2017 11 02 - Planning Proposal - Scone - 61-79 Aberdeen Street · 2020. 6. 5. · (b) take away food and drink premises, (c) service stations and facilities for emergency vehicle

W:\!! PROJECT FILES !!\ACTIVE PROJECTS\SCONE ‐ 61‐79 ABERDEEN ST\02 Town Planning\Planning Proposal\2017_11_02 ‐ Planning Proposal ‐ Scone ‐ 61‐79 Aberdeen Street.docx

PLANNING PROPOSAL

To rezone land to enable a Highway Service Centre and Motel

61 ‐ 79 ABERDEEN STREET, SCONE

Prepared By: Lin Armstrong Date: May 2018

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TABLE OF CONTENTS

1.0 INTRODUCTION3

2.0 THE SITE ............................................................................................................... 4

2.1 SITE LOCATION AND PHYSICAL DESCRIPTION 4

2.2 REAL PROPERTY DESCRIPTION 5

3.0 FUTURE DEVELOPMENT ...................................................................................... 5

3.1 DESCRIPTION OF THE PROPOSED DEVELOPMENT 5

4.0 THE PLANNING PROPOSAL .................................................................................. 8

5.0 CONCLUSION ..................................................................................................... 21

APPENDIX 1 ‐ Proposed Development Plans .................................................................. 22

APPENDIX 2 ‐ Concept Stormwater Management Strategy and Engineering Design Plans ............................................................................................. 23

APPENDIX 3 ‐ Economic Impact Assessment ................................................................. 24

APPENDIX 4 ‐ Multi Level Risk Assessment .................................................................... 25

APPENDIX 5 – Acoustic Impact Assessment .................................................................... 26

APPENDIX 6 ‐ Proposed Landscape Treatment .............................................................. 27

APPENDIX 7 ‐ Traffic Impact Assessment ....................................................................... 28

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1.0 INTRODUCTION

This report has been prepared by Stevens Group in support of an application to rezone land at 61‐79 Aberdeen Street, Scone. The land is currently zoned RU4 Primary Production Small Lots. The rezoning will enable a Highway Service Centre and Motel to be established on the subject land. The site is zoned for rural purposes and other compatible land uses. Upper Hunter Shire Council has indicated a preference for enabling provisions to facilitate the development which is essentially a Highway Service Centre and Motel. The Roads and Maritime Service (RMS) have recently appointed contractors to start work on the Scone Bypass. A key consideration in the design of the by‐pass has been the location of the proposed interchange on the north western end of St Aubins Street and the potential for a Highway Service Centre within the vicinity of the bypass on/off ramp. This report has been prepared in accordance with the NSW Department of Planning’s “Guide to Preparing Planning Proposals”. It is considered having regard to the assessment undertaken that the site is suitably located for the types of development proposed. The site is also physically and environmentally capable of supporting the development. Council is therefore requested to consider enabling the proposed uses on Lots 243 and 244 in DP 613258 and Lot 23 in DP 562600, 61‐79 Aberdeen Street, Scone. The proposed site for the development is shown on the Site Location Plan at Page 5. This report describes the proposed rezoning and makes an assessment of the relevant matters for consideration. In this regard, the suitability of the site in terms of its location, physical attributes and environmental constraints is considered. Key areas of concern are the potential impact on flooding, noise generated by the future developments, the economic impact of the proposed Highway Service Centre and Motel along with the potential for traffic impacts. The Highway Service Centre also requires assessment under State Environmental Planning Policy 33 – Hazardous and Offensive Development. These matters are discussed in detail within the proposal. The Planning Proposal should be read in conjunction with the following plans and documentation.

Site Location Plan at Page 5;

Proposed Development Plans attached at Appendix 1.

Concept Stormwater Management Strategy and Engineering Design Plans prepared by Northrop attached at Appendix 2.

Economic Impact Assessment by Hill PDA attached at Appendix 3.

Multi Level Risk Assessment prepared by Myros Design Pty Limited attached at Appendix 4.

Acoustic Impact Assessment by Reverb Acoustics attached at Appendix 5.

Proposed Landscape Treatment of the site by Site Image attached at Appendix 6.

Traffic Impact Assessment attached at Appendix 7.

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2.0 THE SITE

This section of the report identifies the proposed site for the development and describes its physical and social setting, thus placing the rezoning and future development in context.

2.1 SITE LOCATION AND PHYSICAL DESCRIPTION

The site is located on the western side of Aberdeen Street and runs between St Aubins Street and Liverpool Street, Scone (See Site Location overleaf). The site is generally rectangular in shape with a frontage to Aberdeen Street of approximately 200m and 120m to both St Aubins Street and Liverpool Street. The site is comprised of three lots being Lot 244 in DP 613258 (79 Aberdeen Street) and Lot 243 in DP 613258 and Lot 23 in DP 562600 (61 Aberdeen Street), with a total area of approximately 2.43Ha. A residential dwelling with separate garage currently occupies the northern end of the site (Lot 244) and 2 residential dwellings and a separate garage occupy the southern end of the site (Lot 23). One of the dwellings on the southern end appears to have been previously used as a corner store. The middle section of the site is vacant land (Lot 243). Surrounding land uses include Tennis courts and sporting fields to the north east, a Rugby field to the north, residential development to the east and south, rural land (identified as the location for the New England Highway bypass of Scone) to the west and northwest. The watercourse directly to the west of the proposed service centre site is known as Parsons Gully, and has a catchment of approximately 2,462 Ha. Parsons Gully is a tributary of the much larger Kingdom Ponds watercourse, which has a catchment area of approximately 21,370 Ha. Kingdom Ponds is approximately 450 metres to the west of Parsons Gully in the location of the development site. The subject land is impacted by flooding. A detailed flood study has been undertaken by GHD to support the submission for the service centre. As the service centre development is intrinsically linked with the construction of the bypass, it was agreed at pre DA meetings that the pre‐developed scenario to be considered in the flood modelling was the site conditions as they are today (ie. pre‐bypass). The post developed scenario was to consider the impact to flood levels following the development of both the bypass as well as the service centre. The results of the flood study are outlined in the Concept Stormwater Management Strategy and Engineering Plans attached at Appendix 2.

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2.2 REAL PROPERTY DESCRIPTION

The Real Property Description for the land is Lots 233 and 244 in DP 613258, and Lot 23 in DP 562600, informally referred to as 61‐79 Aberdeen Street, Scone.

3.0 FUTURE DEVELOPMENT

This section of the report describes the proposed development in order to provide Council with sufficient information to assess the rezoning application. In this regard the site is currently zoned RU4 Primary Production Small Lots under the provisions of the Upper Hunter Local Environmental Plan 2013.

3.1 DESCRIPTION OF THE PROPOSED DEVELOPMENT

The proposed outcome of the planning proposal is to enable the establishment of a Highway Service Centre and Motel on the property under the provisions of the Upper Hunter Local Environmental Plan (UHLEP) 2013. The objectives of the RU4 Primary Production Small Lots zone that applies to the subject land are;

To enable sustainable primary industry and other compatible land uses.

To encourage and promote diversity and employment opportunities in relation to primary industry enterprises, particularly those that require smaller lots or that are more intensive in nature.

To minimise conflict between land uses within this zone and land uses within adjoining zones.

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Service Stations, Motels and Commercial development are currently prohibited uses within the RU4 Primary Production Small Lots under the provisions of the UHLEP 2013. This planning proposal seeks to permit these uses under the provisions of the UHLEP 2013 in recognition of the particular circumstances of the case. In this regard, the pending Scone bypass affords an opportunity for a Highway Service Centre and Motel to be established on the edge of town. The facility will allow jobs to be created and retained as well as services to be provided to the travelling public. The location of the proposed development encourages multi‐ purpose trips to the proposed and existing developments within the vicinity of the site. Walking and cycling to and from the proposed development will be possible from the surrounding residential and recreational areas, however, by nature Service Stations do not aim to target and or increase public transport patronage. A Highway Service Centre is defined within the UHLEP 2013 to mean: A highway service centre means a building or place used to provide refreshments and vehicle services to highway users. It may include any one or more of the following: (a) a restaurant or cafe, (b) take away food and drink premises, (c) service stations and facilities for emergency vehicle towing and repairs, (d) parking for vehicles, (e) rest areas and public amenities. A service station and two fast food restaurants are proposed to be enabled by this Planning Proposal. Hotel or Motel Accommodation is also proposed. In this regard, Hotel or Motel Accommodation is defined within the UHLEP 2013 to mean: A Hotel or Motel means a building or place (whether or not licensed premises under the Liquor Act 2007) that provides temporary or short‐term accommodation on a commercial basis and that: (a) comprises rooms or self‐contained suites, and (b) may provide meals to guests or the general public and facilities for the parking of

guests’ vehicles, but does not include backpackers’ accommodation, a boarding house, bed and breakfast accommodation or farm stay accommodation.

The proposed development plans are attached at Appendix 1 and are conceptual only. In summary, the development will include:

A three (3) storey, 37 room Hotel/Motel with 46 at grade car spaces.

A rest area with seven (7) car spaces and three (3) trailer/RV spaces.

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A service station comprising a 317.7m2 convenience store and 421.3m2 food premises (including indoor and outdoor areas), 6 double bowsers for standard vehicles and a diesel canopy to accommodate 3 B‐Doubles and 39 at grade car spaces.

A free‐standing restaurant/takeaway food premises comprising 560m2, with double

drive‐thru lanes and 67 car spaces.

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4.0 THE PLANNING PROPOSAL

This report has been prepared in accordance with the NSW Department of Planning’s “Guide to Preparing Planning Proposals”. PART 1 Objectives or Intended Outcomes of the proposed LEP: The objective of the proposal is to allow for the appropriate commercial development of the subject land, specifically to allow for:

a Highway Service Centre including a Service Station and two (2) Restaurant/Food and Drink premises to be established.

A 37 room Hotel/Motel, and

A rest area for seven (7) vehicles and three (3) trailers or RVs

Associated car parking, earthworks, landscaping and servicing.

PART 2 An explanation of the provisions that are to be included in the proposed LEP: This proposal seeks to rezone the RU4 Primary Production Small Lots zoned land to enable the establishment of a Highway Service Centre and Motel on the site inclusive of a rest area. PART 3 The Justification for the objectives, outcomes and provisions and the process for their implementation: Section A – Need For The Planning Proposal 1. Is the planning proposal a result of any strategic study or report? No. However, it is in response to the pending New England Highway bypass of Scone. The development aims to capture passing traffic from the highway bypass and bring valuable income and business into the town of Scone. It is essential that passing motorists are presented with the opportunity to stop and spend money and time within the town as they will no longer be travelling through the town centre once the by‐pass is established. In preparing this report a literature review has been undertaken in relation to various studies that have been conducted in respect of towns that have been bypassed. The review of literature pertaining to the bypassed towns of Goulburn, Yass and Gunning near the Hume Highway and Kempsey and Karuah in the vicinity of the Pacific Highway was undertaken.

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These studies have utilised a before and after methodology, comparing the pre‐bypass environment, predicted impacts and the realised impacts in the post bypass environment, albeit, over differing time periods. The conclusions that can be drawn from the studies undertaken of numerous sized towns, within a range of locations and within varying timeframes after the opening of the bypass are as follows:

The degree of dependence a town’s economy has on highway related trade is the most critical variable in understanding the potential impact a bypass will have on an economy.

Petrol, eateries, food and accommodation businesses are the businesses most directly affected in the post bypass environment.

Most medium and larger towns both locally and overseas will reach pre‐bypass through stopping traffic numbers within ten years of a bypass opening.

A growing population is a key positive indicator that negative impacts will be lesser.

Preparedness, initiatives and implementation of strategies by business owners and government bodies is a key to negating the potential economic impacts a bypass may have on a town’s economy. Such strategies include marketing and diversification strategies, CBD renewal plans and tourism initiatives.

Highway Service Centres are a key factor in ensuring through stopping traffic expenditure and highway generated trade are maintained. Highway Service Centres allow for job mobility within a bypass town and minimal net loss in employment opportunities.

Highway Service Centres need to be strategically located and offer equally accessible amenities for light and heavy vehicles to ensure maximum patronage.

Late trading or 24 hour trading hours ensure maximum through stopping traffic.

Other socio‐economic factors may have an affect in the post bypass environment which can exacerbate or improve the economic outcome for towns.

Highway quality, accessible amenities for both light, heavy and recreational vehicles will encourage through stopping traffic expenditure and overnight stays within a bypass town.

A CBD or main street renewal plan to improve the retail environment of a bypassed town is paramount to ensuring an increase in local expenditure and negating retail leakage to nearby centres.

Online business advertising and ordering facilities is beneficial for businesses within bypassed towns.

Strategic highway and gateway signage encourages through stopping traffic.

These findings have assisted in determining the proposed uses to be located on the bypass under the current Planning Proposal.

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An Economic Impact Assessment has been prepared in support of the application and is attached at Appendix 3.

2. Is the planning proposal the best means of achieving the objectives or intended

outcomes, or is there a better way? Yes. The subject land is strategically located for the uses proposed, within an area undergoing transition, due to the proposed construction of the Scone Bypass. The contract for construction of the bypass has been awarded. The bypass will improve traffic flow, travel times and safety for road uses. Access to and from the bypass is to be provided to the north and south of town and midway at St Aubins Street. According to the RMS the New England Highway South of Scone carries 8,400 vehicles per day, peaking in town at 14,000. Approximately 8,000 vehicles use the Kelly Street crossing every day including 1,200 heavy vehicles.

The bypass will remove a large number of heavy vehicles from the town centre which will result in improved traffic flow and amenity for local traffic.

Travel times for freight and long‐distance traffic will be improved as will

Safety for all road users.

The bypass will also provide an alternative route for road users wanting to travel across town unimpeded by rail operations. The town of Scone currently features four service stations, three of which are located on Kelly Street which is the main thoroughfare through town. Service stations typically rely on high exposure to passing trade and therefore the location of these existing service stations will be suboptimal on completion of the proposed bypass. A reduction in traffic along Kelly Street, brought about by the bypass, will undoubtably have some negative impact on these outlets. This is a fact borne out in the literature review of other towns bypassed. Cafes and restaurants within the Scone township will suffer similar impacts as a result of the bypass. The proposed rezoning to enable these uses at the interchange is the only mechanism available to ensure that those people seeking to refuel and stop for food and refreshments are able to do so at a convenient location. Evidence suggests that once a town is bypassed the travelling public will chose to either stop before or after those towns where facilities are most readily available, i.e. other highway service centres. The proposed motel is also appropriately located at the interchange and justification for the proposal is provided in the Economic Impact Assessment attached at Appendix 3. An enabling provision is considered most appropriate as it will facilitate only the specific uses considered desirable in this location. The site does not lend itself to broader commercial/retail users. Enabling only the specific uses sought will ensure that the viability of Scone Town Centre is not compromised and is in fact enhanced as a result.

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Section B ‐ Relationship to Strategic Planning Framework 1. Is the planning proposal consistent with the objectives and actions contained within the

applicable regional or sub‐regional strategy (including the Sydney Metropolitan Strategy and exhibited draft strategies)?

The applicable regional strategy for the subject land is the Hunter Regional Plan (2036). A primary objective of the strategy is to ensure that there is sufficient appropriately zoned land capable of accommodating development to meet the housing and employment needs of the growing community over the next 25 years. With regard to the Upper Hunter the plan seeks to leverage the regional advantages of the Upper Hunter to create a more diverse economy. The establishment of the by‐pass is in keeping with the desire for better connectivity to facilitate economic growth. The land this planning proposal seeks to rezone is located immediately adjacent to the proposed bypass. The enabling of the uses over the subject site will allow traffic on the bypass to access facilities aimed at the travelling public. Without ready access to food and petrol, the majority of travellers are likely to continue north and south without visiting Scone. As a result of reduced visitation, existing food and petrol facilities are likely to close or, at a minimum, reduce in numbers and staffing volumes. Inclusion of a tourist information centre within the service station will assist in directing the travelling public to other services and facilities within the Local Government Area and town centre, in particular. In addition, the motel will provide additional accommodation opportunities for the travelling public. The economic impacts including employment generation associated with the proposal are discussed in detail in the Economic Impact Assessment by Hill PDA attached at Appendix 3. 2. Is the planning proposal consistent with the local Council’s Community Strategic Plan,

or other local strategic plan? The Upper Hunter Land Use Strategy 2017 was prepared when it was unknown whether or not an appropriate interchange for a Highway Service Centre could be established at the southern gateway to Scone. Area 2 under the Strategy identified the southern point of the bypass as a priority investigation area that may provide opportunities for employment generating uses in and around Scone’s town centre in response to the influence of the Scone bypass on the town centre. The detailed engineering design for this intersection, however, demonstrates that the point at which the bypass commences to the south of town is grade separated from the existing alignment of the New England Highway (Kelly Street). The proposed interchange at St Albins Street provides a more suitable location for the establishment of tourism and commercial uses and is consistent with the appropriate positioning of the Highway Service Centre. The Upper Hunter Shire Council Community Strategic Plan 2027 identifies key focus areas including the economy and infrastructure and seeks to facilitate and support increased innovative tourism and marketing opportunities. Encouragement of retail and commercial businesses is also identified as focus area.

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The proposed Highway Service Centre and Hotel/Motel accommodation are consistent with these strategic plans. 3. Is the Planning proposal consistent with applicable State Environmental Planning

Policies? (SEPPs) SEPP No.55 – Remediation of Land The land is zoned and has been developed for rural purposes. There is no evidence of any contaminating activity having been previously carried out on the land. However, should the rezoning proceed intrusive land contamination investigations would be undertaken to confirm any base line contamination levels at DA stage. SEPP INFRASTRUCTURE State Environmental Planning Policy (Infrastructure) 2007 This SEPP applies to the proposal. Schedule 3 of the SEPP applies to traffic generating development and requires referral of an application for nominated uses to the Roads and Maritime Service (RMS) for consideration. Further Section 104 of the SEPP applies to traffic generating developments. Sub clause 3 of Section 104 provides that: “before determining a development application for development for which this clause applies, the consent authority must: (a) Give written notice of the application to the RTA (RMS) within seven days after the

application is made, and (b) Take into consideration:

(i) Any submission that the RTA provides in response to that notice within 21 days after the notice was given (unless, before the 21 days have passed, the RTA advises that it will not be making a submission), and

(ii) The accessibility of the site concerned, including:

(A) The efficiency of movement of people and freight to and from the site

and the extent of multi‐purpose trips.

(B) The potential to minimise the need for travel by car and to maximise movement of freight in containers of bulk freight by rail,

(iii) Any potential traffic safety, road congestion or parking implications of the

development.”

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It is not envisioned that the proposal will adversely impact upon the level of service or safety of any local or classified roads. A Traffic Assessment Report has been undertaken by BJ Bradley & Associates and is attached at Appendix 7. In summary, the report concludes:

The Scone bypass will facilitate through traffic movements along the New England Highway by eliminating delays that currently occur when trains block the New England Highway at the Kelly Street and Liverpool Street level crossings but will result in more difficult access to existing service stations at each end of the Scone township for through traffic movements.

The proposed development involves the provision of a Highway Service Centre on St Aubins Street at Scone on a site currently occupied by residential dwellings.

The proposed Highway Service Centre development is estimated to generate approximately 427 trips in the morning peak period and 694 trips in the evening peak period, based on traffic generation data in the RTA Guide to Traffic Generating Developments. Most of those trips are likely to be from passing traffic travelling along or accessing the Scone bypass via a new seagull intersection with St Aubins Street, likely to be at least 80% of passing traffic on the Scone bypass. That is 343 trips in the morning peak and 555 in the evening peak are likely to be traffic travelling along the Scone bypass.

The proposed Highway Service Centre development will provide a total of 152 car spaces including 5 accessible spaces plus 5 waiting bays for the two takeaway food outlets. The parking provision will exceed the car parking requirements based on Upper Hunter Council’s DCP 2015 Part 12, by 52 spaces.

SEPP No.64 – Advertising and Signage The rezoning does not include approval for any signage. Should the rezoning proceed, approval for any signage ancillary to the development will be sought at the Development Application stage. SEPP No.33‐ Hazardous and Offensive Development The establishment of a Service Station requires an assessment of the proposal under SEPP 33. This SEPP provides definitions for hazardous industry, hazardous storage establishments, offensive industry and offensive storage establishments. The definitions apply to all planning instruments, existing and future. The definitions enable decisions to approve or refuse the development to be based on the merit of the proposal. The consent authority must carefully consider the specifics of the case and the location in which the proposed activity is to be carried out. The policy also requires specified matters to be considered for proposals that are “potentially hazardous” or “potentially offensive” as defined in the policy.

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A Preliminary Hazard Analysis has been prepared in conjunction with the proposal and is attached at Appendix 4. The proposed service station will store the following hazardous materials:

Petroleum products including:

Unleaded 91 Ethanol 10 Premium unleaded petrol 95 Premium unleaded petrol 98 Automotive diesel fuel and Automotive diesel fuel (ULT)

The quantities are detailed in the accompanying Multi Level Risk Assessment at Appendix 4. The site layout plan for the fuel system has been assessed. The report concludes that plotting the frequency against consequence demonstrates that the societal risk is negligible. Therefore, only a level one qualitative risk analysis was required, and this is detailed in Appendix C of the report being the Preliminary Hazards Analysis and Summary. The proposed development satisfies the provisions of SEPP 33.

Is the proposal consistent with applicable Ministerial Directions made under S.117? The Minister has issued Directions under Section 117 (2) of the Environmental Planning and Assessment Act. These Directions are to be taken into consideration in the determination of a rezoning application. The following section of this report addresses those directions that are of relevance to the current proposal: ‐ Table 1: Section 117 Directions The Minister for Planning has issued directions under Section 117 (2) of the Environmental Planning and Assessment Act 1979 to relevant planning authorities. These 117 directions are to apply to Planning Proposals. A review of the directions indicates that the following directions are relevant to the current proposals:

1.1 Business and Industrial Zones

1.2 Rural Zones

1.5 Rural Lands

4.3 Flood Prone Land

5.10 Implementation of Regional Plans

6.3 Site Specific Provisions

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Summary of Relevant s117 Directions Comment

1.1 Business and Industrial Zones Objective: The objectives of this direction are to encourage employment growth in suitable locations, protect employment land in business and industrial zones and to support the viability of identified strategic centres.

The incorporation of enabling provisions to permit a highway service centre and hotel/motel on the subject land is not inconsistent with the 117 Direction. The proposal does not alter existing zonings for business purposes but merely enables appropriate uses to be established on the Scone By‐pass as discussed throughout the report. Justification for the enabling provisions is provided within the planning proposal and within the Economic Impact Assessment provided at Appendix 3

1.2 Rural Zones The objective of this direction is to protect the agricultural production value of rural land and provides that a planning proposal must not rezone land from rural zone to a residential, business, industrial, village or tourist zone or contain provisions that will increase permissible density. The planning proposal may be inconsistent with the terms of this direction if the proposal is justified by a strategy which gives consideration to the objectives of this Direction.

The proposal does not seek to rezone land from rural to another zone but to enable the establishment of a Highway Service Centre and Hotel/Motel on the proposed Scone By‐pass. Previous studies undertaken by the RMS have demonstrated that the establishment of Highway Service Centres in such locations retains employment within by‐passed towns. The proposed site of the rezoning is immediately adjacent to existing residential areas and is not currently farmed. The sites location at the St Aubins exit from the by‐pass makes it the only suitable location for the establishment of a highway service centre and the enabling provisions are the only mechanisms available to achieve the desired outcome.

1.5 Rural Lands The objective of this direction is to protect agricultural production and facilitate the orderly and economic development of rural lands for rural and related purposes.

See comments provided above in response 117 Direction 1.2.

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Summary of Relevant s117 Directions Comment

4.3 Flood Prone Land The objectives of this direction are to ensure that development of flood prone is consistent with the NSW Government Flood Prone Land Policy and the principles of the Flood Plain Development Manual 2005 and to ensure that provisions of an LEP on flood prone land are commensurate with the flood hazard and include consideration of the potential flood impacts both on and off the subject land.

A Flood Impact Assessment has been undertaken by GHD and is outlined in the engineering report prepared by Northrop Engineers and attached at Appendix 2. The flood study undertaken by GHD and flood modelling undertaken of the pre and post by‐pass scenarios demonstrates that the addition of the service centre does not adversely affect the existing flood level over and above either the existing pre‐development flood level or the approved post by‐pass flood level. Therefore, it is considered that the proposed service centre development does not increase flood levels at surrounding dwellings compared to existing levels and will have no significant negative impact.

5.10 Implementation of Regional Plans The objective of this direction is to give legal effect to the vision, land use strategy, goals, directions, actions contained in regional plans.

The Hunter Regional Plan 2036 has been considered in Section B(1) of this planning proposal and it is considered that the proposed enabling clause is consistent with the regional strategy.

6.3 Site Specific Provisions The objective of this direction is to discourage unnecessarily restrictive site‐specific planning controls.

It is normally viewed as more desirable to undertake a rezoning of land to one of the zones within the standard instrument. In this particular circumstance however, the application seeks to enable only those uses considered appropriate adjacent to the Scone By‐pass in order to facilitate the establishment of a Highway Service Centre and Hotel/Motel accommodation. The enabling provisions will protect the economic viability of the existing town centre of Scone and are considered the most appropriate mechanism in the particular circumstances of the case.

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Table 2: Spot Rezoning Criteria (Category 1)

Criteria Yes/No

1. Will the LEP be compatible with agreed State and Regional strategic direction for development in the area (e.g. land release, strategic corridors, development within 800m of a transit node)?

Yes. The rezoning is consistent with the Hunter Regional Plan 2036.

2. Will the LEP implement studies and strategic work consistent with State and regional policies and Ministerial (S.117) directions?

See Table 1

3. Is the LEP located in a global/regional city, strategic centre or corridor nominated within the Metropolitan Strategy or other regional/sub‐regional strategy?

The LEP is appropriately located at the Scone By‐pass Interchange currently under construction. The land is located in the area covered by HREP 2036.

4. Will the LEP facilitate a permanent employment generating activity or result in a loss of employment lands?

Yes. It will facilitate employment generating business without the loss of employment lands.

5. Will the LEP be compatible/ complementary with surrounding land uses?

The LEP is appropriately located at the Scone By‐pass Interchange currently under construction.

6. Is the LEP likely to create a precedent; or create or change the expectations of the landowner or other landholders?

No. The subject land is unique given the location, physical characteristics and amenity. It is not envisioned that the proposal will create a precedent.

7. Will the LEP deal with a deferred matter in an existing LEP?

No.

8. Have the cumulative effects of other spot rezoning proposals in the locality been considered? What was the outcome of these considerations?

It is considered unlikely that the current proposal would affect other spot rezonings.

Section C ‐ Environmental, Social and Economic Impact 1. Is there any likelihood that critical habitat or threatened species, populations or

ecological communities or their habitats, will be adversely affected as a result of the proposal?

It is unlikely that the proposal will adversely affect any critical habitat, threatened species, populations or ecological communities or their habitats. The land does not include or comprise critical habitat or lay within a conservation area under the meaning of an environmental planning instrument or any proposed environmental instrument applying to the land.

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The site has been previously developed for rural/residential purposes and as such is significantly disturbed. 2. Are there any other likely environmental effects as a result of the planning proposal

and how are they proposed to be managed? The potential environmental impacts relate to minor vegetation removal, sedimentation and erosion during construction and the potential impacts of the future development on the built environment including flooding, noise and traffic impacts. These matters have been considered in the accompanying documentation and can be addressed at the DA stage and ameliorated via future development conditions. A concept Stormwater Management Strategy has been developed for the site by Northrop Engineers. This concept Stormwater Management Strategy is attached at Appendix 2. The following outcomes in regard to stormwater management are reflected in the report:

Sedimentation and erosion controls will be implemented during the construction phase of the development. In this regard it is noted that earthworks across the site will involve filling to an average depth of 1.2 metres. The maximum fill depth is two metres with minor areas of cut, less than 0.5 metres to facilitate stormwater conveyance.

With regard to water quality, runoff from areas exposed to fuel dispensers and refuelling points will be conveyed to a proprietary device to provide hydrocarbon removal. Clean runoff is then to be discharged to the stormwater system.

A Water Sensitive Urban Design Strategy has been developed for stormwater runoff from handstand areas of the development to provide pollutant removal prior to stormwater discharge from development.

In terms of flooding, the Northrop Concept Stormwater Management Strategy attached at Appendix 2 provides details of the previous flood study undertaken by GHD and flood modelling undertaken of the pre and post bypass scenarios. The addition of the service centre does not adversely affect the existing flood level over and above either the existing pre development flood level or the approved post bypass flood level. Therefore, and from review of the detailed flood study and accompanying report by GHD, it is considered that the proposed service centre development does not increase flood levels at surrounding dwellings compared to existing levels and will have no significant negative impact. The previous flood reports prepared by GHD are attached in Appendix B of the Northrop report.

The potential traffic impacts have been summarised in Section B subclause 2. A Noise Impact Assessment has been undertaken by Reverb Acoustics and is attached at Appendix 5. The assessment considers noise sources such as mechanical plant (refrigeration, air conditioning, compressors), loading bay activities (including unloading, truck movements, etc), and customer vehicles entering and leaving the premises and manoeuvring on the site. Other noise sources include garbage collection and general site noise. The assessment has been undertaken to ensure that any noise control measures required for future development are incorporated during the design stages.

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Noise control measures are outlined in Section 4 of the Acoustic Report and the report concludes that the site is suitable for the intended purpose providing the recommendations outlined are incorporated into the design. With these or equivalent measures in place, noise from the site will be either within the criteria or generally below the existing noise levels in the area for the majority of the time. Providing the recommendations presented in the report are implemented, noise emissions from operations of the site will not have any long term adverse impact upon the acoustical amenity of nearby residents. In terms of amenity it is relevant that, a 15‐metre minimum setback to Aberdeen Street is provided to any carparking on the site. Extensive landscaping and screening is proposed over the front 5 metres of the site. Proposed landscaping details are incorporated in the Landscape Plans prepared by Site Image attached at Appendix 6. 3. Has the planning proposal adequately addressed any social and economic effects? Yes. Endorsement of this proposal will allow the land to be used for a purpose which is socially and economically compatible with the traffic environment. The Economic Impact Assessment undertaken by Hill PDA and attached at Appendix 3 of this report concludes as follows: “the proposed Highway Service Centre with a motel and restaurant on the future bypass of Scone is expected to contribute a number of economic benefits in the locality of Scone township and in the wider local government area. Economic impacts, both positive and negative, which are likely to be brought about by the development are summarised as follows:

Total capital investment associated with the proposed development is estimated to be in the order of $10m.

Construction on site would provide 24 job years directly on site and 69 indirect (or flow on) job years in the wider Australian economy.

A further 91 jobs would be provided in retail, hotel operations and food services of which around two thirds would be part time and casual workers.

Total salaries of the workers would amount to $2.04 million per annum (constant 2017 $).

Industry value added (contribution to the local economy) would amount to $3.2 million each year.

Visitor expenditure would be derived from the motel. Some $1.2 million per year would be captured in room revenues, while food and retail expenditure from overnight visitors would total a further $1 million per year.

The fast food restaurants and service station will capture around $13 million each year in total retail sales.

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Negative impacts on Scone are not likely to be significant and if there are any, would largely be the result of the bypass itself rather than the Highway Service Centre.

Once the bypass is opened, the opportunity will exist for Scone to capture a share of highway expenditure that would otherwise bypass the town, moving onto other highway service centres to the north and south of the shire.

Any adverse impacts on Scone businesses will diminish over time with growth in traffic and tourism in the area.

It is concluded that the positive economic benefits associated with the proposed rezoning will have associated positive social impacts through the retention of employment opportunities within the shire. Section D ‐ State and Commonwealth Interests 4. Is there adequate public infrastructure for the planning proposal? Yes, the site is located on the edge of the Scone township and all services are available to the area and or can be augmented to meet the future requirements of the development if needed. 5. What are the views of State and Commonwealth public authorities consulted in

accordance with the gateway determination? To be advised should the application proceed to the Gateway. PART 4 Community Consultation Details of the Community Consultation that is to be undertaken are yet to be determined.

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5.0 CONCLUSION

The Planning Proposal which seeks to enable the Highway Service Centre inclusive of a rest area and Hotel/Motel accommodation at the proposed Scone by‐pass will have a number of significant social and economic benefits as outlined within this report and the accompanying Economic Impact Assessment undertaken by Hill PDA. Any potential adverse impacts arising as a result of future development of the land have been demonstrated to the able to be mitigated via appropriate conditions of consent. Favourable consideration of the planning proposal is therefore requested.


APPENDIX 1 ‐ Proposed Development Plans


APPENDIX 2 ‐ Concept Stormwater Management Strategy and Engineering Design Plans


APPENDIX 3 ‐ Economic Impact Assessment


APPENDIX 4 ‐ Multi Level Risk Assessment


APPENDIX 5 – Acoustic Impact Assessment


APPENDIX 6 ‐ Proposed Landscape Treatment


APPENDIX 7 ‐ Traffic Impact Assessment

Documents

2017 11 02 - Planning Proposal - Scone - 61-79 Aberdeen Street · 2020. 6. 5. · (b) take away food and drink premises, (c) service stations and facilities for emergency vehicle