity to centre facilities, public development and the existing and community transport within walking Fisherman’s Wharf building. distance of the dwellings (c) the anticipated mobility and Two parking spaces for use by transport requirements of the likely people with disabilities will be occupants, particularly groups such as aged persons provided at-grade on the (d) availability of on-street car parking eastern side of the proposed (e) any loss of on-street parking arising development. from the development (eg an increase in number of driveway crossovers). Parking spaces will be available within the surrounding car park area to satisfy the expected peak demand generated by the proposed development.
Principle 62 On-site parking and manoeuvring areas Access to the proposed servicing development abutting arterial development is via the local roads and collector roads listed in Table road network, with no direct PAdE/6 - Road Hierarchy and Function access to an arterial road. should be designed to enable all Vehicles will be able to enter vehicles to enter and exit the site in a and exit the site in a forward direction. forward direction.
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Transportation & Access – General Section Commentary Compliant Objective 2 Development that: The proposed development has (a) provides safe and efficient movement been designed to provide safe for all motorised and non-motorised and efficient movement, access transport modes for all vehicles expected to (b) ensures access for vehicles including require access to the site and emergency services, public infrastructure off-street car parking. maintenance and commercial vehicles Furthermore, the site is well (c) provides off street parking located to access the existing (d) is appropriately located so that it transport facilities and networks. supports and makes best use of existing transport facilities and networks. Principle 2 Development should be integrated with The proposed development existing transport networks, particularly satisfies this principle to the major rail and road corridors as shown extent of the services available. on Location Maps and Overlay Maps - Transport, and designed to minimise its potential impact on the functional performance of the transport networks.
Principle 5 Land uses that generate large numbers The site can be serviced by the of visitors such as shopping centres and existing bus routes on areas, places of employment, schools, Commercial Road and St Vincent hospitals and medium to high density Street. It is also located within residential uses should be located so close proximity to the waterfront that they can be serviced by existing and a full suite of port related transport networks and encourage activities and urban amenities so walking and cycling. as to encourage alternative methods of sustainable transport, including walking and cycling.
Principle 8 Development should provide safe and The proposed development will convenient access for all anticipated rely upon the existing access modes of transport including cycling, points and provides ready walking, public and community access to all modes. transport, and motor vehicles.
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Principle 13 Development should make sufficient The site is expected to be provision on site for the loading, serviced by vans, with larger unloading and turning of all traffic likely refuse vehicles also to be used. to be generated. Such vehicles will be able to manoeuvre on the site to access designated loading and refuse areas.
Principle 30 Development should have direct access Access to the site will be via from an all-weather public road. North Parade and Rose Street, both of which are suitably sealed.
Principle 31 Development should be provided with Access to the local road network safe and convenient access which: will be via an existing roundabout at the intersection (a) avoids unreasonable interference of North Parade and Rose Street with the flow of traffic on adjoining roads and the access aisle into the car park area. (b) accommodates the type and volume of traffic likely to be generated by the development or land use and minimises The proposed development will induced traffic through over-provision not generate any additional (c) is sited and designed to minimise any increase in traffic volumes than adverse impacts on the occupants of what would be expected to use and visitors to neighbouring properties. the existing car park area.
Principle 33 The number of vehicle access points The existing access point to the onto arterial roads shown on Overlay local road network will be used Maps - Transport should be minimised, to gain access to the proposed and where possible access points should development. be: No new connections are (a) minimised wherever possible through proposed. the use of internal roads and access to the local road network where this does not erode the amenity of existing and future land uses (b) shared between developments.
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Principle 36 Development with access from arterial No direct access from an arterial roads or roads as shown on Overlay road is proposed. All vehicle Maps - Transport should be sited to movements to and from the site avoid the need for vehicles to reverse on will be in a forward direction. to the road.
Principle 37 Driveways, access tracks and parking A basement level car park is areas should be designed and proposed in the development. constructed to: The car parks associated with (a) follow the natural contours of the the development will be land consistent with the requirements (b) minimise excavation and/or fill of AS/NZS 2890 as appropriate. (c) minimise the potential for erosion from run-off (d) avoid the removal of existing vegetation (e) be consistent with Australian Standard/New Zealand Standard AS/NZS 2890 Parking Facilities.
Principle 38 Access and egress points to Access to adjoining roads will development should be located and not be hazardous or effect the designed so as to: free flow of traffic.
(a) minimise traffic hazards and the free There will be no need for flow of traffic on adjoining roads vehicles to queue on public (b) avoid vehicle queuing on public roads. roads (c) avoid the generation of traffic into There are no adjacent residential adjacent residential areas areas that will be impacted by (d) minimise right turn movements onto any additional traffic generation arterial roads (although this is expected to be (e) minimise interference with the minimal in any case). function of intersections, junctions and traffic control devices. No right turn movements onto arterial roads are proposed.
The intersection which provides access to the site will operate satisfactorily (and is currently controlled by a roundabout).
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Principle 40 Development should be sited and The proposed site layout designed to provide convenient access includes the provision of two for people with a disability. parking spaces for use by people with a disability. These spaces will be provided within close proximity to the main entrance to the building and associated access ramp.
Principle 42 Car park areas should provide a Two parking spaces for use by minimum of one space for use by people with a disability are people with a disability for every 25 car proposed to be provided. parking spaces.
Principle 43 Parking for people with a disability Appropriate signage will be should be located conveniently to major provided to identify the parking entrances and ramps and adequately spaces designated for use by signposted or identified as being for people with a disability. people with a disability only.
Principle 44 Development should provide off-street Refer to the MFY Report at vehicle parking and specifically marked Appendix E detailing the disabled car parking places to meet assessment of parking demand anticipated demand in accordance with for the site. Table PAdE/5 - Off Street Vehicle Parking Requirements.
Principle 45 Development should be consistent with: Parking has been designed in accordance with AS/NZS 2890. (a) Australian Standard AS 2890 Parking Facilities or Australian/New Zealand Standard AS/NZS 2890 Parking facilities (b) Australian Standard AS 1742 Manual of uniform traffic control devices (c) Australian Standard AS 1428 Design for access and mobility. Principle 46 Vehicle parking areas should be sited Traffic circulation will essentially and designed in a manner that will: be the same as the current circulation through the existing (a) facilitate safe and convenient car park. pedestrian linkages to the development and areas of significant activity or
interest in the vicinity of the
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development Service areas are generally (b) include safe pedestrian and bicycle separate from the patron linkages that complement the overall parking areas. Servicing is pedestrian and cycling network expected to occur outside of (c) not inhibit safe and convenient traffic peak patron activity periods. circulation (d) result in minimal conflict between Movement between parking customer and service vehicles areas will be undertaken via the (e) avoid the necessity to use public ramp from the basement, and roads when moving from one part of a within the existing car park aisle parking area to another ways. (f) minimise the number of vehicle access points to public roads The proposed development will (g) avoid the necessity for backing onto use the existing access from the public roads car park to the local road (h) where reasonably possible, provide network. the opportunity for shared use of car parking and integration of car parking There will be no requirement for areas with adjoining development to reduce the total extent of vehicle parking any vehicle to back onto a public areas and the requirement for access road. points (i) not dominate the character and The at-grade parking area will appearance of a centre when viewed be within the existing at-grade from public roads and spaces parking facility. (j) provide landscaping that will shade and enhance the appearance of the The traffic generated by the vehicle parking areas through the proposal will be low, and incorporation of trees that will grow to a generally occur outside the peak height greater than 2.4 metres (unless it can be demonstrated that planting times of other surrounding land conditions will prevent trees from uses. attaining such a height) and shrubbery and bushes not exceeding 60 centimetres in height) (k) have regard to the amount, type and timing of movement generated by the use. Principle 47 Vehicle parking areas should be The apartments facing east will designed to reduce opportunities for enable passive surveillance over crime by: the car park area to the east. Security arrangements will be in place for the basement.
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(a) maximising the potential for passive The landscaping, pathways and surveillance by ensuring they can be design is open and legible and overlooked from nearby buildings and will incorporate good lines roads of sight. (b) incorporating walls and landscaping that do not obscure vehicles or provide potential hiding places (c) being appropriately lit (d) incorporating clearly identified and legible pedestrian routes (e) maximising lines of sight between parking spaces and pedestrian exits and between parking spaces and pay booths. Principle 49 Parking areas that are likely to be used The basement and ancillary during non-daylight hours should at-grade car park will be provide illuminated entrance and exit designed to accord with points and site lighting in accordance Australian Standard AS 1158 with Australian Standard AS 1158 Lighting for roads and Lighting for roads and public places, public places. directed and shaded in a manner that will not cause nuisance to adjacent properties or users of the car park.
Principle 50 Parking areas should be sealed or paved The parking areas will be sealed. in order to minimise dust and mud nuisance.
Principle 51 To assist with stormwater detention and The at-grade car park will be reduce heat loads in summer, vehicle flanked on its western side by parking areas should include soft (living) compact garden beds. The landscaping. garden beds will incorporate soft landscaping and have been designed to assist with stormwater detention.
Principle 52 Parking areas should be line-marked to Parking bays will be line marked. indicate parking bays, movement aisles A give way holding bar will be and direction of traffic flow. marked where required to designate priority of traffic movements within the car park.
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Principle 53 The gradient of the car parking areas Needs to be confirmed by should not be steeper than 1-in-20. civil engineer.
Principle 55 Undercroft garaging of vehicles should The vertical profile and mass of occur only where: the building will not be unreasonably exaggerated by (a) the overall height and bulk of the the basement. development does not adversely impact on streetscape character or the amenity A two way ramp is provided. of adjacent properties Ramp grades are in accordance (b) vehicles can safely exit from the site with AS/NZS 2890. without compromising pedestrian safety or causing conflict with other vehicles Sight lines have been confirmed. (c) driveway gradients provide for safe and functional entry and exit The proposed development incorporates a basement that is (d) driveways and adjacent walls, fencing and landscaping are designed to provide not seen as detrimental to the adequate sightlines from vehicles to streetscape character or amenity pedestrians using the adjacent footpath of adjacent properties given the (e) openings into undercroft garage proximity to them. areas are designed to integrate with the main building so as to minimise visual impact (f) landscaping, mounding and/or fencing is incorporated to improve its presentation to the street and to adjacent properties (g) the overall streetscape character of the locality is not adversely impaired (eg visual impact, building bulk, front setbacks relative to adjacent development). Principle 56 Semi-basement or undercroft car As noted previously, the car parking should be suitably integrated parking under the proposed with building form. building is appropriately integrated as part of the overall building form.
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7.6 Stormwater
Natural Resources – General Section Commentary Compliant Objective 6 Development sited and designed to: Where possible, water quality (a) protect natural ecological systems treatment devices (bio-retention, (b) achieve the sustainable use of water buffer strips, vegetated swales, GPTs etc) will be constructed to (c) protect water quality, including receiving waters manage the quality of water (d) reduce runoff and peak flows and discharging from the site. prevent the risk of downstream flooding Water reuse will be achieved by (e) minimise demand on reticulated collecting roof water runoff in water supplies rainwater tanks for reuse within (f) maximise the harvest and use of the building. stormwater (g) protect stormwater from pollution sources. Principle 6 Development should be designed to Installation of a rainwater tank to maximise conservation, minimise capture roof water runoff for consumption and encourage re- use of reuse will reduce the reliance on water resources. mains water and encourage water reuse practices.
Installation of bio retention swales etc wherever possible will reduce the need for irrigation of landscaped areas on the site.
Principle 8 Development should be sited and The development is proposed to designed to: include a rainwater tank for capture and reuse of stormwater, (a) capture and re-use stormwater, which minimise the quantity of where practical stormwater runoff from the site. (b) minimise surface water runoff (c) prevent soil erosion and water Water will be evaluated where pollution possible to treat runoff from (d) protect and enhance natural water hardstand and car park areas will flows protect natural waterways (e) protect water quality by providing increased pollution loads. adequate separation distances from watercourses and other water bodies
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(f) not contribute to an increase in salinity levels (g) avoid the water logging of soil or the release of toxic elements (h) maintain natural hydrological systems and not adversely affect: (i) the quantity and quality of groundwater (ii) the depth and directional flow of groundwater (iii) the quality and function of natural springs. Principle 9 Water discharged from a development The existing site is predominantly site should: impervious. Detention and water quality measures will be (a) be of a physical, chemical and incorporated into the biological condition equivalent to or better than its pre-developed state development to maintain pre- development flow rates and water (b) not exceed the rate of discharge from the site as it existed in quality. pre-development conditions. Principle 10 Development should include Minor drainage infrastructure will stormwater management systems to be designed to safely convey protect it from damage during a runoff from a five year ARI storm minimum of a 1-in-100 year average event from the site without return interval flood. nuisance flooding. Major storm events (up to 100 year ARI) will be catered for via overland flow paths.
Principle 11 Development should have adequate Overland flow paths will be provision to control any stormwater provided for major storm events over-flow runoff from the site and and in the event of failure of should be sited and designed to blockage of underground improve the quality of stormwater and infrastructure. minimise pollutant transfer to receiving waters. Water sensitive urban design elements will manage the quality of water discharging from the site.
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Principle 12 Development should include Peak flows will be managed from stormwater management systems to the site and discharged to an mitigate peak flows and manage the approved location and not rate and duration of stormwater increase demand on downstream discharges from the site to ensure the flow paths. carrying capacities of downstream systems are not overloaded.
Principle 16 Stormwater management systems Rainwater tanks will be installed to should: provide for capture and reuse of stormwater from the roof area. (a) maximise the potential for stormwater harvesting and re-use, Design will ensure that water either on-site or as close as practicable ponding depths, flow depths and to the source velocities are within design (b) utilise, but not be limited to, one or more of the following harvesting guidelines for safe levels for methods: children and users. (i) the collection of roof water in tanks designed in accordance with the Gross pollutant traps will be average rainfall for the area and roof incorporated, in addition to water size sensitive urban design measures (ii) the discharge to open space, (bio-retention, swales etc) to landscaping or garden areas, including manage gross pollutants and strips adjacent to car parks sediments in stormwater runoff (iii) the incorporation of detention and where possible. retention facilities (iv) aquifer recharge (c) take into account the safety of children and other likely users (d) minimise impacts on the useability of public open space (e) incorporate Gross Pollutant Traps installed at inlets to all basins and wetlands to remove gross pollutants (f) where used for temporary detention, comprise surcharge systems that avoid inundation from events more frequent than a 1-in-1 year average return interval flood event.
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Principle 18 Where it is not practicable to detain or Where possible, the inclusion of dispose of stormwater on site, only water sensitive urban design clean stormwater runoff should elements will improve water enter the public stormwater quality and minimise sediment drainage system. transport from the site and the discharge of polluted water into the Port River.
Overall the quantity of water entering the river will be less than is currently occurring and further, the quality will improve as instead of car park stormwater over the whole site, a significant part of the area will be clean roof water, thus improving the outcome for the river.
Principle 21 All land and development should be The development will provide new capable of being properly drained to a or upgraded drainage legal point of discharge. infrastructure to a discharge point approved by Council
7.7 Waste
Waste – General Section Commentary Compliant Principle 1 Development should be sited and Both general waste and recycling designed to prevent or minimise the will be catered for as part of the generation of waste (including proposal. wastewater) by applying the following
waste management hierarchy in the order of priority as shown below:
(a) avoiding the production of waste (b) minimising waste production (c) reusing waste (d) recycling waste (e) recovering part of the waste for re-use
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(f) treating waste to reduce the potentially degrading impacts (g) disposing of waste in an environmentally sound manner. Principle 5 Development should include An appropriately sized area for a appropriately sized area to facilitate the 3.0 cubic metre bin for recycling storage of receptacles that will enable will be provided. the efficient recycling of waste.
Principle 6 Development that involves the Waste storage areas are proposed production and/or collection of waste to be provided within the and/or recyclable material should delivery/loading area that is include designated collection and separated from other areas of the storage area(s) that are: building and located away from (a) screened and separated from prevailing winds. All wastes will be adjoining areas contained in lidded closed bins. (b) located to avoid impacting on adjoining sensitive environments or land An impervious sealed surface will uses be provided. The area will be (c) designed to ensure that wastes do not contaminate stormwater or enter the secured and screened. stormwater collection system (d) located on an impervious sealed area graded to a collection point in order to minimise the movement of any solids or contamination of water (e) protected from wind and stormwater and sealed to prevent leakage and minimise the emission of odours (f) stored in such a manner that ensures that all waste is contained within the boundaries of the site until disposed of in an appropriate manner.
7.8 Landscaping and Fences
Landscaping, Fences and Walls – General Section Commentary Compliant Objective 1 The amenity of land and development The site of the proposed enhanced with appropriate planting and development will feature an other landscaping works, using locally adequate amount of landscaping. indigenous plant species where possible. The landscaping will achieve the desired balance between indigenous and exotic plants.
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Plant species will be selected having regard to the compact nature of the garden beds they are to be planted in and the function those garden beds are required to perform. Care will be exercised to ensure that all plants are low maintenance.
Principle 1 Development should incorporate open The landscaping will form an space and landscaping and minimise integral part of the proposed hard paved surfaces in order to: development in that it will soften the built form when viewed from (a) complement built form and reduce the visual impact of larger buildings (eg the public realm, foster a human taller and broader plantings against scale, define key spaces and taller and bulkier building components) reinforce pathways around the (b) enhance the appearance of road perimeter of the building, whilst frontages generally enhancing the visual (c) screen service yards, loading areas, outdoor storage areas, processing amenity and aesthetic appeal of facilities and operational areas the immediate locality. (d) minimise maintenance and watering The compact garden beds will requirements also optimise water usage and (e) enhance and define outdoor spaces, offer the prospective occupants of including car parking areas the building a number of quiet (f) maximise shade and shelter and contemplative spaces to (g) assist in climate control within and around buildings dwell. (h) minimise heat absorption and reflection Existing bitumen car parking areas (i) maintain privacy will remain as currently exists on (j) maximise stormwater re-use the site. (k) complement existing vegetation, including native vegetation (l) contribute to the viability of ecosystems and species (m) promote water and biodiversity conservation (n) establish buffers to adjacent development and areas.
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Principle 3 Landscaping should: Garden beds will be established (a) include the planting of locally between the building’s western indigenous species where appropriate façade and Nelson Street and in (b) be oriented towards the street other smaller pockets adjacent to frontage the building. (c) result in the appropriate clearance from power lines and other infrastructure being maintained. Principle 4 Landscaping should not: The low-lying nature of the (a) unreasonably restrict solar access to landscaping and its separation adjoining development from neighbouring developments (b) cause damage to buildings, paths, will ensure that those the structural integrity of adjacent development and other landscaping developments continue to receive from root invasion, soil disturbance or adequate access to natural plant overcrowding daylight. Moreover, it is extremely (c) introduce pest plants unlikely that the plants eventually (d) increase the risk of bushfire selected by our client will cause (e) remove opportunities for passive damage to the building or its surveillance inherent features, introduce pest (f) increase leaf fall in watercourses plants or restrict opportunities for (g) increase the risk of weed invasion. passive surveillance.
The compact garden beds will also be maintained to minimise the extent of leaf litter.
Principle 5 Existing substantial vegetation should be The site of the proposed retained and incorporated within development is presently devoid landscaping of development where of any substantial vegetation, practicable. native or otherwise. There is some old and vegetation in the west but its state and condition is poor.
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Principle 6 The landscaping of parks, streets, public The growth and spread and private car parks and private characteristics of those species property should promote safety and planted in the compact garden security by ensuring that landscape beds surrounding the at-grade car features do not restrict opportunities for park and ramp leading to the surveillance, impair lines of sight or basement will not restrict result in opportunities for concealment. opportunities for surveillance, impair lines of sight or culminate in opportunities for concealment.
8.0 CONCLUSIONS
We have concluded from our detailed assessment of the proposed development that it sufficiently accords with the most relevant provisions of Council’s Development Plan. In particular, we note that:
• the proposed development is appropriately sited from a land use perspective;
• the proposed development is likely to attract and support a significant number of tourists to the Port Adelaide Centre and, as a consequence, increase the present level of vibrancy and social and economic activity within the Centre;
• the proposed development will respect and promote the history of the Port Adelaide Centre whilst progressing it in a positive direction;
• the building will offer flexible apartment designs;
• the building will deliver a high standard of accommodation and amenity for the prospective occupants;
• the building’s design will enable all apartments to be adequately serviced via the delivery drop-off point adjacent the main entrance;
• the building has been designed to ensure that each apartment receives adequate access to natural daylight;
• the building will be located within convenient walking distance of shops, cafés, hotels, the Fishermen’s Wharf Markets and various other Port related activities and amenities;
• the building will create an architecturally active street frontage along Nelson Street by incorporating west facing balconies which project forward of the western façade at the ground, first, second, third and fourth floor levels;
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• the building and its orientation will increase passive surveillance over the waterfront, the ancillary at-grade car parking areas and Nelson Street;
• the external walls of the building will be clad in materials which are contemporary and robust in nature, and finished in a range of complementary colours;
• the building will not directly overlook, nor will it cast shadows over, any habitable room windows or private open spaces;
• the proposed development will incorporate facilities at ground level for waste storage, separation and recovery;
• the proposed development will provide ample off-street car parking;
• all motor vehicles will be able enter and exit the site in a forward direction and in a safe and convenient manner;
• the building and its curtilage has been designed to limit the volume and rate of stormwater discharged from the site; and
• the proposed landscaping forms an integral part of the site in that it will soften the built form when viewed from the public realm, foster a human scale, define key spaces and reinforce the pathways around the perimeter of the building, and generally enhance the visual amenity and aesthetic appeal of the locality.
For all of these reasons, we invite the Development Assessment Commission to accept that the proposed development meets the provisions of Council’s Development Plan in a manner sufficient to enable the development application to be approved.
Simon Tonkin FPIA B/A in Planning
26 April 2013
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APPENDIX A
Master Plan Concept
13825REP01 61 Hotel
McLARENMcLAREN PARADEPARADE
Residential
COMMERCIALCOMMERCIAL ROADROAD Residential
NORTHNORTH PARADEPARADE Residential Customs House
Telegraph station
Tourist Accommodation
Commercial COMMERCIAL Former waterworks RESIDENTIAL
NELSON STREET NELSON STREET office HOTEL
ROBEROBE STREET STREET At-grade Carparking TOURIST ACCOMMODATION CARPARK Commercial
NILENILE STREETSTREET
LOT PRELIMINARY 1:500
0 @ A2 10 Carpark 20m
CLIENT BAULDERSTONE CARPARK PROJECT FISHERMAN’S WHARF PRECINT REDEVELOPMENT MASTERPLAN TITLE CONCEPT PLAN
DATE CREATED February 2013
APPENDIX B
Concept Plan
13825REP01 62 Focal Point/Node
Major Axis ACTIVE EDGES
LANDMARK ACTIVE EDGE BUILDING
McLARENMcLAREN PARADEPARADE
KEY URBAN SPACE
Major Axis
Promenade Primary Pedestrian Path COMMERCIALCOMMERCIAL ROADROAD
SHARED USE NORTHNORTH PARADEPARADE ZONE
HERITAGE PLACE
NELSONNELSON STREET STREET
ROBE STREET ROBE STREET AT-GRADE CARPARKING
NILENILE STREETSTREET
LOT PRELIMINARY 0 10 20m PRECINT CLIENT CARPARKING BAULDERSTONE CARPARK PROJECT FISHERMAN’S WHARF PRECINT REDEVELOPMENT MASTERPLAN URBAN DESIGN PRINCIPLES TITLE CONCEPT PLAN
DATE CREATED February 2013
APPENDIX C
Certificate of Title
13825REP01 63 REGISTER SEARCH OF CERTIFICATE OF TITLE * VOLUME 5585 FOLIO 354 *
COST : $25.00 (GST exempt ) PARENT TITLE : CT 5204/228 & OTHERS REGION : EMAIL AUTHORITY : RTC 8555310 AGENT : BTPL BOX NO : 000 DATE OF ISSUE : 14/10/1998 SEARCHED ON : 08/02/2013 AT : 11:00:06 EDITION : 3 CLIENT REF QUEST - FAB
REGISTERED PROPRIETOR IN FEE SIMPLE ------FISHERMEN'S WHARF MARKETS PTY. LTD. OF LEVEL 1/193 WEST TERRACE ADELAIDE SA 5000
DESCRIPTION OF LAND ------ALLOTMENT 106 DEPOSITED PLAN 50895 IN THE AREA NAMED PORT ADELAIDE HUNDRED OF PORT ADELAIDE
EASEMENTS ------SUBJECT TO THE EASEMENT OVER THE LAND MARKED A TO THE MINISTER FOR INFRASTRUCTURE (LAND GRANT VOL.2549 FOLIO 186)
SUBJECT TO A FREE AND UNRESTRICTED RIGHT OF WAY OVER THE LAND MARKED D
SUBJECT TO THE EASEMENT FOR WATER SUPPLY PURPOSES AS PROVIDED FOR BY SECTION 223 lg (1) OF THE REAL PROPERTY ACT 1886 OVER THE LAND MARKED H
SUBJECT TO THE EASEMENT FOR DRAINAGE PURPOSES AS PROVIDED FOR BY SECTION 223 lg (2) OF THE REAL PROPERTY ACT 1886 OVER THE LAND MARKED J
SCHEDULE OF ENDORSEMENTS ------11616738 MORTGAGE TO COMMONWEALTH BANK OF AUSTRALIA
NOTATIONS ------DOCUMENTS AFFECTING THIS TITLE ------NIL
REGISTRAR-GENERAL'S NOTES ------APPROVED FILED PLAN NO UNIQUE IDENTIFIER FX39778
END OF TEXT.
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Page 2 of 2
Baulderstone (SA) Pty Ltd
PROPOSED TOURIST ACCOMMODATION COMPLEX WHARF NO. 1, PORT ADELAIDE
PARKING AND ACCESS REPORT
April 2013
13-0019
DOCUMENT ISSUE
Revision issue Date Description Approved by Revision 1 19 April 2013 AJT Rev A 23 April 2013 Including client comments AJT Rev B 24 April 2013 Adjusted at-grade car park numbers AJT
Disclaimer: This document contains information which is confidential and/or copyright and intended for the use of the client named on the front page of this report. Murray F. Young & Associates disclaims all responsibility or liability of any actions, claims, costs and damages whatsoever resulting from or following upon any reproduction or modifications of these documents, drawings or data contained therein by any other party or application of the said documents or data to other than their original purpose.
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Document issue
CONTENTS
1.0 INTRODUCTION ...... 1 2.0 SUBJECT SITE ...... 2 3.0 PROPOSED DEVELOPMENT ...... 3 4.0 PARKING ...... 6 5.0 SERVICE VEHICLE ACCESS ...... 7 6.0 SUMMARY ...... 8
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Contents
1.0 INTRODUCTION
It is proposed to construct a purpose-built building between the existing Fishermen’s Wharf Market building and Nelson Street to provide a tourist accommodation complex.
The proposed development will provide 61 apartments, providing two or three- bedroom accommodation. A total of 103 keys are proposed.
This report provides a summary of the analysis of the car parking and service vehicle access requirements associated with the proposal.
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Page 1 of 6
2.0 SUBJECT SITE
The subject site is located between the existing Fishermen’s Wharf Market building and the Nelson Street approach to the Birkenhead Bridge. The land is currently used as a car park, with a landscaped area between the car park and Nelson Street. There is no direct access to Nelson Street to/from the subject site.
Access to the existing car park is provided via North Parade or Robe Street. These two roads intersect at an existing roundabout, with access to the car park provided by the western leg of the roundabout.
Figure 1 generally depicts the subject site in its local context.
Figure 1 – Locality plan
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Page 2 of 6
3.0 PROPOSED DEVELOPMENT
The proposed development will include a total of 61 apartments, with a variety of two or three-bedroom apartments being available.
A small function room and gym are also proposed, however, these will be ancillary uses to the development, with those people residing in the apartments being the users of these facilities.
Provision for 29 car parking spaces will be made in a basement car park area within the site, with access to be provided via the existing car park access from the Robe Street/North Parade intersection.
The proposed basement car park layout within the site has been verified to ensure conformity with Australian/New Zealand Standard, Parking Facilities Part 1: Off-street car parking (AS/NZS 2890.1:2004), in that:
• all spaces will be at least 2.4 m wide; • 5.4 m long; and • an aisle width of 6.2 m will be provided.
The design has been checked to ensure appropriate clearances to the building columns have been achieved in accordance with the requirements of AS/NZS 2890.1:2004.
Figure 2 provides a plan of the proposed basement car park arrangement. It should be noted that a turnaround space will not be required as spaces will be specifically allocated to guests upon arrival.
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Page 3 of 6
Figure 2: basement car park layout
Figure 3 provides an indication of the proposed at grade car park arrangement. A number of spaces will be remarked within the at-grade parking area. The realigned spaces will be provided in accordance with AS/NZS 2890.1:2004, in that spaces will be 2.5 m wide and 5.4 m wide with a 6.2 m wide aisle. Two spaces designated for use by persons with a disability will be provided at-grade in accordance with Australian/New Zealand Standard, Parking Facilities Part 6: Off-street parking for people with disabilities (AS/NZS 2890.6:2009), and includes the provision of an adjacent 2.4m wide shared area. A total of 14 spaces, including the two spaces for use by people with a disability, will be provided immediately adjacent to the proposed development.
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Page 4 of 6
Figure 3: Proposed at-grade parking layout
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Page 5 of 6
4.0 PARKING
While the proposed development identifies 61 apartments, there is also the provision for 103 keys. This implies that the various apartment configurations can be sectioned off to provide 103 individual rooms. In reality, this is unlikely to occur, or may occur once or twice a year, i.e. it is a maximum capacity event.
In terms of Council’s Development Plan, Table PAdE/5 Off Street Vehicle Parking Requirements indicates a rate of one space per room providing accommodation for a “Tourist Accommodation” form of development. On this basis, the Development Plan requires a minimum parking provision requirement of 61 spaces.
However, the proposed serviced apartments are likely to generate parking at a lower rate than the stated tourist accommodation rate, based on rates observed by this firm from surveys of other similar serviced apartment complexes, in particular in relation to the Liberty Towers, Glenelg residential apartment complex, and the proposal to utilise 69 apartments as serviced apartments.
MFY submitted evidence to the Environment, Resources and Development Court of South Australia, of a recorded peak parking rate of 0.7 spaces per apartment (not per key) at that complex, with daytime parking occurring at 25% of the night time demand. This evidence was accepted by the Court as an appropriate design demand rate for this use.
On the basis of the proposed 61 apartments and the above rates, this would generate an anticipated parking demand of 43 spaces for the site at night time, with only 11 spaces required during the day.
The proposed 29 spaces in the basement level and 14 at-grade parking spaces will adequately cater for the night time design demand. The day time parking demand would easily be accommodated within the basement parking area.
Even in the unlikely event of a higher demand being generated in line with Council’s Development Plan rate (i.e. 61 spaces), the shortfall of 18 spaces could easily be accommodated within the adjacent car park area during the evening period when parking demands associated with other surrounding uses are minimal.
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Page 6 of 6
5.0 SERVICE VEHICLE ACCESS
It is anticipated that the proposed development will be serviced by vans (for deliveries such as linen). In terms of refuse collection, an 11 m long vehicle has been considered for the site.
Such a vehicle has been used to check the turning path within the site. Figure 4 indicates that this vehicle will be able to enter and exit the site in a forward direction.
Figure 4: Swept path of an 11 m service vehicle
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Page 7 of 6
6.0 SUMMARY
The proposed development of an accommodation complex will provide 61 apartments.
A basement level car park will provide 29 spaces which will be allocated to patrons of the complex.
The existing car park between the proposed development and the existing Fishermen’s Wharf building will be realigned (in accordance with the Australian Standards) which will provide an additional 14 spaces (including two spaces for use by people with a disability) immediately adjacent to the proposed development.
Based on evidence submitted to the Environment, Resources and Development Court of South Australia by this firm, it is considered that 43 parking spaces will be required to cater for the anticipated parking demand. The proposed parking provisions will meet this number and therefore adequately accommodate the expected peak parking demands generated by the proposal.
The largest vehicle expected to access the site, an 11m refuse vehicle, will be able to enter and exit the site in a forward direction.
13-0019 Tourist Accommodation, Wharf No. 1, Port Adelaide Rev B – April 2013 Page 8 of 6
Ref: SH/13252 D STATE HERITAGE UNIT SH/14348 D Conservation and Land Management Branch Date: 4 August 2014 Strategy and Advice Directorate Ms Sara Zuidland First Floor Secretary 1 Richmond Rd Development Assessment Commission Keswick SA 5035 GPO Box 1047 GPO Box 1815 Adelaide SA 5001 ADELAIDE SA 5001 Australia DX138 Attention: Damian Dawson Ph: +61 8 8124 4960 Fax: +61 8 8124 4980 www.environment.sa.gov.au
Dear Mr Dawson
DESCRIPTION: DEVELOPMENT MATERIALLY AFFECTING CONTEXT OF A STATE HERITAGE PLACE: BIRKENHEAD BRIDGE AND THE PORT ADELAIDE STATE HERITAGE AREA - CONSTRUCT A 5 STOREY TOURIST ACCOMMODATION FACILITY COMPRISING 61 SERVICED APARTMENTS AT WHARF NO. 1, LOT 106 NELSON STREET, PORT ADELAIDE
Application number: 040/952/13 Received: 6/6/2014; amended documentation received 4/8/2014 State heritage place: 14348—Birkenhead Bridge [Metal Double Bascule], BIRKENHEAD 13252—Port Adelaide State Heritage Area, PORT ADELAIDE Documentation: Masterplan Planning Report dated April 2013; Hardy Milazzo drawings 6549-3 dated 23/4/2013; Updated drawings & reports (Masterplan 23/5/2014 and Hardy Milazzo drawings 60, 61, 62, 64, 65, 66 & 67 dated 22/5/14). Masterplan report dated 1/8/2014 (received 4/8/2014).
The above application has been referred to the Minister for Sustainability, Environment and Conservation in accordance with the Development Regulations 2008 Schedule 8 Table item 5(1), as development that directly affects a State heritage place or, in the opinion of the relevant authority, materially affects the context within which the State heritage place is situated.
I have assessed the proposed development in its impact on the heritage significance of the above State heritage places.
Port Adelaide State Heritage Area The proposed site is outside the State Heritage Area and therefore does not directly affect it. The contextual impact of the proposal on the State Heritage Area is moderated by the fact that the nearest part of the building will be 50 metres or so from the boundary of the State Heritage Area. Another moderating factor is that there are no buildings of historic significance at the interface with the State Heritage Area in that vicinity (other than the iron entrance arch on Nile Street, just outside the State Heritage Area).
In summary, the proposed development would have little impact on the heritage values of the State Heritage Area.
Birkenhead Bridge The proposed development site is in close proximity to the southern approach of the Birkenhead Bridge. Although little of the bridge itself can be seen from the southern approach adjacent to the site, from other vantage points along the both sides of the river, as well as on the river and 2
from the bridge itself, the proposed development would have a significant impact on the visual context of the bridge.
I consider that the proposed development would diminish the visual context of the Birkenhead Bridge for the following reasons. The height of the proposed development is out of scale with Wharf Shed 1 (which is the major built form component of the bridge’s immediate visual context), and with other existing built form in the vicinity of the bridge.
The form, massing, architectural design, materials, colours and finishes of the proposed development do not demonstrate sufficient responsiveness to the visual context of the State heritage place or to the prevalent built form character of Port Adelaide.
Recommendation I therefore recommend that the application in its current form should not be granted any consent or approval.
General notes 1. In accordance with Regulation 43 of the Development Regulations 2008, please send the Department of Environment, Water and Natural Resources a copy of the Decision Notification.
Any enquiries in relation to this application should be directed to Pippa Buckberry on telephone 8124 4922 or e-mail [email protected].
Yours sincerely
Peter Wells Principal Conservation Architect DEPARTMENT OF ENVIRONMENT, WATER AND NATURAL RESOURCES as delegate of the MINISTER FOR SUSTAINABILITY, ENVIRONMENT AND CONSERVATION
040/952/13 – LOT 106 NELSON STREET, PORT ADELAIDE
24 July 2014
Development Details: Five-Storey Tourist Accommodation Facility Heritage Status: Adjacent State Heritage Area, State Heritage and Local Heritage Places General Provisions: Design & Appearance Zone Section: Regional Centre Zone – McLaren’s Wharf Policy Area 44
Note: The advice provided below is separate to the State Heritage assessment provided through the Department of Environment, Water and Natural Resources, State Heritage Unit. This advice is provided in conjunction with the Port Adelaide Enfield Council’s response, specifically in respect to architectural form and design.
Design and Appearance Relevant Objectives: 1, 3 1 The design of a building may be of a contemporary nature and exhibit an innovative style provided the overall form is sympathetic to the scale of development in the locality and with the context of its setting with regard to shape, size, materials and colour. The conservation of State and Local Heritage Places 3 Buildings should be designed to reduce their visual bulk and provide visual interest through design elements such as; (a) articulation (b) colour and detailing (c)small vertical and horizontal components (d) design and placing of windows (e) variations to facades.
Scale The proposed development would be the largest building in the vicinity, comparable only to the State Heritage Places; the Former South Neptune Island (originally Port Adelaide) Lighthouse, and Former Hart's (later Adelaide Milling Co.) Flour Mill at either ends of the wharf precinct. As such the development would be a significant change to the wharf area and associated vistas.
Locality/Context The immediate locality is described in the Development Plan as “the cornerstone identity of the Port Adelaide Waterfront, comprising an appealing location and a gateway leading people to the Port Adelaide River’. Wharf Shed 1 currently dominates the area, and along with other buildings, reinforces the industrial heritage of the site through gable roofed shed forms. Materials of these buildings consist of corrugated profile roof and wall sheeting in grey tones. Other buildings in the locality incorporate red brick and rendered surfaces.
Shape The proposed development, presents as a rectilinear form, in plan and elevation, with the exception of the Northwest corner, which, by virtue of the allotment shape, is splayed to follow the adjacent Birkenhead Bridge (a State Heritage item). Unlike a previous version of the proposal, the floor plate is consistent across all floors and roof.
Articulation & Fenestration While there is some variation provided in the building form through small steps in the façade, balconies and material changes, much of the design is repetitive and rectilinear and the small steps in the façade may not be deep enough to be readily apparent. This is reinforced by the continuation of the same floor plate to the ground floor. In addition, the lack of variation in window proportions and roof
form, gives the development a distinctly flat appearance. Textural changes are limited to vertical strips on each façade and there is nothing in the materiality that specifically relates to the context of the area (such as corrugated or brick surfaces).
Colours The colour palette proposed consists of greys, copper/rust tones, and white. The grey tones are generally similar to the surrounding area, however red brick would be a superior match instead of the copper/rust tones for the locality.
Materials Smooth faced blockwork dominates the proposed material selections, in a number of different colours. The proposal would be improved with greater variation in texture of materials, such as split faced blockwork (shown in many of the images provided by the applicant) or redbrick and corrugated materials. The previous version of the proposed development also incorporated vertical sun shading which extended over multiple levels providing further variation in materials and surfaces, this was a positive attribute of the previous design which is no longer proposed to the proposals detriment.
Summary The current proposal is considered to be inferior to the previous design; each façade has less interest, articulation, and variation than the earlier proposal. Further amendments should be sought to enable the proposed development to better reflect the wharf context and the traditional characteristics of the vicinity.
Pippa Buckberry Associate Director, Flightpath Architects City of Port Adelaide Enfield Heritage Advisor