TOWN PLANNING REPORT IMPACT ASSESSMENT ......Mark Baker Town Planning Consultant Pty Ltd ACN 055 712...

Mark Baker Town Planning

Consultant Pty Ltd

ACN 055 712 868

15609 August 2015

TOWN PLANNING REPORT IMPACT ASSESSMENT Proposed Service Station Redevelopment 26256 Peak Downs Highway, Racecourse · Site Details

Address: 26256 Peak Downs Highway, Racecourse, QLD 4740 RPD: Lots 1 & 2 RP747396 Area: 4891m2 and 12.822ha Scheme Locality: Hinterland Zoning: Rural Owner: Mt Heads Pty Ltd & Andev Holdings Pty Ltd

· Application Details

Development Type: Material Change of Use & Reconfiguration Assessment Type: Impact Approval Type: Development Permit Superseded Scheme: n.a. Definition of Proposal: Service Station, Shop & Catering Shop Applicant: Puma Energy (Australia) Pty Ltd Agent: Mark Baker Town Planning Consultant Pty Ltd

PO Box 5268, WEST END QLD 4101 Telephone: 3257 1880 Facsimile: 3257 2882 Contact: Mark Baker

1 Executive Summary

tracyh

Received (Manual Date)

Proposed Service Station Redevelopment, Racecourse, Mackay 2

Mark Baker Town Planning Consultant Pty Ltd August 2015

· Development Characteristics The proposal has two components: Reconfiguration: A re-alignment of the rear boundary of Lot 1 to increase the area of

this lot by 796m2 at the expense of Lot 2. This realignment is to increase the depth of Lot 1 from 64.88m to 75.45m for the purpose of permitting improved vehicle circulation within the site. The existing and proposed dimensions of Lot 1 are shown on drawings DA10-B and DA11-B.

Existing Proposed

Lot 1 RP747396 4891m2 5687m2

Lot 2 RP747396 128217m2 127241m2

Material Change of Use: The existing service station is to be redeveloped by

relocating the existing uncovered diesel dispensers situated on the site frontage, to a new under-canopy location on the western side of the site. The relocation of heavy vehicles from the frontage will reduce potential for congestion at the site entry and the provision of a 16m x 6m canopy over the diesel dispensers enables enhanced control of stormwater quality. A new diesel above-ground storage tank is to be installed adjacent to the canopy as well as an above ground tank for the storage of Adblue (a non-combustible additive for enhanced truck exhaust emissions.)

The existing building is to be refurbished to incorporate a 275m2 shop offering

convenience lines and a catering shop of 120m2. Associated with these changes are new pavements and carparking arrangements.

Address: 26256 Peak Downs Highway, Racecourse RPD / Area: Lots 1 & 2 RP747396 / 4891m2 and 12.822ha Development GFA: 522m2 Site Cover: 16% Landscaped Area: 435m2 (7.6%) Building Height: 5.0m (Existing Buliding) 6.4m (Existing Canopy)

6.1m (Proposed Canopy) Building Setbacks: 10m (frontage setback to existing canopy)

25m (frontage setback to proposed canopy) 20m (existing setback to eastern side boundary) 4m (proposed canopy setback to western boundary) 3m (proposed above-ground tank setback to western) 20m (rear boundary setback)

Carparking: 27 Heavy Vehicles: 2 Service Bays: MRV

2 Proposal



· Current & Past Use of Land

The site is currently operating as a service station.

3 Site History



· Address

26256 Peak Downs Highway, Racecourse Q4740

· Location

· Topographic

The site is relatively flat with an elevation of approximately 10m AHD. The site is not within an identified floodplain.

· Vegetation There is no significant vegetation on the site.

· Site Shape The site is a rectangular parallelogram.

· Service Infrastructure The site is provided with urban infrastructure.

· Road Frontage The site has a frontage of 79m to the Peak Downs Highway

4 Site Characteristics



· Surrounding Land Use and Anticipated Development The predominant land use in the vicinity is cane farming however this section of the

highway is dominated by the Racecourse Sugar Mill. In addition there are other industries and commercial activities as well as a small number of dwellings. Immediately adjacent to the development, on the western side, is a private clubhouse.



· Sustainable Planning Act

The provisions of the Sustainable Planning Act, 2009 apply to this application: - Impact assessment under IDAS

· Public Notification Public notice is required in accordance with the Sustainable Planning Act. The proposal does not trigger extended notification periods pursuant to Schedules 16 & 17 of the Sustainable Planning Regulation.

· Referral The following referrals have been identified.

Department of Transport & Main Roads – site adjacent to State Controlled Road

State Planning Policy (Effective 2 December 2013)

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Mining & Extractive Resources

Quarrying Development in KRA or Separation Area

Environment

Biodiversity Land of State Environmental Significance

Coastal Land in a Coastal Management District 1

Water Quality Sites > 2,500m2

Catchments Non-urban land within Water Supply Buffer

Acid Soils Excavation >100m3 below 5m AHD

Hazards

Acoustic & Air Quality

Sensitive Land Use (residential, educational or health) in Management Area

4

Natural Hazard

Flood, Bushfire, Landslide or Coastal Hazard Area,

Transport

Public Transport

Sites >5,000m2 within 400m of PPTF 2

Strategic Airports & Aviation Facilities

Structure >12m ht in operational airspace 3

With 20 ANEF Contour of Airport

Within Public Safety Zone of Airport

Within airport buffers or restricted areas

1 – GBR Wetlands; Marinas, SWMP 2 – Land Use and Transport Integration 3 - Strategic Airports & Aviation Facilities 4 – Management Areas: Acoustic & Air Quality

5 Statutory Processes

6 State Planning Policies & State Planning Regulatory Provisions



· Planning Scheme Mackay Planning Scheme 2006

· Scheme Area

Hinterland Locality

Rural Zone

· Overlay Controls

Airport OLS (70m-80m)

Airport Development Distance (3-6km)

Bushfire Hazard (Medium)

Good Quality Agricultural Land

High Impact Activity

Image Corridor

· Definition of Proposal

Service Station

Shop

Catering Shop

Reconfiguration of a Lot

· Level of Assessment Table

Table 6.1 & 6.2 (Hinterland Locality)

Table 8.1 & 8.2 (Bushfire Management Overlay)

Table 8.7 & 8.8 (Airport Overlay)

Table 8.13 & 8.14 (Good Quality Agricultural Land Overlay)

· Prescribed Level of Assessment

Table

6.1 & 6.2 8.1 & 8.2 8.7 & 8.8 8.13 & 8.14

Service Station Impact Exempt Exempt Code

Shop Impact Exempt Exempt Code

Catering Shop Code Code Exempt Code

Reconfiguration of a Lot

Code Code Exempt Code

· Codes

The following codes have been identified as relevant to the assessment:

Mackay Hinterland Locality Code

Service Station Code

Retail & Commercial Code

Environment & Infrastructure Code

Bushfire Management Overlay Code

Good Quality Agricultural Land Overlay Code

7 Local Planning Instruments



· Statutory Considerations

The Sustainable Planning Act sets out relevant considerations for the assessment of impact assessable development. (SPA s.314)

· Assessment against State Planning Instruments

State Planning Regulatory Provisions Not Applicable. SEQ Regional Plan Complies State Planning Policy The water quality requirements of the SPP are not applicable to the proposed development. Refer to accompanying site based stormwater management plan. Structure Plan Not applicable State Development Assessment Provisions An assessment against the relevant provisions of SDAP is provided in the Appendices. This assessment has found that the proposal complies with all relevant criteria. There is one instance where the proposal utilized a performance solution and this was in respect of rationalizing multiple site accesses to a State Controlled Road. The proposed development retains the existing use of a service station which has dual access points and these are to be retained to enable safe and efficient vehicle movements to and from the site and within the site.

· Assessment against Local Planning Instruments Temporary Local Planning Instrument Not applicable s.242 Preliminary Approval Not applicable. Planning Scheme – Strategic Framework The proposed development is a modification of an existing use. Additionally it is a minor development performing local functions. In this context it has no effect on the achievement of the outcomes contained in the Strategic Framework. Desired Environmental Outcomes An assessment against the Scheme’s Desired Environmental Outcomes is provided in the Appendices. While most relevant DEO’s were achieved, there is a conflict with the protection of rural lands from alienation. This conflict is regarded as minor having regards to the small area of land involved (796m2) and its inability to be fully utilized for rural production (partially located behind a shed). In these circumstances the application should be considered despite the conflict.

8 Planning Assessment



Codes An assessment against the relevant codes is provided in the Appendices. This assessment has established that, in most cases, the relevant provisions are satisfied through compliance with the acceptable solutions. There are, however, a number of instances where a performance solution has been demonstrated as compliance with the code. Generally such instances are a consequence of the uses prior establishment and the development proposed being a modification of the existing use. The issues arising from the assessment against the codes are set out below.

Out of centre commercial development: As noted, the current commercial use of the land is existing. The proposed modifications to the use are relatively minor and will not impact on the operation of the centre network identified in the planning scheme.

Alienation and loss of rural land designated as good quality agricultural land: As noted previously, the loss of agricultural land is relatively minor at 796m2 and the land in question is not in production. The use does not impede normal farming practices. For these reasons the proposal does not impact on the viability of the sugar industry.

While the service station does not meet the acceptable solutions in terms of location, the use is an existing one.

The location of a proposed dispenser does not comply with the acceptable solutions however it complies with the relevant Australian Standard and therefore achieves the performance outcome.

The development is within the impact area of nearby high impact industry, however it is not proposed to provide amelioration devices as the impacts do not impede the operation of the proposed development.

Minimum lot sizes: Both of the existing lots are less than the minimum prescribed for the zone. The proposed boundary re-alignment will not have an appreciable effect on the utility of lot 2 but will significantly improve the utility of the use of lot 1.



Site Based Stormwater Management Plan prepared by Storm Water Consulting

The assessment of the proposed development has identified a number of minor conflicts with the planning scheme however such conflicts are of a minor nature and should be set aside on the basis that the use is an existing one and the proposed development represents an improvement in the performance of the existing development in several crucial areas. Specifically, the relocation of the diesel dispensers from an uncovered location in the front of the site to an under-cover area to the side, will improve the quality of stormwater runoff from the site. The relocation of the diesel dispensing area also has significant benefits from a traffic safety perspective. The proposed routing of heaving vehicles through the rear of the site affords the opportunity to accommodate on-site queuing of heavy vehicles in a manner that does not cause congestion at the site access points. The potential for such congestion affects the safety of highway users. The refurbishment of the building to provide convenience retail and food services is regarded as beneficial to highway users and the provision of multiple high quality services reduces the potential for multiple trips along the highway with added ingress and egress manoeuvres. For these reasons the application is supported and its approval is recommended. Mark Baker Dip Arch (QIT) MSPD (UQ) Grad Dip U&RP (QIT) LGTP(Q) FPIA CPP

9 Technical Reports

10 Conclusion



Desired Environmental Outcomes

Biodiversity & Habitat / Natural Features

significant natural features are conserved and their values are not compromised in order to sustain ecological processes and maintain biodiversity in the City for present and future generations.

Achieves: No significant features compromised

adverse effects on the natural environment including remnant vegetation, coastal and inland wetlands, habitat and biodiversity, clean air, and water resources are minimised or prevented for their greenhouse, environmental health and amenity implications.

Achieves: No adverse impacts identified

the use of land and resources: (A) takes into account the direct and indirect, short and long-term, and cumulative consequences of a use; and (B) has regard for the multiple use and values of land and resources for present and future generations.

Achieves:

community safety and buildings, structures and other physical infrastructure are not jeopardised by unacceptable risks due to natural hazards such as bushfire, excessive erosion and land slippage, disturbance of acid sulfate soils, or inundation by flood waters.

Achieves:

the interface between developed and undeveloped areas is managed to maintain remnant ecosystems and areas of natural, landscape or cultural importance to the community.

Not applicable

a balance is achieved between the conservation and use of natural resources in order to achieve sustainable economic, social and ecological outcomes.

Not applicable

Cultural Heritage & Landscape Character

the aesthetic and amenity values of significant cultural heritage places and areas, as well as notable features of landscape character, are retained and enhanced for the benefit of present and future generations

Not applicable

places of cultural heritage are recognised and conserved.

Not applicable

Economic Development

economic resources such as good quality agricultural land, forests, fisheries, extractive materials, water and land resources are protected from the adverse or limiting effects of proximate, incompatible activity for future ongoing use. Good quality agricultural land is made available for urban uses only with a demonstration of overriding community need.

Achieves: While the development on GQAL is proposed, the land is not in rural production and the area is minor.

11 Appendices



diverse employment opportunities are available in accessible locations both north and south of the Pioneer River, and include home-based businesses, business ‘incubators’, technology centres and the like.

Not applicable

the continued development and lawful operations of the Port of Mackay and the Mackay Airport are facilitated and their operational efficiency protected by: (A) limiting development on land directly affected by Seaport and Airport operations; and (B) the inclusion of buffers on adjoining land to mitigate potential impacts of Port and Airport operations.

Not applicable

A network of centres is established and maintained according to a hierarchical arrangement of roles and functions to meet the needs of the population, and includes the following elements, as shown on the Information Map – Network of Centres

Not applicable: The development does not compromise the hierarchy of centres.

the growth of centres occurs in step with demonstrated community need, recognising the role and function of other centres within the network of centres.

Not applicable

retail and commercial activities outside a centre identified within the network of centres are limited to premises with a size and function consistent with the provision of local facilities.

Achieves:

the Mackay City Centre is retained and reinforced as the principal centre for the Mackay and Whitsunday region providing high order administrative, business, commercial, cultural, entertainment, and shopping services as well as providing a choice of housing types and densities for residents and visitors.

Not applicable

centres, villages and other commercial areas are attractive, provide a safe environment and are able to be economically and efficiently supported by infrastructure.

Achieves:

operational efficiency of industrial land, particularly for major industries6, is protected by: (A) retaining such land primarily for the establishment of industrial activities and related services; (B) encouraging new industrial activities in designated industrial locations7 on the basis the necessary infrastructure is available or can be made available efficientlyand equita (C) retaining the major industrial areas free from the constraining effects of inappropriate or sensitive activities either within or adjacent to such areas; and (D) servicing with safe and effective transport infrastructure, such as the sea port, the airport, the rail network and the State and national highway system.

Not applicable

A transport network is maintained in functional corridors unconstrained by incompatible or inappropriate activities, servicing the major

Achieves:



industries and other major employment and activity centres.

Rural land: (A) is protected from incompatible land

uses; (B) is maintained in agricultural use, where

possible, in order to ensure the viability of the sugar industry in the City; and

(C) (C) provides opportunities for use for a wide range of economic activities including extractive industries, forestry, grazing, intensive animal husbandry and water supply development.

Minor Conflict: Refer above

changing trends in the tourism, hospitality and business services sectors in the City are recognised and supported to ensure each industry is able to evolve and grow.

Not applicable

mixed use development and higher intensity residential development is located within the City Centre and possibly at transport nodes and some of the tourism nodes.

Not applicable

Amenity & Community Well-Being

a wide range of affordable and accessible housing is available which is suitable for the climate, meets the needs of the City's population and is convenient to community facilities, employment and recreation opportunities.

Not applicable

convenient access is provided to a range of community facilities and services, including health care, education, shopping and business services, cultural and entertainment facilities, and recreation and sporting facilities to achieve a standard of living coincident with residents’ expectations.

Achieves:

the City's population has a high level of mobility through an efficient and viable transport system, including public transport and pedestrian and cycle transport.

Not applicable

a diverse range of public open spaces and recreation opportunities is provided in generally accessible locations or in locations and settings suitable for the desired range of recreational experiences and for the appreciation of the City's habitat and biodiversity values.

Not applicable

a wide range of living and lifestyle options are available to residents including urban, rural residential, village, rural and island living.

Not applicable

the open space network of the City is established and enhanced for the continued use and enjoyment of the City's population

Not applicable

Infrastructure & Urban Growth

the pattern and rate of urban development meets, in a timely manner, the needs of the Mackay community with respect to housing, commercial services, industrial activities, recreation and cultural pursuits, and includes the efficient provision and use of urban infrastructure.

Not applicable

the sequence of urban growth within the City is Not applicable



based on achieving the most efficient and equitable use of land and making greatest use of the existing network of development, transport and community infrastructure.

new development in the City is directed and consolidated into areas presently serviced or areas able to be serviced efficiently and economically.

Not applicable

‘in sequence’ urban growth occurs in the following pattern: urban consolidation occurs within the existing urban areas, particularly in the McCready's Creek, Goosepond Creek and Pioneer River (Urban) precincts of the City; and (B) urban, rural residential and village development occurs in land zoned for urban residential, urban expansion, rural residential or village purposes to which infrastructure and community services can be provided efficiently and effectively.

Not applicable

‘out of sequence’ urban growth occurs only where a need for additional land is demonstrated and the need is balanced against the cost of providing infrastructure, including community facilities and services, and the impacts on the environment. Any such growth must be ecologically sustainable and is limited to areas in the McCready's Creek, Goosepond Creek and Pioneer River and Southern Streams precincts, which are most easily and economically serviced, providing that the interface with agricultural and other incompatible land uses can be managed appropriately and effectively and the landscape and heritage values of the City are not diminished.

Not applicable

in addition, urban growth is located to: (A) reduce travel-to-work demands and achieve increased transport network efficiency; and (B) maintain transport corridors, including possible future corridors, free of constraining incompatible uses (eg noise sensitive) wherever possible and practical.

Not applicable

urban development incorporates ecological sustainability principles including efficient design and the efficient use of water

Not applicable

the interface between urban areas and other areas is managed to avoid land use conflicts and maintain a high level of amenity for the City.

Achieves:

villages continue to provide a specific lifestyle option to residents of the City, supported by community facilities and small-scale tourism and convenience services. Major industries coexist with these services in specific village locations9

Not applicable

off-shore Islands provide a lifestyle option with limited opportunity for residential development. Tourism development subservient to the natural landscape and does not adversely affect the

Not applicable



sensitive coastal environment is encouraged on the islands within established resort areas.



Mackay Hinterland Locality Code Compliance Checklist

Specific Outcomes Acceptable / Probable Solutions

Proposal

General

P1 Commercial development occurs on land included in the Commercial zone and does not detract from the network of centres referred to in the planning scheme.

S1 No solution specified Performance Solution: The proposed development is a modification to the existing development of the site. It does not impact on the hierarchy of centres provided for in the planning scheme.



P2 Tourist developments in the Hinterland locality: (i) protect the coast and coastal waters, and the Clarke Range system; (ii) achieve a level of visitation within the capacity of the site to accept the consequential changes without detriment to the environmental or recreational quality of the setting including landscape character; (iii) avoid remote locations which create a need for a large workforce to commute to a remote location or require a large resident or live-in workforce; (iv) exhibit a number of the following characteristics: (a) proximity to infrastructure and services adequate to meet the day-to-day needs of the tourist population likely to be generated by development on the site; (b) proximity to a natural attraction without the potential for adverse effects upon the attributes or values which give rise to the attractiveness of the site; (c) an area of land sufficient to contain fully the extent of the proposed development and the potential impacts likely to flow from it; and (d) located on land suitable in its physical characteristics to accommodate the form, scale and intensity of development proposed without imposing unnecessary or unacceptable impacts upon the surrounding area, including: (A) clearing of extensive areas of natural vegetation or marine plants .

S2 No solution specified Not applicable

P3 Land uses establishing adjacent to industrial areas and key extractive resources areas which are incompatible with those areas include a buffer which mitigates any adverse impacts from the industrial use on the new use.




P4 Rail infrastructure corridors are protected from the constraining effects of proximate, sensitive land uses by establishment of buffers, acoustic screens or other forms of physical separation. Where development occurs in close proximity to a rail corridor, mitigation measures in the design and siting of buildings and recreation space are provided.

S4 No solution specified. Not applicable

P5 The establishment of activities within the rail corridor, including rail freight yards, stations and shunting yards, has regard for the environmental impacts upon adjacent and adjoining properties.


P6 The network of cane tramways is protected from the effects of incompatible development. New estate development for urban residential, rural residential or village purposes is planned to minimise the potential for tramway traffic to conflict with vehicular, bicycle or pedestrian traffic through a combination of careful design and maintenance of adequate buffers or separations.


P7 New development on land in the Rural Residential and Village zones, adopts or creates new traffic and transport systems which: (i) are based on the hierarchy of roads; (ii) are appropriate to the transport and traffic tasks required by the proposed development, having regard to its scale, intensity and character; (iii) are linked efficiently and safely with the existing road network; (iv) promote the safe movement of traffic, cyclists and pedestrians throughout the development area; and (v) minimise the potential for through traffic and local traffic conflicts and for industrial and non-industrial traffic conflicts.




P8 Land uses on sites adjacent to the Bruce Highway have limited direct access to the highway in accordance with the requirements and specifications of the Department of Main Roads.


P9 Open space areas are protected from potential impacts of development through: (i) limiting development within open space areas to low impact activities, facilities and works that maintain the values of the area; (ii) locating development on adjoining land in parts of the site less likely to have adverse effects; (iii) providing buffers to open space areas of sufficient width to mitigate any adverse effects; and (iv) adopting impact mitigation and management measures for development likely to cause adverse effects.


Rural Zone

P1 The use of land within the Rural Zone for rural purposes is sustainable over the long term by: (i) avoiding fragmentation of agricultural lots; and (ii) using the land according to industry best practice, including: (a) risk reduction for natural hazards such as bushfire, flooding, land slips and soil erosion; (b) the management of weeds and pests; (c) waste reduction and management; (d) ensuring the intensity of use is in keeping with the capacity of the land.12

S1 No solution specified. Performance Solution: The proposed development does not impinge on rural production.

P2 The major infrastructure supporting the sugar industry mills, and associated network of tramways and haul-out roads is protected from the effects of encroaching sensitive land uses.




P3 Any expansion of either the Pleystowe and Racecourse mills is designed to mitigate any adverse impacts on surrounding land.


P4 Intense forms of rural activity requiring upgrade of the existing service infrastructure, are located within reasonable proximity to the urban area of Mackay and the Port of Mackay, providing that the environmental impacts can be managed and the particular nature of the activity does not require a more remote location.


P5 Non-rural activities do not occur on land included in the Rural Zone.

S5 No solution specified. Performance Solution: The proposal is an existing use within the Rural Zone. The proposed expansion of the use over 796m

2 is minor and

does not involve land utilized for rural production

P6 Rural residential development does not occur.

S6 No solution specified.



Service Station Code Compliance Checklist


Proposal

Site Suitability and access

P1 The site has area and dimensions to accommodate the use.

S1.1 The site has a minimum area of 1,200m2. S1.2 The site has a minimum frontage of: (i) 40m where the site is a

corner site; or (ii) 35m otherwise.

Complies: Proposed site area is 5687m

2

Complies: Frontage of 79m

P2 The layout provides safe and convenient car parking and vehicle access: (i) from a road other than a

local residential street or road;

(ii) by separate entrance and exit from the premises;

(iii) by adequately spaced, sized and located vehicle crossings;

(iv) by a deceleration or an acceleration lane, or right-turn only lane facilities.

S2.1 The premises are situated not more than 100m from the intersection of 2 or more roads, one of which is a Highway, Arterial Road or Sub-arterial Road. S2.2 The premises are provided with at least 2 vehicle crossings, each not more than 9m in width and not closer than 10m to: (i) any other vehicle

crossing; or (ii) any road intersection.

Performance Solution: The site is an existing service station, appropriately located on highway. Performance Solution: The existing crossings are to be retained.

Layout

P1 Fuel pumps are located: (i) wholly within the

premises, such that vehicles while fuelling are standing wholly within the premises; and

(ii) a safe distance from all boundaries.

S1 Fuel pumps are situated on the premises and located a minimum of 7.5m to any boundary of the premises.

Performance Solution: One of the proposed diesel dispensers is located 5.6m from the western boundary of the site in compliance with the relevant Australian Standard.

P2 All inlets to bulk fuel storage tanks are situated so that fuel delivery vehicles are standing wholly on the premises when filling the tanks.

S2 No solution specified. Complies:

P3 Air and water facilities and automatic mechanical car washing facilities are located such that: (i) vehicles using, or waiting

to use such facilities are standing wholly on the premises; and

(ii) an adequate buffer can be provided to any adjoining residential land to prevent adverse impacts from such activities by way of unacceptable levels of noise.

S3 Facilities are situated on the premises no closer than 7.5m to any boundary of the premises.

Complies: Proposed air and water facilities are 15m from the eastern boundary.



P4 Bulk gas storage cylinders are located: (i) wholly on the premises; (ii) such that vehicles refilling

are standing wholly on the premises;

(iii) a safe distance from all premises boundaries.

S4 Bulk gas storage cylinders are situated within the premises no closer than 7.5m to any boundary of the premises.

Not applicable

P5 Premises include a buffer along any boundary of the land which adjoins a residential area.

S5 A landscaped buffer a minimum of 4.5m wide along the boundary to a residential area.

Not applicable

P6 Landscaping is provided along all road frontages in accordance with Schedule 5.

S6 No solution specified. Complies: New landscaping to the frontage with an average depth of 3.0m is proposed.



Retail & Commercial Code Compliance Checklist


Proposal

P1 Retail and commercial activities outside a designated centre are limited to premises with a size and function consistent with the provision of local facilities.

S1 For activities located outside a designated Centre, the premises has a maximum gross floor area of 25m2 and a maximum building height of 8.5m.

Performance Solution: The proposal provides local services consistent with the site’s existing use as a service station.

P2 The building is integrated into the streetscape to respect the character and amenity of the locality

S2.1 Buildings are: (i) set back from the road

frontage a minimum of 6m; or

(ii) built to the front boundary alignment where a footpath awning is provided in accordance with this Code.

S2.2 The carparking area is situated at the front, or on the approach side, of the premises.

Complies: Existing building has a 28m setback to the road frontage. Complies: Carparking is provided at the front and side of the site as well as at the rear.

P3 Premises have garbage bin areas, loading/unloading areas and any outdoor storage and/or display facilities: (i) of sufficient size; and (ii) screened from view.

S3.1 Garbage bin storage and loading/unloading areas are located at the rear of premises. S3.2 Garbage bins, when within the storage area, cannot be viewed from adjoining premises.

Complies: Complies:

P4 Awnings over the footpath are: (i) a continuous weather

protection for pedestrians;

(ii) set back from the road pavement to ensure the safety of passing traffic; and

(iii) designed to suit and enhance the character and streetscape of the area.

Note: This applies to all Class 2, 3, 5, 6, 7, 8 and 9 buildings that are proposed to be built up to or within 3.0 m of a road boundary.

S4 The awning: (i) is setback at least 300mm

from the kerb at a minimum height of 3m above the kerb;

(ii) has a continuous lining or soffit; and

(iii) is constructed of non-combustible materials (except timber battens for fixing linings);

(iv)is impervious to water and drained to avoid water dropping onto the footpath;

(iv) has a fascia depth of not more than 600mm; and

(vi)is of a cantilever design; or

(vii)has non-load bearing ornamental posts or columns.

Not applicable



P5 Apart from the Mt Pleasant Sub-Regional Centre, Sub Regional Centres, the Rural View Major Neighbourhood Centre, neighbourhood centres and local centres have floor space for industrial, commercial and retail uses commensurate with their role and function as set out below: (i) a floor area limit of 50,000m2 GFA for a Sub-Regional Centre; (ii) a floor area limit for a Neighbourhood Centre of: a) 10,000m2 GFA for all centres except Rural View; b) 20,000m2 GFA at the Rural View Major Neighbourhood Centre, of which only 10,000m2 is for shopping facilities; and (iii) a floor area limit of 2,500m2 GFA for a Local Centre.


P6 Development of additional facilities not anticipated in a designated centre meets the following criteria for community need: (i) the proposed use does not alter the role and function of a designated centre in the network; (ii) population has increased in the trading catchment of the centre since the commencement of this scheme such that the population is able to support the proposed services; (iii) the proposed use contributes to convenient access to a range of centre services and facilities for residents; (iv) residents in the City have a choice of services and facilities without unnecessary duplication, particularly for shopping, entertainment and leisure, business and commercial services and service trades; and (v) residents in the urban areas of the City have access to the different levels of facilities within the travel times nominated in the Table below.

S6 No solution specified. Performance Solution: The proposed use does not impinge on the hierarchy of centres and contributes to convenient access to products and services for travellers.



P7 Premises are located to reinforce the viability of designated centres and are accessible to the population of the Locality it is intended to serve.


P8 Activity generators are provided at ground level in centres.

S8 Ground level facades to buildings are highly interactive and provide interest through windows, displays and visible indoor activity.

Not applicable

Public Transport Infrastructure for Shopping Centres with a 10,000m² GFA

Not applicable



Environment & Infrastructure Code Compliance Checklist


Proposal

Infrastructure Provision

P1 Adequate infrastructure is provided in time to meet the needs of the development.

S1 The timing for provision of infrastructure for development complies with the standards and contribution requirements detailed in the Engineering Design Guidelines Planning Scheme Policy

Not applicable

P2 Premises are provided with appropriate areas of private and public open space.

S2 The provision of open space complies with the standards and requirements detailed in the Open Space Planning Scheme Policy and the Contributions Planning Scheme Policy.

Not applicable

P3 Premises have (i) an adequate, safe and

reliable supply of water, including potable water, and is connected, where possible, to an existing reticulated water supply.

(ii) the planning and design of potable water infrastructure considers Water Sensitive Urban Design (WSUD) such as water conservation initiatives.

S3.1 Premises are connected to Council’s reticulated water supply system. S3.2 If connection to Council’s reticulated water supply system is not possible, a potable water supply is provided in accordance with the standards detailed in the Engineering Design guidelines Planning Scheme Policy).

Complies:

P4 Treatment and disposal of waste water ensures: (i) no adverse ecological

impacts on the environment, particularly nearby receiving environments including surface waters and ground water; and

(ii) the cumulative impacts of on site waste water treatment will not cause deterioration of environmental conditions;

(iii) the planning and design of wastewater infrastructure considers Water Sensitive Urban Design (WSUD) such as wastewater management measures.

S4.1 Connection to Council’s reticulated sewerage treatment system; or S4.2 Where connection to Council reticulated sewerage system is not possible, and where 20 people or less, Council will refer to the requirements of the Environmental Protection (Water) Policy 1997 and the On Site Sewerage Code (NR&M July 2002) and AS 1547. to ensure the premises are suitable for effluent disposal. S4.3 Where more than 20 people, no solution specified.

Complies:

Stormwater Management



P5 Drainage works are planned for and designed to ensure that adjoining land and the existing upstream and downstream drainage systems are not adversely affected by development, taking into account: (i) Water Sensitive Urban

Design (WSUD) principles such as:

- protect natural systems; - enhance natural

waterway systems within urban development using natural channel design principles;

- detention of stormwater instead of rapid conveyance;

- minimise impervious areas;

- utilisation of stormwater to conserve potable water;

- integrate stormwater treatment into the landscape;

- water efficient landscaping; and

- protection of water related environmental values .

(ii) need for a stormwater system that can be economically maintained;

(iii) safety of pedestrians and vehicles;

(iv) location of discharge; (iv) construction of buildings,

structures or paving up to site boundaries which avoid blocking or concentrating natural flow paths2.

(v) fauna movement is provided for through bridges and culverts.

S5 Drainage works complies with the requirements of the Engineering Design Guidelines Planning Scheme Policy

Refer to Site Based Stormwater Management Plan

External Works



P6 Kerb and channelling is provided to a satisfactory standard and constructed to: (i) prevent edge fretting; (ii) perform required

drainage functions; (iii) provide the appropriate

level of control for vehicle movement;

(iv) allow ready access to abutting properties at suitable locations; and

(iv) contribute to the desired streetscape character of the locality.

S6 Premises are provided with kerb and channel in accordance with the Engineering Design Guidelines Planning Scheme Policy.

Not applicable: No change proposed

Roads

P7 All proposed road pavement surfaces: (i) are of a quality and

durability suitable to the intended traffic volumes and loads;

(ii) provide all-weather access;

(iv) allow the discharge of rainfall;

(v) provide the safe passage of vehicles and pedestrians; and

(vi) provide a reasonable, comfortable riding quality.

S7 Roads are provided in accordance with the Engineering Design Guidelines Planning Scheme Policy ‘.

Not applicable

Drainage networks

P8 In urban areas, the major drainage network is designed and constructed with the capacity to control stormwater flows under normal and minor system blockage conditions for the DFE applicable to drainage so that: (i) floodways are restricted to areas where there is no damage to property or hazards for motorists, and (ii) runoff is directed to a lawful point of discharge through competently designed and constructed outlet works.

S8 Design requirements of the Engineering Design Guidelines Planning Scheme Policy.

Not applicable

Public Utilities

P9 Street lighting and signs are provided to ensure the safety of both vehicles and pedestrians, and to facilitate access and movement.3

S9 Street lighting and signage comply with the requirements of the Engineering Design Guidelines Planning Scheme Policy.

Not applicable

Infrastructure Payments



P10 The costs of providing infrastructure is funded by the development giving rise to the need for the infrastructure.

S10 The funding of infrastructure complies with the requirements of the Contributions Planning Scheme Policy.

Not applicable

Car Parking and Access

P11 Premises are provided with: (i) adequate vehicle parking

spaces to satisfy the anticipated requirements of the activity;

(ii) safe and efficient access and manoeuvring areas to meet the anticipated volume and type of traffic;

(iii) large vehicles are able to enter and leave the site without prejudicing the safety and efficiency of the road;

(iv) access driveways are located and designed to minimise conflicts with traffic and pedestrians; and

(iv) vehicle crossings from the carriageway to the frontage of the site are constructed and finished to appropriate standards for the expected volume and type of traffic generated by activities on the site.

S11.1 Vehicle parking on the site is in accordance with the rates specified in Schedule 2. S11.2 Vehicles are able to enter and exit the site (with the exception of dwelling house and duplex) in a forward gear. S11.3 The design of car parking and access complies with the requirements detailed in the Engineering Design Guidelines Planning Scheme Policy.

Complies: Service Station (141m

2) – 7

Shop (274.5m2) – 13

Catering Shop (106.5m2) – 7

Total – 27 cars Complies: Complies:

Environmental Amenity

Lighting Management

P1 Outdoor lighting does not cause a loss of amenity to adjacent premises or adversely impact on native fauna as a result of the light it emits either directly or by reflection. Note: Council will refer to the provisions of AS4282 – Control of the Obtrusive Effects of Outdoor Lighting


Overshadowing

P2 The amenity of adjacent residential land is not adversely affected by shadows cast by adjoining building or structures.

S2 Buildings do not cast a shadow over more than 30% of an adjoining residential lot at any time between the hours of 9am and 3pm on 22 June.

Not applicable

Building Setbacks



P3 Residential buildings are sited to minimise loss of amenity for residents’ adjacent to cane tram lines.

S3 Residential buildings are set back a minimum of: (i) 50m from cane tram lines; and (ii) 100m from cane tram line level crossings and sidings.

Not applicable

P4 Buildings are set back from a road frontage to: (i) complement the existing built form; and (ii) preserve the safety of vehicle movement along adjoining roads.


Noise and Vibration Management

P1 Noise and vibration do not detract from the amenity of residents or employees of any adjacent premises.


P2 Premises accommodating uses which are likely to generate noise are designed and constructed with noise attenuation measures to avoid noise nuisance to nearby uses.

S2 No solution specified. Existing use.

P3 Noise sensitive uses locating adjacent to State controlled transport infrastructure incorporate attenuation, building design and orientation measures.


Air Quality

P1 Premises used for purposes likely to generate emissions such as air pollutants, heat and odours incorporate: (i) physical measures for

removing pollutants from emissions prior to discharge to the atmosphere;

(ii) physical measures for reducing the temperature gradient between emissions and the atmosphere prior to discharge; and

(iii) operational systems, including monitoring systems for major industry and major infrastructure, which maintain emissions within ANZECC guideline standards.


Flooding



P1 Premises subject to risk of inundation or damage through flood are provided with immunity to that risk in order to reduce potential property damage and to ensure public safety.

S1.1 Development is sited on land that would not be subject to flooding during a DFE; or S1.2 For development comprising a residential element, the floors of all habitable rooms are located 300mm above the DFE; or S1.3 For non residential development or development involving temporary or moveable residential structures (e.g. caravan parks): (i)buildings are located and designed so that floor levels (except areas used for car parking) are 300mm above the DFE; or (ii)there is at least one evacuation route that remains passable for emergency evacuations during all floods up to and including the DFE.

Not applicable

P2 There is no increase in the number of people living or working on a flood prone site, except where the premises are occupied on a short term or intermittent basis.


P3 Development does not result in adverse impacts for the safety of people or the capacity to use land within a floodplain and does not involve: (i) Any physical alteration to a watercourse; or (ii) Net filling of 50 cubic metres; or (iii)The proposed works either: (A) avoid any reductions of on-site flood storage capacity and contain within the subject site any changes in depth/duration/velocity in flood waters of all floods up to and including the DFE; or (B) do not change the flood characteristics at the DFE outside the subject site in ways that result in: - loss of flood storage; - loss of / changes to flow paths; - acceleration or retardation of flows; or - any reduction of flood warning times elsewhere on the floodplain.




P4 Storage and handling of hazardous substances on sites that are subject to risk of inundation or damage through flood, ensures that persons and property are not placed at unreasonable risk.

S4 Storage or handling of substances that may be a hazard to the environment or human safety by the risk of contamination due to flooding: (i) is undertaken in accordance with a risk assessment; and (ii) provides for the storage of any hazardous substances above or securely isolated from the DFE level.

Not applicable

P5 The use is designed to minimise the impact of Cyclonic Hazards

S5 No solution specified. Complies: Proposed structures are to be designed to relevant standards.

P6 Where flood limits are not identified, development is undertaken such that there is no adverse affects on flood levels or flows on the site or up-stream and down-stream of the site


Water Quality

P1 Development does not detract from the maintenance of water quality in the City’s watercourses and bulk water storages, in particular its: (i) environmental values; and (ii) where applicable, potability of the water supply.

S1 No solution specified. Refer to Site Based Stormwater Management Plan

P2 Premises incorporate: (i)physical measures for intercepting and treating surface water drainage and spilled substances prior to their release to the watercourses; and (ii) bunding of sites or areas within sites or integrated drainage systems which include waste water treatment measures, where chemicals, fuels, lubricants or other soluble pollutants are being handled or stored. Note: Council will refer to the Environmental Protection Policy (Water) 1997




P3 The City’s groundwater resources and surface waters are maintained by: (i)providing a stormwater system that manages stormwater quantity and quality prior to discharging into receiving waters; (ii)providing non structural source control measures; (iii)providing structural source control measures; (iv)retaining or rehabilitating natural waterway corridors such as natural channels, wetlands and riparian vegetation; (v)providing storage of waste water in secure and sealed storage facilities; (vi)ensuring efficient disposal areas and ground and surface water retrieval areas are buffered from each other; (vii)ensuring that contaminants do not enter the groundwater resources; and (viii)with reuse of reclaimed water, ensuring safe treatment and disposal of contaminated water.


P4 The biodiversity and habitat values of coastal areas and associated estuarine systems are protected from: (i)increased nutrient or sediment levels; or (ii)changed flow, inhibited passage, or hydrologic regimes of the natural coastal and marine margins, which may result from development.4


P5 Sediment and nutrient loadings into a watercourse are minimised through: (i)treated on-site effluent; (ii)adequate stormwater run-off controls; and (iii)on-site and off site erosion and sediment controls.


Erosion and Sediment Control



P1 Minimisation of the risk of erosion and sedimentation either on-site or elsewhere, by a comprehensive approach to soil erosion control and sedimentation management, including: (i)the minimisation of: (ii)earthworks; (a)clearing of land; (b)long term stockpiling of excavated materials; (iii)use of appropriate construction management techniques; (iv)diverting surface water drainage around disturbed areas; and (v)treating and removing sediments from stormwater over disturbed areas prior to release from the site.

S1 The control of Erosion and Sedimentation complies with Planning Scheme Policy 15.07 - Engineering Design Guideline D7 Soil and Water Quality Management.


P2 Progressive rehabilitation of disturbed areas occurs within the site through a comprehensive rehabilitation program including: (i)the grading and reshaping of the disturbed areas to provide controlled and stable drainage flow paths; (ii)the construction of drainage paths which divert high velocity flows away from disturbed areas; (iii)the re-spreading of stored top soil stripped from the site; and (iv)the planting of the disturbed area with native species of grasses, ground covers and trees.


Coastal Management



P1 (i)there is no net loss of public access to the foreshore, or of public useability of coastal waters; (ii)appropriate location and design is achieved with respect to sensitive coastal resources and their values; (iii)roads that run parallel to the coast, are set back from erosion prone areas and significant coastal resources, with only smaller access roads running to the coast; and (iv)minor spur roads to the foreshore and associated car parks provide access to the foreshore at locations that are convenient to the public, have low environmental sensitivity, and avoid locations that may increase storm tide hazard.




P1 Development and permanent buildings are minimised in erosion-prone areas as defined in this code (apart from temporary or relocatable structures required for safety and recreational purposes).

S1.1 Reconfiguring a lot within an erosion prone area incorporates erosion prone land as undeveloped open space. S1.2 Relocatable structures such as picnic tables, barbecues, coastal trails, bikeways, demountable structures, equipment sheds, lookouts, elevated decks, shelter sheds etc are located within erosion prone areas only where they remain relocatable. S1.3 All other development is; (i) located outside of the erosion prone area; or (ii) as far landward as practical within the lot ; and

(iii) is coastal dependent development (as defined in this code). S1.4 All building works (excluding demolition), including extension to existing buildings, on lots wholly or partly within the erosion prone area are: (i) For rural areas and undeveloped urban areas, located landward of the erosion prone area to minimise the extent of permanent building inside the erosion prone area; and (ii) For urban areas, located wholly landward of the alignment of existing neighbouring buildings and of a scale and intensity similar to that of the surrounding development.

Not applicable

P2 Where there is existing development within an erosion-prone area, redevelopment and extensions do not (as defined in this code):- (i) extend the intensity of the existing level; or (ii) compromise coastal management outcomes and principles Note: Supporting information required in order to demonstrate compliance is set out in the Erosion Prone Area Planning Scheme Policy.

P2 No solution specified. Not applicable

High Impact Activity Areas



P1 Land uses adjoining high impact activity activities, including activities as indicated on Figure 9-8.1; and Figure 9-8.2 “High Impact Activities” and Information Map “High Impact Activities”, are designed and sited to manage adverse effects on site users by providing: (i)noise attenuation measures; (ii)buffers between sensitive uses and the high activity areas; (iii)landscaping including bunding between sensitive use areas and high impact activity areas; and (iv)any other measures required to ensure that a nuisance is minimised.

S1 Land uses adjoining high impact activity areas are set back from those areas in accordance with Table 9-8.3. S2 Land uses other than Industry (High Impact) uses, adjoining high impact activity areas are set back from those areas in accordance with Table 9-8.4. Sugar Mill 1000m

Performance Solution: The proposal involves an existing use situated approximately 450m from the main activities of the Racecourse Sugar Mill. The proposed use is not adversely impacted by the emissions from the mill.

P2 Specific Sewerage Treatment Plants meet the following criteria:


Landscaping and Fencing

P1 Development is provided with adequate and suitable landscaping and screening on the site which ensures: (i)an attractive streetscape appearance; and (ii)the privacy and amenity of any adjoining residences.

S1 Landscaping is provided in accordance with the Landscaping Planning Scheme Policy

Complies: 7.6% of the site is to be landscaped. Refer to drawing DA05-B



P2 Landscaping is designed to prevent encroachment upon electricity infrastructure.

S2.1 Landscaping near electricity lines or substations, are designed and developed so that any vegetation at maturity or landscaping structures or works will not exceed 4.0m in height on land: (i)in an electric line shadow9; or (ii)within 5m of an electric line shadow; or (iii)within 5m of a substation boundary. S2.2 Elsewhere, vegetation is planted in a position that is further from the nearest edge of an electric line shadow or substation boundary than the expected maximum height at maturity of vegetation. S2.3 On land adjoining an electricity substation boundary, the vegetation foliage at maturity will not be within 3m of the substation boundary. However, where a substation has a solid wall along any part of its boundary, foliage may extend to, but not above or beyond, that solid wall.

Not applicable

P3 Landscaping provides a 2m wide landscaped strip adjacent to the road frontage incorporating existing vegetation wherever possible.

S3 No solution specified. Complies: Frontage landscaping has an average depth of 3.0m

P4 A landscape strip is provided comprising either a 1.8m high solid fence or 2m wide planted screen adjacent to all side and rear boundaries of a site which adjoins any residential area.


P5 Landscaping around buildings is designed to maximise shade and redirect cooling breezes in summer and to provide a windbreak in winter.


P6 Landscaping incorporates planting for shading summer sun, including: (i)tall shade trees to the west and east of the building; and (ii)trellises or pergolas adjacent to windows to the north of the building.




P7 Landscaping is designed to maximise the outdoor shade areas and minimise use of hard reflective surfaces around the building.


P8 Landscaping for outdoor vehicle parking areas, where development is for the purposes of Accommodation units, multiple dwelling units, Sport and recreation, indoor entertainment, outdoor entertainment, child care centre, service station, motel, Industrial uses and retail or commercial uses, will: (i)visually enhance the area along any road frontage; (ii)screen the area from any adjoining residential or other sensitive uses; (iii)provide visual relief and shade throughout the area; and (iv)be compatible with local native species.

S8.1 Landscaping of outdoor vehicle parking areas provides planting of trees and shrubs: (i)in a strip 2m wide along any primary road frontage at a density and a scale appropriate to the size of the vehicle parking area and the function of the adjoining road; and (ii)in median areas throughout the vehicle parking area at a rate of 1 shade tree for every 6 parking spaces. S8.2 Provide a wall, fence or continuous screen planting, to a height of at least 1.8m along any boundary to land used or likely to be used for residential or other sensitive use.

Complies: 3.0m landscaped area to primary frontage. Not applicable

P9 Landscaping is designed and established to: (i)an appropriate scale relative to both the street reserve width and to the size and nature of the development; (ii)incorporate remnant vegetation, where possible; (iii)provide summer shade and shelter for pedestrian comfort and energy efficiency of buildings; (iv)maximise areas suitable for on-site infiltration of stormwater; (v)allow for pedestrian and vehicle safety; (vi)generate a cohesive and distinct visual character for the streetscape and locality; (vii)be suitable to the tropical climate; (viii)provides planting, paving and other landscape treatment according to a Landscaping Plan; and (ix)minimise irrigation requirements through appropriate plant selection, mulching and water efficient irrigation systems.


P10 Natural vegetation is maintained wherever possible.


Community Safety Design Principles



Surveillance and Sightlines

P1 Premises provide opportunities for informal surveillance from surrounding buildings and land uses.


P2 Where located adjacent to public areas, premises are designed to permit surveillance of public areas.

S2 No solution specified Complies:

P3 Buildings and street addresses in urban areas are easily identified.


P4 Premises for uses other than dwelling houses and dual occupancy, are illuminated at night to: (i)maximise personal safety of site users; and (ii)minimise opportunities for attack by hidden persons. (iii)provide lighting along access routes, in building entrances, site entries, car parking areas and other movement areas used after dark.


P5 Visibility is provided into stairwells, elevators, car parks, lobby entrances and bicycle parking facilities.




P6 Premises and their surrounds do not include: (i)‘blind’ corners (including on stairs, in corridors or other situations where movement can be predicted); (ii)sudden changes of grade on pathways which reduces sightlines; (iii)concealment spots (unless they can be secured after hours); and (iv)pedestrian tunnels, excepting that where unimpeded sightlines or the absence of concealment points cannot be reasonably achieved, equipment (such as security mirrors) and good lighting is provided to enhance visibility. (v)Potential concealment areas (i.e. dead-end alleys) are restricted or locked after hours. (vi)Where a concealment spot is unavoidable, there are aids to visibility such as convex mirrors and good secure lighting. (vii)Concealment spots such as: (A) dark areas adjacent to a main/designated pedestrian routes; (B) private dead-end alleyways; (C) indentation in fencing or walls; (D) gaps in the streets such as entrances to interior courtyards and recessed doorways; and (E) areas that are isolated after dark; are not located on the premises.




P7 Building entrances: (i)are clearly defined; (ii)are well lit and face the street; (iii)do not create concealment spots; (iv)provide clear sightlines from the building foyer so that occupants can see outside before leaving the building; (v)have lobbies visible from the exterior; and (vi)have staff entrances, if separate, which are well lit and maximise opportunities for informal surveillance and for clear sightlines.


P8 Landscaping is designed and maintained to provide informal surveillance and clear sight lines on accessways and to other public spaces.

S8 “Vulnerable premises” provide landscaping designed to promote safety including: (i)planting which does not obscure doors and windows overlooking public spaces and isolated areas; (ii)shrubbery and low-level planting associated with footpaths which does not exceed 0.5m in height where abutting pavements; (iii)trees in vulnerable settings which do not have branches below 1.5m; and (iv)hard landscaping elements such as low fencing and walls (below 1.2m) which guide pedestrians and vehicles along designated paths.

Complies:

P9 The design of premises provides for unimpeded sightlines, particularly along pedestrian and bicycle routes.

S9 All barriers (including landscaping features) along bicycle and pedestrian routes are visually permeable (i.e. can be easily seen through to reduce concealment points).

Not applicable



P10 Car parking areas are: (i)designed to optimise informal surveillance and illumination, and to minimise unlawful access; (ii)well lit to enable visibility of all external edges and routes providing access to the car park; (iii)designed to minimise instances of large numbers of cars being co-located (over 100 cars in a single block). If more than 100 cars, more than one entry / exit point is provided so that the car park does not become an entrapment area.


P11 Underpasses and overpasses are designed and located to reduce opportunities for crime, so that: (i)pedestrians are able to see what is in an underpass or tunnel and at the end of it before entering; and (ii)signs at each end of an underpass indicate where it leads and an alternative route to use at night.


P12 Underpasses are wide enough to accommodate both pedestrian and cycle traffic, (Note: Council will refer to the provisions of AUSTROADS Guide to Traffic Engineering Practice Part 14- Bicycles). ]


P13 The design and location of laneways and alleyways promotes community safety.

S13.1 Laneways are straight and have more than one entrance. S13.2 Unnecessary access to buildings from laneways is avoided.

Not applicable



P14 Buildings contribute positively to the enhancement of public safety and security.

S14.1 Ramps and elevator entrances are located in areas which are not isolated. S14.2 Lifts are located within a secure entrance, and incorporate graffiti and vandal-resistant measures (i.e. a fully glazed and enclosed vestibule area at the exit to the lifts). S14.3 Loading and storage areas are well lit or can be locked after hours. S14.4 Parking spaces are allocated near the building entry for employees working after hours. S14.5 Enclosed or underground car parks can only be accessed from inside the building or through a security system. S14.6 All windows, particular those at street level are secure, without creating a ‘fortress-like’ appearance (i.e. avoid solid roller shutters).

Not applicable Not applicable Complies: Complies: Not applicable Complies:

P15 Lighting is provided which: (i)increases safety and security in and around the premises; (ii)considers vegetation, in both its existing and mature forms, or other elements that may have the potential to block out light; (iii)illuminates inset spaces, access/egress routes car parking areas and signage; and (iv)supports visibility for pedestrians, as well as road users.

S15 No specific solution. Note: Council will refer to the following as guidance in assessment of compliance: Security lighting is consistent with Australian Standard S 4282 (1997) (The Control of Obtrusive Effects of Outdoor Lighting. Lighting of pedestrian and bicycle movement routes, public spaces and outdoor signage in public spaces is to the minimum Australian Standard of AS1158 (Public Lighting Code).

Complies:

Constructed Lakes

P1 Natural design concepts are a primary consideration for a constructed lake.


P2 Constructed lakes are designed to be: (i)consistent with the area’s social and recreational masterplans; (ii)sustainable; (iii)appropriately managed; and (iv)have minimal adverse impacts on surrounding environments.

S2.1 Lake depth is ≤3 m. S2.2 The design of a constructed lake complies with the Engineering Design Guideline Planning Scheme Policy.

Not applicable



P3 Constructed lakes are to operate under a financially sustainable management regime.

S3 Lakes are provided under private ownership.

Not applicable



Bushfire Hazard Management Overlay Code Compliance Checklist


Proposal



P1 Development maintains the safety of people and property by: (i)avoiding the areas of High or Medium bushfire hazard as indicated on the Bushfire Management Overlay Map; or (ii)mitigating the risk through: (a)allotment design and the appropriate siting of building; and (b)including firebreaks that provide adequate setback between buildings / structures and hazardous vegetation and access for fire fighting and other emergency vehicles; and (c)providing adequate road access for fire fighting and other emergency vehicles and safe evacuations; and (d)providing an adequate and accessible water supply for firefighting purposes. Note: To assist Council in assessing an application for Assessable Development in a bushfire hazard area information should be provided as detailed in the Bushfire Management Planning Scheme Policy.

S1.1 Development is located on land that is not subject to High or Medium bushfire hazard as indicated on the Bushfire Management Overlay Map; or S1.2 For all development: (i)buildings and structures on lots greater than 2,500m²; (a)achieve setbacks from vegetation of 1.5 times the predominant mature canopy tree height or 10 m, whichever is greater; or (b)10 m from any retained vegetation strips or small areas of vegetation; (ii)buildings and structures on lots 2,500m² or less are serviced by the following: (a)a reticulated water supply that has sufficient flow and pressure characteristics for fire fighting purposes at all times (minimum pressure flow of 10 litres a second at 200 KPA); or (b)an on site storage of not less than 5,000 litres (e.g. accessible dam or tank with fire brigade fittings, or swimming pool). S1.3 Firebreaks are provided by: (i)a perimeter road that separates lots from areas of bushfire hazard and that road has: (a)a minimum cleared width of 20m; and (b)a constructed road width and all weather standard in accordance with Engineering Standards Planning Scheme Policy or (ii)fire maintenance trails which: (a)have a minimum cleared width of 6m; (b)have vehicular access at each end; (c)provide passing bays and turning areas for firefighting appliances; (d)are either located on public land, or within an access easement that is granted in favour of Council and QFRS; and (e)cleared breaks of 6m minimum width are provided within retained bushland within the site (e.g. creek corridors and other retained vegetation) to allow burning of sections and access for bushfire response.

Performance Solution: The use is existing. Not applicable: No adjacent vegetation Not applicable



P2 For development that will result in multiple buildings or lots (being Community Title Lots): (i)buildings and structures are sited on lots that are designed so that their size and shape allow for: (a)efficient emergency access to buildings for firefighting appliances (e.g. by avoiding long narrow lots with long access drive to buildings); (b)setbacks and buildings siting in accordance with 1.2 above.


P3 Roads have: (i)a maximum gradient of 12.5%; (ii)exclude cul de sacs, except where a perimeter road isolates the development from hazardous vegetation or the cul de sac is provided with an alternative access linking the cul de sac to other through roads.


P4 Public safety and the environment are not adversely affected by the detrimental impacts of bushfire on hazardous materials manufactured or stored in bulk.




Good Quality Agricultural Land Overlay Code Compliance Checklist


Proposal

P1 Where the development is on land as shown on the Good Quality Agricultural Land Overlay Map as GQAL and involves the establishment of resident uses or any uses having a residential component 29: (i) the amenity of residential uses are protected; and (ii) the operations of nearby agricultural land is not constrained by the development.

S1 The residential activity areas on the site are separated from the nearby agricultural land as follows: (i) where in proximity to canelands or other horticultural activity: (a)a minimum 40m, where the distance incorporates vegetation; or (b)a minimum 300m where the distance is to be left as open ground; and (ii) where in proximity to any intensive animal husbandry, a minimum 500m.

Not applicable

P2 Where it is proposed to establish a residential use or any use having a residential component within those buffer distances shown in S1 above, then the premises incorporates mitigation measures to ensure that: (i)the amenity of residential uses are protected; and (ii) the operations of nearby agricultural land is not constrained by the development.


P3 Development on land as shown on the Good Quality Agricultural Land Overlay Map as GQAL does not result in land taken out of agricultural use unless: (i)an overriding community need for the development is demonstrated; and (ii) no alternative sites are available.

S3 No solution specified Complies: The proposed expansion does not result in land being taken out of agricultural use.



P4 Reconfiguring a lot on good quality agricultural land occurs only where new lots do not adversely affect the potential to sustain agriculture or the continued use of the land as an agricultural resource30 by: (i)not limiting the range of crops able to be grown on any of the lots created; or (ii) creating new lots only where they can be amalgamated or used economically in conjunction with other agricultural land.

S4 No solution specified. Performance Solution: The reconfiguration proposed involves only 796m

2 of land

not currently used for agricultural production.

P5 Where the reconfiguring of a lot is for residential purposes on land adjacent to good quality agricultural land, the lot size and layout accommodates a buffer area such that: (i)the potential to sustain agriculture on the adjoining land is maintained; and (ii) future residential amenity on the new lot is protected.

S5 All residential lots abutting good quality agricultural land have the following minimum dimensions: (i)where immediately abutting canelands or other horticultural activity; (ii)a minimum depth of 60m where a vegetated buffer to a depth of 40m is incorporated into the lot; or (iii)a minimum depth of 320m where the buffer is on open ground; and (iv) where immediately abutting any intensive animal husbandry a minimum depth of 550m where a vegetated buffer to a depth of 40m is incorporated into the lot.

Not applicable

P6 Where reconfiguring a lot in the Rural zone involves boundary realignments and the primary use of the lot is residential: (i)the lot does not include good quality agricultural land; and (ii) buffers to GQAL and associated rail infrastructure (i.e. tram lines) are included in the lot.


P7 Where the lots are identified for sugar cane production the lots are shaped to facilitate production.




P8 Where development likely to result in the establishment of new activities / uses is proposed within 300 m of land identified on the Good Quality Agricultural Land Overlay Map as GQAL and is used for agriculture, a buffer to the GQAL is included on the subject site.




Reconfiguration Code Compliance Checklist


Proposal

P1 The proposed lot layout facilitates the desired future use of land in accordance with the relevant Locality Code by: (i) Establishing an orderly and acceptable land use pattern; (ii) Providing a road network consistent with the road hierarchy identified on the Key Infrastructure Maps (A and B); (iii) Providing a network, incorporating linkages, of public open space meeting community needs and protecting valuable features; and (iv) Providing an integrated drainage system based on natural drainage patterns and ecological processes.

S1 No solution specified Performance Solution: The proposed boundary re-alignment is to facilitate the efficient use of the service station operation and does not impact on the rural capability of Lot 2.

Lot Areas And Dimensions



P1 Each lot has an area and dimensions such that it: (i) is suitable for the range of

likely uses; (ii) offers offers a high level of

utility and amenity for its subsequent use and the use of adjoining allotments by providing ample opportunity for the separation of uses within adjoining lots;

(iii) where in the Higher Density Residential zone, is able to be developed to achieve the desired dwelling unit density levels for the zone; and (iv) does not prejudice the desired future use of the land such that: a) suitable access is provided for pedestrians, cyclists, and vehicles; and b) adequate provision is made for any other area necessary for the conduct of the intended use for the site; (v) takes account of the physical characteristics of the site; and (vi) provides efficient servicing of the lot. (vii) Where on site effluent disposal is proposed, the allotment size and dimensions need to take into consideration the following issues: � the number of existing on site domestic water treatment plant systems in the locality; � the cumulative effect of the proposed and existing systems in the locality on water quality objectives for waters in the locality; � the size of the lots and the soil types, land slopes, hydrology and hydrogeology in the locality; � the proximity of systems to surface water and ground waters in the locality � the rainfall and other climatic conditions of the locality; � the existing quality of waters in the locality and the water quality objectives for the waters; � any relevant ground water protection plan.

S1 No solution specified. Complies: The proposed lots are suited to their specific uses.



P2 Each lot is consistent with the minimum area and dimensions as set out in Table 9-18.1 Minimum Area & Dimensions. Table 9-18.1 Minimum Area & Dimensions Rural - 100 ha Rural Residential - 1 ha/60m Industry (Low Impact) - 2,500 m2/30m Industry (High Impact) - 3,500 m2/35m City Centre Zones (1) - No minimum area or dimension specified Commercial - No minimum area or dimension specified Public Purposes - No minimum area or dimension specified Sport & Recreation - No minimum area or dimension specified Open Space - No minimum area or dimension specified Special Activities - No minimum area or dimension specified Urban Residential - Minimum 300 m2/10m Higher Density Residential - 800 m2 / 20m Village - 1000 m2 / 20m (Note: (1) Zones located in the City Centre Locality Code)

S2 No solution specified. Performance Solution: The existing lots are both less than 100ha and the realignment is of a minor nature.

P3 In the Rural Zone, new lots are not created unless: (i) the result of the reconfiguration is that new lots and the balance lot are above the minimum area stated for the Rural Zone; or (ii) the result of the reconfiguration is that an equal or lesser number of lots is created and the utility and accessibility of all subject lots is an improvement on the original situation in relation to enhancing or supporting the rural use of the lots.

S3 No solution specified. Complies: An equal number of lots are proposed and the utility of the lots is an improvement on the current situation.



P4 Irregular shaped lots are designed to have: (i) a frontage to depth ratio of no more than 1:3; (ii) for land in the Urban Residential Zone: a) a minimum frontage of 10m to any cul-de-sac road or along any curved road alignment; and b) an area within the lot with the minimum dimensions of 15 by 15m; and (iii) for land in the Higher Density Residential Zone, a minimum width of 20m at a point 6 m in the lot parallel to the longest road frontage.


P5 Battleaxe lots do not occur in any proposal for reconfiguring a lot that creates more than 1 additional lot. Battleaxe lots are provided only where: (i) there is no increase in the density that is applicable to the zone that the subject land is included in; (ii) the lot handle is not less than 5m in width; (iii) both sides of the lot handle are landscaped for the full length of the handle; (iv) the maximum length of the lot handle is not greater than the minimum depth specified in Table 9-18.1 Minimum Area and Dimensions; (v) the area of the lot handle is not included in the calculation of the area of the lot for minimum area purposes; and (vi) for land in the Urban Residential Zone, two adjacent lots have a combined frontage of 50% of the minimum road frontage for a single lot, and a common access drive is provided between the kerb and the head of the access handle.


Small Lots in the Urban Residential Zone

Not applicable

Road Layout and Design

Not applicable

Open Space Requirements

Not applicable

Community Title



Not applicable

Infill Development

Not applicable



SDAP Code Compliance Checklist

State development assessment provisions Module 1 — Community amenity 1.1 Managing noise and vibration impacts from transport corridors state code 6 July 2015 V1.6 Page 1 of 10

1.1 Managing noise and vibration impacts from transport corridors state code

Table 1.1.1: Building work and material change of use

Performance outcomes Acceptable outcomes Response Comment

Residential buildings near a state-controlled road or type 1 multi modal corridor

PO1 Development involving an

accommodation activity that is a residential building achieves acceptable noise levels for residents and visitors by mitigating adverse impacts on the development from noise generated by a state-controlled road or a type 1 multi-modal corridor.

AO1.1 All facades of a residential building exposed to

noise from a state-controlled road or type 1 multi-modal corridor meet the following external noise criteria#: (1) ≤60 dB(A) L10 (18 hour) facade corrected (measured

L90 (8 hour) free field between 10 pm and 6 am ≤40 dB(A))

(2) ≤63 dB(A) L10 (18 hour) facade corrected (measured L90 (8 hour) free field between 10 pm and 6 am >40 dB(A)).

AND

N/A

AO1.2 Every private open space in an accommodation

activity exposed to noise from a state-controlled road or type 1 multi-modal corridor meet the following external noise criteria#: (1) ≤57 dB(A) L10 (18 hour) free field (measured L90 (18

hour) free field between 6 am and 12 midnight ≤45 dB(A))

(2) ≤60 dB(A) L10 (18 hour) free field (measured L90 (18 hour) free field between 6 am and 12 midnight >45 dB(A)).

AND

N/A

AO1.3 Every passive recreation area in an

accommodation activity exposed to noise from a state-controlled road or type 1 multi-modal corridor meets the following external noise criteria#: (1) 63 dB(A) L10 (12 hour) free field (between 6 am and 6

pm).

AND

N/A

AO1.4 Every habitable room in an accommodation activity

(other than a residential building), exposed to noise from a state-controlled road or type 1 multi-modal corridor meet the following internal noise criteria#: (1) ≤35 dB(A) Leq (1 hour) (maximum hour over 24

N/A

Response column key: Achieved P/S Performance solution N/A Not applicable



hours).

Note: Noise levels from a state-controlled road or type 1 multi-modal corridor are to be measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental noise.

Editor’s note: Habitable rooms of residential buildings located within a transport noise corridor must comply with the Queensland Development Code MP4.4 Buildings in a transport noise corridor, Queensland Government, 2010. Transport noise corridors are mapped on the Department of Infrastructure, Local Government and Planning’s State Planning Policy Interactive Mapping System.

Accommodation buildings near a railway with more than 15 passing trains per day or a type 2 multi modal corridor


accommodation activity that is a residential building achieves acceptable noise levels for residents and visitors by mitigating adverse impacts on the development from noise generated by a railway with more than 15 passing trains per day or a type 2 multi-modal corridor.

AO2.1 All facades of a residential building exposed to

noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor meet the following external noise criteria#: (1) ≤65 dB(A) Leq (24 hour) facade corrected

(2) ≤87 dB(A) (single event maximum sound pressure level) facade corrected.

AND

N/A

AO2.2 Every private open space and passive recreation

area exposed to noise from a railway with more than 15 passing trains per day or type 2 multi-modal corridor meet the following external noise criteria#: (1) ≤62 dB(A) Leq (24 hour) free field

(2) ≤84 dB(A) (single event maximum sound pressure level) free field.

AND

N/A

AO2.3 Every habitable room in an accommodation activity

(other than a residential building) exposed to noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor meet the following internal noise criteria#: (1) ≤45 dB(A) single event maximum sound pressure

level (railway).

Note: Noise levels from railways or type 2 multi-modal corridors are to be measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental

N/A



noise.

Editor’s note: Habitable rooms of residential buildings located within a transport noise corridor must comply with the Queensland Development Code MP4.4 Buildings in a transport noise corridor, Queensland Government, 2010. Transport noise corridors are mapped on the Department of Infrastructure, Local Government and Planning’s State Planning Policy Interactive Mapping System.

Accommodation activities near a busway or light rail


accommodation activity achieves acceptable noise levels for residents and visitors by mitigating adverse impacts on the development from noise generated by a busway or light rail.

AO3.1 All facades of an accommodation activity exposed

to noise from a busway or light rail meet the following external noise criteria#: (1) ≤55 dB(A) Leq (1 hour) facade corrected (maximum

hour between 6 am and 10 pm)

(2) ≤50 dB(A) Leq (1 hour) facade corrected (maximum hour between 10 pm and 6 am)

(3) ≤64 dB(A) Lmax facade corrected (between 10 pm and 6 am).

AND

N/A


area in an accommodation activity exposed to noise from a busway or light rail meet the following external noise criteria#: (1) ≤52 dB(A) Leq (1 hour) free field (maximum hour

between 6 am and 10 pm)

(2) ≤66 dB(A) Lmax free field.

AND

N/A

AO3.3 Every habitable room of an accommodation activity

exposed to noise from a busway or light rail meets the following internal noise criteria#: (1) ≤35 dB(A) Leq (1 hour) (maximum hour over 24

hours).

Note: Noise levels from a busway or light rail are to be measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental noise.

N/A

Particular development near a state-controlled road or type 1 multi modal corridor

PO4 Development involving a: AO4.1 All facades of buildings for a child care centre or

educational establishment exposed to noise from state-

N/A



(1) child care centre, or

(2) educational establishment

achieves acceptable noise levels for workers and patrons by mitigating adverse impacts on the development from noise generated by a state-controlled road or a type 1 multi-modal corridor.

controlled roads or type 1 multi-modal corridors meet the following external noise criteria#: (1) ≤58 dB(A) L10 (1 hour) facade corrected (maximum

hour during normal opening hours).

AND

AO4.2 Outdoor education area and outdoor play area

exposed to noise from a state-controlled road or type 1 multi-modal corridor meet the following external noise criteria#: (1) ≤63 dB(A) L10 (12 hours) free field (between 6 am

and 6 pm).

AND

N/A

AO4.3 Indoor education areas and indoor play areas in a

childcare centre or educational establishment exposed to noise from a state-controlled road or type 1 multi-modal corridor meet the following internal noise criteria#: (1) ≤35 dB(A) Leq (1 hour) (maximum hour during

opening hours).

Note: Noise levels from state-controlled roads or type 1 multi-modal corridors are to be measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental noise.

N/A

PO5 Development involving a hospital

achieves acceptable noise levels for workers and patrons by mitigating adverse impacts on the development from noise generated by a state-controlled road or a type 1 multi-modal corridor.

AO5.1 All facades of buildings for a hospital exposed to

noise from state-controlled roads or type 1 multi-modal corridors meet the following external noise criteria#:

(1) ≤58 dB(A) L10 (1 hour) facade corrected (maximum hour during normal opening hours).

AND

N/A

AO5.2 Patient care areas exposed to noise from a state-

controlled road or type 1 multi-modal corridor meet the following internal noise criteria#:

(1) ≤35 dB(A) Leq (1 hour) (maximum hour during opening hours).

Note: Noise levels from state-controlled roads or type 1 multi-modal corridors are to be measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental noise.

N/A



Particular development near a railway (with more than 15 passing trains per day) or a type 2 multi modal corridor

PO6 Development involving a:



achieves acceptable noise levels for workers and patrons by mitigating adverse impacts on the development from noise generated by a railway with more than 15 passing trains per day or a type 2 multi-modal corridor.

AO6.1 All facades of buildings in a child care centre or

educational establishment exposed to noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor meet the following external noise criteria#: (1) ≤65 dB(A) Leq (1 hour) facade corrected (maximum

hour during normal opening hours)


AND

N/A

AO6.2 Outdoor education area and outdoor play area

exposed to noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor meet the following external noise criteria#: (1) ≤62 dB(A) Leq (12 hour) free field (between 6 am and

6 pm)


AND

N/A

AO6.3 Sleeping rooms in a child care centre exposed to

noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor meet the following internal noise criteria#: (1) ≤45 dB(A) single event maximum sound pressure

level.

AND

N/A

AO6.4 Indoor education areas and indoor play areas

exposed to noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor meet the following internal noise criteria#:

(1) ≤50 dB(A) single event maximum sound pressure level.

Note: Noise levels from railways or type 2 multi-modal corridors are measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental noise.

N/A




achieves acceptable noise levels for workers and patrons by mitigating adverse impacts on the development from noise generated by a railway with more than 15 passing trains per day or a type 2 multi-modal corridor.


noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor meet the following external noise criteria#:

(1) ≤65 dB(A) Leq (1 hour) facade corrected (maximum hour during normal opening hours)


AND

N/A

AO7.2 Ward areas exposed to noise from a railway with

more than 15 passing trains per day or a type 2 multi-modal corridor meet the following internal noise criteria#:


AND

N/A

AO7.3 Patient care areas (other than ward areas)

exposed to noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor meet the following internal noise criteria#:


Note: Noise levels from railways or type 2 multi-modal corridors are measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental noise.

N/A

Particular development near a busway or light rail

PO8 Development involving a:



achieves acceptable noise levels for workers and patrons by mitigating adverse impacts on the development from noise generated by a busway or light rail.

AO8.1 All facades of buildings for a child care centre or

educational establishment exposed to noise from a busway or light rail meet the following external noise criteria#: (1) ≤55 dB(A) Leq (1 hour) facade corrected (maximum

hour during normal opening hours).

AND

N/A

AO8.2 Outdoor education area and outdoor play areas

exposed to noise from a busway or light rail meet the

N/A



following external noise criteria#: (1) ≤52 dB(A) Leq (1 hour) free field (maximum hour

during normal opening hours)

(2) ≤66 dB(A) Lmax free field (during normal opening hours).

AND

AO8.3 Indoor education areas and indoor play areas

exposed to noise from a busway or light rail meet the following internal noise criteria#:


Note: Areas exposed to noise from a busway or light rail are measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental noise.

N/A


achieves acceptable noise levels for workers and patients by mitigating adverse impacts on the development from noise generated by a busway or light rail.


noise from a busway or light rail meet the following external noise criteria#:

(1) ≤55 dB(A) Leq (1 hour) facade corrected (maximum hour during normal opening hours).

AND

N/A

AO9.2 Patient care areas exposed to noise from a

busway or light rail meet the following internal noise criteria#:


Note: Areas exposed to noise from a busway or light rail are measured in accordance with AS1055.1–1997 Acoustics – Description and measurement of environmental noise.

N/A

Noise barriers or earth mounds

PO10 Noise barriers or earth mounds

erected to mitigate noise from transport operations and infrastructure are designed, sited and constructed to:

(1) maintain safe operation and maintenance of state transport infrastructure

(2) minimise impacts on surrounding

AO10.1 Where adjacent to a state-controlled road or type

1 multi-modal corridor, noise barriers and earth mounds are designed, sited and constructed in accordance with Chapter 7 Integrated Noise Barrier Design of the Transport Noise Management Code of Practice – Volume 1 Road Traffic Noise, Department of Transport and Main Roads, 2013.

OR

N/A



properties

(3) complement the surrounding local environment

(4) maintain fauna movement corridors where appropriate

AO10.2 Where adjacent to a railway or type 2 multi-modal

corridor, noise barriers and earth mounds are designed, sited and constructed in accordance with the Civil Engineering Technical Requirement — CIVIL-SR-014 Design of noise barriers adjacent to railways, Queensland Rail, 2011.

OR

N/A

AO10.3 No acceptable outcome is prescribed for noise

barriers and earth mounds adjacent to a busway or light rail.

N/A

Vibration

PO11 Development mitigates adverse

impacts on the development from vibration generated by transport operations and infrastructure.

No acceptable outcome is prescribed. N/A

Table 1.1.2: Reconfiguring a lot


Future anticipated accommodation activity near a state controlled road or type 1 multi-modal corridor

PO1 Development involving land where a

future anticipated accommodation activity is made exempt or self-assessable development under a local planning instrument is to achieve acceptable noise levels for residents and visitors by mitigating adverse impacts on the development site from noise generated by a state-controlled road or a type 1 multi-modal corridor.

AO1.1 Land for a future anticipated accommodation

activity exposed to noise from a state-controlled road or type 1 multi-modal corridor meets the following external noise criteria at the building envelope or if the building envelope is unknown, the deemed-to-comply setback distance for buildings stipulated by the local planning instrument or relevant building regulations#: (1) ≤57 dB(A) L10 (18 hour) free field (measured L90 (18

hour) free field between 6 am and 12 midnight ≤45 dB(A))

(2) ≤60 dB(A) L10 (18 hour) free field (measured L90 (18 hour) free field between 6 am and 12 midnight >45 dB(A)).

N/A

Future anticipated accommodation activity near a railway with more than 15 passing trains per day or a type 2 multi-modal corridor


future anticipated accommodation activity is made exempt or self-assessable


activity exposed to noise from a railway with more than 15 passing trains per day or a type 2 multi-modal corridor

N/A



development under a local planning instrument is to achieve acceptable noise levels for residents and visitors by mitigating adverse impacts on the development site from noise generated by a railway with more than 15 passing trains per day or a type 2 multi-modal corridor.

meets the following external noise criteria at the building envelope or if the building envelope is unknown, the deemed-to-comply setback distance for buildings stipulated by the local planning instrument or relevant building regulations#:

(1) ≤62 dB(A) Leq (24 hour) free field


Future anticipated accommodation activity near a busway or light rail


future anticipated accommodation activity is made exempt or self-assessable development under a local planning instrument is to achieve acceptable noise levels by mitigating adverse impacts on the development site from noise generated by a busway or light rail.


activity exposed to noise from a busway or light rail meets the following external noise criteria at the building envelope or if the building envelope is unknown, the deemed-to-comply setback distance for buildings stipulated by the local government planning instrument or building regulations#:

(1) ≤52 dB(A) Leq (1 hour) free field (maximum hour between 6 am and 10 pm)

(2) ≤47 dB(A) Leq (1 hour) free field (maximum hour between 10 pm and 6 am)

(3) ≤66 dB(A) Lmax free field.

N/A

Noise barriers or earth mounds

PO4 Noise barriers or earth mounds

erected to mitigate noise from transport operations and infrastructure are designed, sited and constructed to:

(1) maintain safe operation and maintenance of state transport infrastructure

(2) minimise impacts on surrounding properties

(3) complement the surrounding local environment

(4) maintain fauna movement corridors where appropriate.

AO4.1 Where adjacent to a state-controlled road or a type

1 multi-modal corridor, noise barriers and earth mounds are designed, sited and constructed in accordance with Chapter 7 Integrated Noise Barrier Design of the Transport Noise Management Code of Practice – Volume 1 Road Traffic Noise, Department of Transport and Main Roads, 2013.

OR

N/A

AO4.2 Where adjacent to a railway or a type 2 multi-

modal corridor, noise barriers and earth mounds are designed, sited and constructed in accordance with the Civil Engineering Technical Requirement — CIVIL-SR-014 Design of noise barriers adjacent to railways, Queensland Rail, 2011.

OR

N/A



AO4.3 No acceptable outcome is prescribed for noise

barriers and earth mounds adjacent to a busway or light rail.

N/A

State development assessment provisions Module 1 — Community amenity 1.2 Managing air and lighting impacts from transport corridors state code 6 July 2015 V1.6 Page 1 of 2

1.2 Managing air and lighting impacts from transport corridors state code

Table 1.2.1: Building work, material change of use and reconfiguring a lot


Air quality

PO1 Development involving sensitive

development achieves acceptable levels of air quality for occupiers or users of the development by mitigating adverse impacts on the development from air emissions generated by state transport infrastructure.


area of an accommodation activity meets the air quality objectives in the Environmental Protection (Air) Policy 2008 for the following indicators: (1) carbon monoxide

(2) nitrogen dioxide

(3) sulphur dioxide

(4) photochemical oxidants

(5) respirable particulate matter (PM10)

(6) fine particulate matter (PM2.5)

(7) lead

(8) toluene

(9) formaldehyde

(10) xylenes.

AND

N/A

AO1.2 Every outdoor education area and passive

recreation area of an educational establishment, childcare centre and hospital meet the air quality objectives in the Environmental Protection (Air) Policy 2008 for the following indicators: (1) carbon monoxide

(2) nitrogen dioxide

(3) sulphur dioxide

(4) photochemical oxidants

(5) respirable particulate matter (PM10)

(6) fine particulate matter (PM2.5)

(7) lead

(8) toluene

(9) formaldehyde

(10) xylenes.

N/A

Lighting impacts


accommodation activity or hospital

AO2.1 Buildings for an accommodation activity or hospital

are designed, sited and constructed to incorporate

N/A


State development assessment provisions Module 1 — Community amenity 1.2 Managing air and lighting impacts from transport corridors state code 6 July 2015 V1.6 Page 2 of 2


achieves acceptable levels of amenity for residents and patients by mitigating lighting impacts from state transport infrastructure.

treatments to attenuate ingress of artificial lighting from state transport infrastructure during the hours of 10 pm – 6 am.

State development assessment provisions Module 18 — State transport infrastructure protection 18.1 Filling, excavation and structures state code 6 July 2015 V1.6 Page 1 of 8

18.1 Filling, excavation and structures state code

Table 18.1.1: All development


All development

PO1 Buildings, services, structures and

utilities do not adversely impact on the safety or operation of:

(1) state transport corridors

(2) future state transport corridors

(3) state transport infrastructure

Editor’s note: For a railway, Section 2.3 – Structures, setbacks, utilities and maintenance of the Guide for Development in a Transport Environment: Rail, Department of Transport and Main Roads, 2015, provides guidance on how to comply with this performance outcome.

AO1.1 Buildings, structures, services and utilities are not

located in a railway, future railway land or public passenger transport corridor.

AND

N/A

AO1.2 Buildings and structures are set back horizontally a

minimum of three metres from overhead line equipment.

AND

N/A

AO1.3 Construction activities do not encroach into a

railway or public passenger transport corridor.

AND

N/A

AO1.4 The lowest part of development in or over a railway

or future railway land is to be a minimum of:

(1) 7.9 metres above the railway track where the proposed development extends along the railway for a distance of less than 40 metres, or

(2) 9.0 metres above the railway track where the development extends along the railway for a distance of between 40 and 80 metres.

AND

N/A

AO1.5 Existing authorised access points and access

routes to state transport corridors for maintenance and emergency works are maintained, allowing for uninterrupted access at all times.

AND

N/A

AO1.6 Pipe work, services and utilities can be maintained

without requiring access to the state transport corridor.

AND

N/A


Response column key: Achieved P/S Performance solution N/A Not applicable Response column key: Achieved P/S Performance solution N/A Not applicable Response column key: Achieved P/S Performance solution N/A Not applicable Response column key: Achieved P/S Performance solution N/A Not applicable Response column key: Achieved P/S Performance solution N/A Not applicable Response column key: Achieved P/S Performance solution N/A Not applicable Response column key: Achieved P/S Performance solution N/A Not applicable Response column key: Achieved P/S Performance solution N/A Not applicable



AO1.7 Pipe work, services and utilities are not attached to

rail transport infrastructure:

(1) are not attached to rail transport infrastructure or

other rail infrastructure, and

(2) do not penetrate through the side of any proposed

building element or structure where built to boundary

in, over or abutting a railway.

AND

N/A

AO1.8 Buildings and structures are set back a minimum

of three metres from a railway bridge.

AND

N/A

AO1.9 Development below or abutting a railway bridge is

to be clear of permanent structures or any other activity that may impede emergency access or works and maintenance of rail transport infrastructure. Editor’s note: Temporary activities below or abutting a railway bridge could include, for example, car parking or outdoor storage.

N/A

AO1.10 Development above a railway is designed to

facilitate ventilation as follows:

(1) for development extending above a railway for a distance of less than 80 metres, gaps are provided to ensure natural ventilation, or

(2) for development extending above a railway for a distance of more than 80 metres, ventilation shafts are provided.

Editor’s note: For development extending above a railway for a distance of more than 80 metres, it is recommended that modelling of smoke dispersion should be undertaken by a RPEQ to predict the spread of combustion products and inform the ventilation design. Section 5.1 – Development over a railway of the Guide to Development in a Transport Environment: Rail, Department of Transport and Main Roads, 2015, provides guidance on how to comply with this acceptable outcome.

N/A

PO2 Development prevents unauthorised

access to:

(1) state transport corridors,

AO2.1 Fencing is provided along the property boundary

with the railway. Editor’s note: Where fencing is provided it is to be in accordance with the railway manager’s standards.

N/A



(2) future state transport corridors,

(3) state transport infrastructure,

by people, vehicles and projectiles.

Editor’s note: For a railway, Section 2.4 – Preventing unauthorised access of the Guide to Development in a Transport Environment: Rail, Department of Transport and Main Roads, 2015, provides guidance on how to comply with this performance outcome.

AND

AO2.2 Accommodation activities with a publicly

accessible area located within 10 metres from the boundary of a railway or 20 metres from the centreline of the nearest railway track (whichever is the shorter distance), include throw protection screens for the publicly accessible area as follows:

(1) openings of no greater than 25 mm x 25 mm

(2) height of 2.4 metres vertically above the highest toe hold if see-through, or 2 metres if non see-through.

Editor’s note: Expanded metal is considered see-through.

AND

N/A

AO2.3 Development in or over a railway or future railway

land includes throw protection screens.

Editor’s note: Throw protection screens in a railway or future railway land designed in accordance with the relevant provisions of the Civil Engineering Technical Requirement CIVIL-SR-005 Design of buildings over or near railways, Queensland Rail, 2011, and the Civil Engineering Technical Requirement CIVIL-SR-008 Protection screens, Queensland Rail, 2011, comply with this acceptable outcome.

AND

N/A

AO2.4 Built to boundary walls and solid fences abutting a

railway are protected by an anti-graffiti coating.

Editor’s note: The Anti-Graffiti Protection Specification MRTS83, Department of Transport and Main Roads, 2009, provides guidance on how to comply with this acceptable outcome.

AND

N/A

AO2.5 Road barriers are installed along any proposed

roads abutting a railway.

Editor’s note: Road barriers designed in accordance with Queensland Rail Civil Engineering Technical Requirement CIVIL-SR-007 Design and selection criteria for road/rail interface barriers comply with this acceptable outcome.

AND

N/A



AO2.6 Proposed vehicle manoeuvring areas, driveways,

loading areas or carparks abutting a railway include rail interface barriers.

Editor’s note: A Registered Professional Engineer of Queensland (RPEQ) certified barrier design complies with this acceptable outcome.

N/A

PO3 Buildings and structures in, over or

below a railway or future railway land are able to sustain impacts to their structural integrity in the event of an impact from a derailed train.

AO3.1 Buildings and structures, including piers or

supporting elements, located in, over or below a railway or future railway land are designed and constructed in accordance with AS5100 Bridge design, AS 1170 Structural design actions and Civil Engineering Technical Requirement CIVIL-SR-012 Collision protection of supporting elements adjacent to railways, Queensland Rail, 2011.

N/A

PO4 Buildings and structures in, over, below or within 50 metres of a state-controlled transport tunnel or a future state-controlled transport tunnel have no adverse impact on the structural integrity of the state-controlled transport tunnel.

Editor’s note: For a railway, Section 2.5 – Tunnels of the Guide to Development in a Transport Environment: Rail, Department of Transport and Main Roads, 2015, provides guidance on how to comply with this performance outcome.

AO4.1 Development in, over, below or within 50 metres of

a state-controlled transport tunnel or future state-controlled transport tunnel ensures that the tunnel is:

(1) not vertically overloaded or affected by the addition or removal of lateral loading

(2) not adversely affected as a result of directly or indirectly disturbing groundwater or soil.

Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended that a Registered Professional Engineer of Queensland (RPEQ) certified geotechnical investigation, earthworks drawings and supporting technical details, and structural engineering drawings and supporting technical details be prepared and submitted with the application.

N/A

PO5 Development involving dangerous

goods adjacent to a railway or future railway land does not adversely impact on the safety of a railway.

Editor’s note: Section 2.6 – Dangerous goods and fire safety of the Guide to Development in a Transport Environment: Rail, Department of Transport and Main Roads, 2015, provides guidance on how to comply with this performance outcome.

AO5.1 Development involving dangerous goods, other

than hazardous chemicals below the threshold quantities listed in table 5.2 of the State Planning Policy guideline: State interest – emissions and hazardous activities, Guidance on development involving hazardous chemicals, Department of State Development, Infrastructure and Planning, 2013, ensures that impacts on a railway from a fire, explosion, spill, gas emission or dangerous goods incident can be appropriately mitigated.

Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended that a risk assessment be undertaken in accordance with Attachment 1: Risk assessment guide of the Guide to Development in a Transport Environment:

N/A



Rail, Department of Transport and Main Roads, 2015.

PO6 Any part of the development located

within 25 metres of a state-controlled road or future state-controlled road minimises the potential to distract drivers and cause a safety hazard.

AO6.1 Advertising devices proposed to be located within

25 metres of a state-controlled road or future state-controlled road are designed to meet the relevant standards for advertising outside the boundaries of, but visible from, a state-controlled road, outlined within the Roadside advertising guide, Department of Transport and Main Roads, 2013.

Proposed site identification signage complies with requirements.

PO7 Filling, excavation and construction does not adversely impact on or compromise the safety or operation of:

(1) state transport corridors,

(2) future state transport corridors,

(3) state transport infrastructure.

Editor’s note: For a railway, Section 2.7 – Filling, excavation and ground disturbance of the Guide to Development in a Transport Environment: Rail, Department of Transport and Main Roads, 2015, provides guidance on how to comply with this performance outcome.

AO7.1 Filling and excavation does not undermine, cause

subsidence of, or groundwater seepage onto a state transport corridor or future state transport corridor.

Editor’s note: To demonstrate compliance with this acceptable outcome for a state-controlled road, it is recommended that a filling and excavation report assessing the proposed filling and excavation be prepared in accordance with the requirements of the Road planning and design manual, Department of Transport and Main Roads, 2013.

Editor’s note: To demonstrate compliance with this acceptable outcome for a state transport corridor, excluding a state-controlled road, it is recommended that the following be submitted with the application:

(1) a RPEQ certified geotechnical investigation

(2) RPEQ certified earthworks drawings and supporting

technical details

(3) RPEQ certified structural engineering drawings and

supporting technical details.

Editor’s note: If a development involves filling and excavation within a state-controlled road, an approval issued by the Department of Transport and Main Roads under section 33 of the Transport Infrastructure Act 1994 may be required.

AND

N/A

AO7.2 Development involving excavation, boring, piling or

blasting does not result in vibration impacts during construction or blasting which would compromise the safety and operational integrity of a state transport corridor.

Editor’s note: To demonstrate compliance with this acceptable outcome it is recommended that an RPEQ certified geotechnical report be prepared and submitted with the application.

AND

N/A



AO7.3 Development does not store fill, spoil or any other

material in a railway.

N/A

PO8 Filling and excavation does not

interfere with or impact on existing or future planned services or public utilities on a state-controlled road.

AO8.1 Any alternative service and public utility alignment

must satisfy the standards and design specifications of the service or public utility provider, and any costs of relocation are borne by the developer.

Editor’s note: An approval issued by the Department of Transport and Main Roads under section 33 of the Transport Infrastructure Act 1994 may be required.

N/A

PO9 Retaining or reinforced soil

structures required to contain fill and excavation:

(1) do not encroach on a state transport corridor,

(2) are capable of being constructed and maintained without adversely impacting a state transport corridor,

(3) do not adversely impact on a state transport corridor through the addition or removal of lateral loads or surcharge loads,

(4) are constructed of durable materials which maximise the life of the structure.

Editor’s note: For a railway, Section 2.7 – Filling, excavation and ground disturbance of the Guide to Development in a Transport Environment: Rail, Department of Transport and Main Roads, 2015, provides guidance on how to comply with this performance outcome.

AO9.1 Retaining or reinforced soil structures (including

footings, rock anchors and soil nails) are not located in a state transport corridor or future state transport corridor.

AND

N/A

AO9.2 Retaining or reinforced soil structures in excess of

an overall height of one metre abutting a state transport corridor are to be designed and certified by a structural RPEQ.

Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended that the following be submitted with the application:

(1) a RPEQ certified geotechnical investigation

(2) RPEQ certified earthworks drawings and supporting

technical details

(3) RPEQ certified structural engineering drawings and

supporting technical details.

AND

N/A

AO9.3 Retaining or reinforced soil structures that are set

back less than 750 millimetres from a common boundary with a state-controlled road are certified by a structural RPEQ and designed to achieve a low maintenance external finish.

AND

N/A

AO9.4 Retaining or reinforced soil structures adjacent to a

state-controlled road, and in excess of an overall height of

N/A



two metres, incorporate design treatments (such as terracing or planting) to reduce the overall height impact.

AND

AO9.5 Construction materials of all retaining or reinforced

soil structures have a design life exceeding 40 years, and comply with the specifications approved by a RPEQ.

AND

N/A

AO9.6 Temporary structures and batters do not encroach

into a railway.

AND

N/A

AO9.7 Surcharge loading from vehicles or the stockpiling

of materials or soil on retaining or reinforced soil structures adjacent to a state transport corridor or future state transport corridor meet the requirements of AS5100.2 Bridge design—Design loads or a minimum of 10 kPa (whichever is greater).

AND

N/A

AO9.8 Excavation or any other works do not remove the

lateral load of retaining structures associated with, or adjacent to, a state transport corridor.

Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended that a RPEQ certified geotechnical and structural assessment be prepared and submitted with the application.

N/A

PO10 Filling and excavation does not

cause siltation and erosion run-off from the property, or wind blown dust nuisance onto a state-controlled road.

AO10.1 Compaction of fill is carried out in accordance with the requirements of AS 1289.0 2000 – Methods of testing soils for engineering purposes.

N/A

PO11 Where the quantity of fill or

excavated spoil material being imported or exported for a development exceeds 10 000 tonnes, and haulage will be on a state-controlled road, any impact on the infrastructure is identified and mitigation measures implemented.

AO11.1 The impacts on the state-controlled road network

are identified, and measures are implemented to avoid, reduce or compensate the effects on the asset life of the state-controlled road.

Editor’s note: It is recommended that a pavement impact assessment report be prepared to address this acceptable outcome. Guidance for preparing a pavement impact assessment is set out in Guidelines for assessment of road impacts of

N/A



development (GARID), Department of Transport and Main Roads, 2006.

PO12 Filling and excavation associated

with providing a driveway crossover to a state-controlled road does not compromise the operation or capacity of existing drainage infrastructure.

AO12.1 Filling and excavation associated with the design

of driveway crossovers complies with the relevant Institute of Public Works Engineering Australia Queensland (IPWEAQ) standards.

Editor’s note: The construction of any crossover requires the applicant to obtain a permit to work in the state-controlled road corridor under section 33 of the Transport Infrastructure Act 1994 and a section 62 approval under the Transport Infrastructure Act 1994 for the siting of the access and associated works.

N/A

PO13 Fill material does not cause

contamination from the development site onto a state-controlled road.

AO13.1 Fill material is free of contaminants including acid sulphate content, and achieves compliance with AS 1289.0 – Methods of testing soils for engineering purposes and AS 4133.0-2005 – Methods of testing rocks for engineering purposes.

N/A

PO14 Vibration generated through fill

compaction does not result in damage or nuisance to a state-controlled road.

AO14.1 Fill compaction does not result in any vibrations beyond the site boundary, and is in accordance with AS 2436–2010 – Guide to noise and vibration control on construction, demolition and maintenance sites.

N/A

State development assessment provisions Module 18 — State transport infrastructure protection 18.2 Stormwater and drainage impacts on state transport infrastructure state code 6 July 2015 V1.6 Page 1 of 3

18.2 Stormwater and drainage impacts on state transport infrastructure state code



Stormwater and drainage management

PO1 Stormwater management for the

development must ensure there is no worsening of, and no actionable nuisance in relation to peak discharges, flood levels, frequency or duration of flooding, flow velocities, water quality, ponding, sedimentation and scour effects on an existing or future state transport corridor for all flood and stormwater events that exist prior to development, and up to a 1 per cent annual exceedance probability.

AO1.1 The development does not result in stormwater or

drainage impacts or actionable nuisance within an existing or future state transport corridor.

Editor’s note: It is recommended that basic stormwater information is to be prepared to demonstrate compliance with AO1.1.

OR


AO1.2 A stormwater management statement certified by

an RPEQ demonstrates that the development will achieve a no worsening impact or actionable nuisance on an existing or future state transport corridor.

OR


AO1.3 A stormwater management plan certified by an

RPEQ demonstrates that the development will achieve a no worsening impact or actionable nuisance on an existing future state transport corridor.

OR

N/A

AO1.4 For development on premises within 25 metres of

a railway, a stormwater management plan certified by an RPEQ demonstrates that: (1) the development will achieve a no worsening impact

or actionable nuisance on the railway

(2) the development does not cause stormwater, roofwater, ponding, floodwater or any other drainage to be directed to, increased or concentrated on the railway

(3) the development does not impede any drainage, stormwater or floodwater flows from the railway

(4) stormwater or floodwater flows have been designed to:

(a) maintain the structural integrity of the light rail transport infrastructure

N/A




(b) avoid scour or deposition (5) additional railway formation drainage necessitated by

the development is located within the premises where the development is carried out

(6) retaining structures for excavations abutting the railway corridor provide for drainage.

Lawful point of discharge

PO2 Stormwater run-off and drainage are

directed to a lawful point of discharge to avoid adverse impacts on a future or existing state transport corridor.

AO2.1 Where stormwater run-off is discharged to a state

transport corridor, the discharge is to a lawful point of discharge in accordance with section 1.4.3 of the Road drainage manual, Department of Transport and Main Roads, 2010 and section 3.02 of Queensland urban drainage manual, Department of Energy and Water Supply, 2013.

OR


AO2.2 For development on premises within 25 metres of

a railway, approval from the relevant railway manager for the railway, as defined in the Transport Infrastructure Act 1994, schedule 6 has been gained to verify the lawful point of discharge for stormwater onto the railway.

AND

N/A

AO2.3 Development does not cause a net increase in or

concentration of stormwater or floodwater flows discharging onto the state transport corridor during construction or thereafter.

AND


AO2.4 Development does not create any additional points

of discharge or changes to the condition of an existing lawful point of discharge to the state transport corridor.


Sediment and erosion management

PO3 Run-off from upstream development

is managed to ensure that sedimentation and erosion do not cause siltation of stormwater infrastructure in the state transport corridor.

AO3.1 Development with a moderate to high risk of

erosion incorporates erosion and sediment control measures.

Editor’s note: For a state-controlled road where a development has a moderate to high risk of erosion as per section 13.5 of the Road drainage manual, Department of Transport and Main Roads, 2010, an erosion and sedimentation control plan should




be provided to support a stormwater management plan.

State development assessment provisions Module 19 — State transport network functionality 19.1 Access to state-controlled roads state code 6 July 2015 V1.6 Page 1 of 4

19.1 Access to state-controlled roads state code



Location of the direct vehicular access to the state-controlled road

PO1 Any road access location to the

state-controlled road from adjacent land does not compromise the safety and efficiency of the state-controlled road.

AO1.1 Any road access location to the state-controlled

road complies with a decision under section 62 of the TIA.

OR

N/A

AO1.2 Development does not propose a new or

temporary road access location, or a change to the use or operation of an existing permitted road access location to a state-controlled road.

OR

The proposed development retains the existing road access arrangements.

AO1.3 Any proposed road access location for the

development is provided from a lower order road where an alternative to the state-controlled road exists.

OR all of the following acceptable outcomes apply

N/A

AO1.4 Any new or temporary road access location, or a

change to the use or operation of an existing permitted road access location, demonstrates that the development:

(1) does not exceed the acceptable level of service of a state-controlled road

(2) meets the sight distance requirements outlined in Volume 3, parts 3, 4, 4A, 4B and 4C of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013

(3) does not exceed the acceptable operation of an intersection with a state-controlled road, including the degree of saturation, delay, queuing lengths and intersection layout

(4) is not located within and/or adjacent to an existing or planned intersection in accordance with Volume 3, parts 4, 4A, 4B and 4C of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013

(5) does not conflict with another property’s road access location and operation.

N/A




Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended a traffic impact assessment be developed in accordance with Chapters 1, 4, 6, 7, 8 and 9 of the Guidelines for assessment of road impacts of development (GARID), Department of Main Roads, 2006, and the requirements of Volume 3, parts 4, 4A, 4B and 4C of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013, SIDRA analysis or traffic modelling.

AND

AO1.5 Development does not propose a new road access

location to a limited access road.

Editor’s note: Limited access roads are declared by the chief executive under section 54 of the TIA. Details can be accessed by contacting the appropriate DTMR regional office.

N/A

Number of road accesses to the state-controlled road

PO2 The number of road accesses to the

state-controlled road maintains the safety and efficiency of the state-controlled road.

AO2.1 Development does not increase the number of

road accesses to the state-controlled road.

AND

AO2.2 Where multiple road accesses to the premises

exist, access is rationalised to reduce the overall number of road accesses to the state-controlled road.

AND

P/S The existing dual accesses are to be retained to facilitate the site’s use as a service station.

AO2.3 Shared or combined road accesses are provided

for adjoining land having similar uses to rationalise the overall number of direct accesses to the state-controlled road.

Editor’s note: Shared road accesses may require easements to provide a legal point of access for adjacent lots. If this is required, then the applicant must register reciprocal access easements on the titles of any lots for the shared access.

N/A

Design vehicle and traffic volume

PO3 The design of any road access

maintains the safety and efficiency of the state-controlled road.

AO3.1 Any road access meets the minimum standards

associated with the design vehicle.

Editor’s note: The design vehicle to be considered is the same as the design vehicle set under the relevant local government



planning scheme.

AND

AO3.2 Any road access is designed to accommodate the

forecast volume of vehicle movements in the peak periods of operation or conducting the proposed use of the premises.

AND

AO3.3 Any road access is designed to accommodate 10

year traffic growth past completion of the final stage of development in accordance with GARID.

AND

N/A

AO3.4 Any road access in an urban location is designed

in accordance with the relevant local government standards or IPWEAQ R-050, R-051, R-052 and R-053 drawings.

AND

N/A

AO3.5 Any road access not in an urban location is

designed in accordance with Volume 3, parts 3, 4 and 4A of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013.

N/A

Internal and external manoeuvring associated with direct vehicular access to the state-controlled road

PO4 Turning movements for vehicles

entering and exiting the premises via the road access maintain the safety and efficiency of the state-controlled road.

AO4.1 The road access provides for left in and left out

turning movements only.

AND

N/A No changes to access arrangements proposed

AO4.2 Internal manoeuvring areas on the premises are

designed so the design vehicle can enter and leave the premises in a forward gear at all times.

Editor’s note: The design vehicle to be considered is the same as the design vehicle set under the relevant local government planning scheme.

PO5 On-site circulation is suitably

designed to accommodate the design vehicle associated with the proposed land use, in order to ensure that there is no impact on the safety and efficiency of the state-controlled road.

AO5.1 Provision of on-site vehicular manoeuvring space

is provided to ensure the flow of traffic on the state-controlled road is not compromised by an overflow of traffic queuing to access the site in accordance with AS2890 – Parking facilities.

AND



AO5.2 Mitigation measures are provided to ensure that

the flow of traffic on the state-controlled road is not disturbed by traffic queuing to access the site.

N/A

Vehicular access to local roads within 100 metres of an intersection with a state-controlled road

PO6 Development having road access to

a local road within 100 metres of an intersection with a state-controlled road maintains the safety and efficiency of the state-controlled road.

AO6.1 The road access location to the local road is

located as far as possible from where the road intersects with the state-controlled road and accommodates existing operations and planned upgrades to the intersection or state-controlled road.

AND

N/A

AO6.2 The road access to the local road network is in accordance with Volume 3, parts 3, 4 and 4A of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013, and is based on the volume of traffic and speed design of both the local road and intersecting state-controlled road for a period of 10 years past completion of the final stage of development.

AND

N/A

AO6.3 Vehicular access to the local road and internal

vehicle circulation is designed to remove or minimise the potential for vehicles entering the site to queue in the intersection with the state-controlled road or along the state-controlled road itself.

N/A

State development assessment provisions Module 19 — State transport network functionality 19.2 Transport infrastructure and network design state code 6 July 2015 V1.6 Page 1 of 3

19.2 Transport infrastructure and network design state code



All state transport infrastructure – except state-controlled roads

PO1 Development does not compromise

the safe and efficient management or operation of state transport infrastructure or transport networks.

Editor’s note: To demonstrate compliance with this performance outcome, it is recommended that a traffic impact assessment be prepared. A traffic impact assessment should identify any upgrade works required to mitigate impacts on the safety and operational integrity of the state transport corridor.

No acceptable outcome is prescribed. No changes to site access arrangements are proposed. The proposal is principally to enhance traffic movements within the site by relocating existing diesel pumps from the site frontage to an under-canopy location to the western side of the site. As such no intensification of the use is proposed. The upgrading of on-site facilities will promote longer site visits but not significantly increase traffic generation to the site.


planned upgrades to state transport infrastructure or the development of future state transport infrastructure in future state transport corridors.

Editor’s note: Written advice from DTMR advising that there are no planned upgrades of state transport infrastructure or future state transport corridors that will be compromised by the development will assist in addressing this performance outcome.

AO2.1 The layout and design of the proposed

development accommodates planned upgrades to state transport infrastructure.

AND

N/A DTMR advice of 16 February 2015 indicated that there were no road proposals affecting the site.

AO2.2 The layout and design of the development

accommodates the delivery of state transport infrastructure in future state transport corridors.

Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended that a traffic impact assessment be prepared.

N/A

PO3 Development does not adversely

impact on the safety of a railway crossing.

AO3.1 Development does not require a new railway

crossing.

OR

N/A

AO3.2 A new railway crossing is grade separated.

OR

N/A

AO3.3 Impacts to level crossing safety are mitigated.

Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended that a traffic impact assessment be prepared. An impact on a level crossing may require an Australian Level Crossing Assessment Model (ALCAM) assessment to be undertaken. Section 2.2 – Railway crossing

N/A




safety of the Guide to Development in a Transport Environment: Rail, Department of Transport and Main Roads, 2015, provides guidance on how to comply with this acceptable outcome.

AND

AO3.4 Upgrades to a level crossing are designed and constructed in accordance with AS1742.7 – Manual of uniform traffic control devices, Part 7: Railway crossings and applicable rail manager standard drawings.

AND

N/A

AO3.5 Access points achieve sufficient clearance from a level crossing in accordance with AS1742.7 – Manual of uniform traffic control devices, Part 7: Railway crossings

by providing a minimum clearance of 5 metres from the edge running rail (outer rail) plus the length of the largest vehicle anticipated on-site.

AND

N/A

AO3.6 On-site vehicle circulation is designed to give

priority to entering vehicles at all times.

N/A

State-controlled roads


the safe and efficient management or operation of state-controlled roads.

Editor’s note: A traffic impact assessment will assist in addressing this performance outcome.

No acceptable outcome is prescribed.


planned upgrades of the state-controlled road network or delivery of future state-controlled roads.

Editor’s note: Written advice from DTMR that there are no planned upgrades of state-controlled roads or future state-controlled roads which will be compromised by the development will assist in addressing this performance outcome.


accommodates planned upgrades of the state-controlled road

AND

Refer above


accommodates the delivery of future state-controlled roads.

Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended that a traffic impact assessment be

N/A



prepared.

PO6 Upgrade works on, or associated

with, the state-controlled road network are undertaken in accordance with applicable standards.

AO6.1 Upgrade works for the development are consistent

with the requirements of the Road planning and design manual, 2

nd edition, Department of Transport and Main

Roads, 2013.

AND

N/A

AO6.2 The design and staging of upgrade works on or

associated with the state-controlled road network are consistent with planned upgrades.

N/A

PO7 Development does not impose

traffic loadings on the state-controlled road network which could be accommodated on the local road network.

AO7.1 New lower order roads do not connect directly to a

state-controlled road.

AND

N/A

AO7.2 The layout and design of the development directs

traffic generated by the development to use lower order roads.

N/A

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