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DAC AGENDA ITEM 3.1

8 October 2015

Planning Officer: Leif Burdon

Investment Management – Development Division

Department of Planning, Transport & Infrastructure

TABLE OF CONTENTS

PAGES

AGENDA REPORT 2 – 27

APPENDIX ONE

DEVELOPMENT PLAN PROVISIONS 28 – 40

ATTACHMENTS

ATTACHMENT 1 – DEVELOPMENT PLAN (ZONE) MAPS 41 – 44

ATTACHMENT 2 – LOCALITY MAPS & SITE PHOTOS 47 – 55

ATTACHMENT 3 – APPLICATION DETAILS & PLANS

DA FORM CERTIFICATE OF TITLES PLANNING REPORT PLANS & ELEVATIONS CONSULTANT REPORTS

- TRAFFIC IMPACT ASSESSMENT – GTA CONSULTANTS - ALDI DELIVERY AND LOADING PROCEDURES - STORMWATER MANAGEMENT REPORT – WALLBRIDGE & GILBERT - FLOODPLAIN ASSESSMENT – WALLBRIDGE & GILBERT - ENVIRONMENTAL NOISE ASSESSMENT – SONUS PTY LTD - TREE AUDIT REPORT – ARBORMAN TREE SOLUTIONS - HERITAGE IMPACT ASSESSMENT – DASH ARCHITECTS

56 – 231 56 – 59 60 – 63 64 – 112 113 – 132

133 – 162 163 – 168 169 – 182 183 – 195 196 – 208 209 – 220 221 – 231

ATTACHMENT 4 – AGENCY COMMENTS (DPTI TSSD) 232 - 237

ATTACHMENT 5 – COUNCIL COMMENTS (CITY OF MITCHAM)

LETTER TO DEVELOPMENT ASSESSMENT COMMISSION (DATE 3 SEPTEMBER 2015) COUNCIL PLANNING REPORT (AGENDA ITEM) TO FULL COUNCIL

MEETING 25 AUGUST 2015

238 – 287 238 – 241 242 – 287

ATTACHMENT 6 – REPRESENTATIONS 288 – 305

ATTACHMENT 7 – RESPONSE TO REPRESENTATIONS AND AGENCY

PLANNING RESPONSE – EKISTICS TRAFFIC RESPONSE – GTA CONSULTANTS TRAFFIC RESPONSE (ADDITIONAL) – O’BRIEN TRAFFIC

306 – 357 306 – 329 330 – 340 341 – 357

ATTACHMENT 8 – OTHER SUBMISSIONS 358 – 365

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DAC AGENDA ITEM: 3.1

Application Summary

Application No: 080/E017/15

KNET Reference: 9799089 (2015/10169/01)

Applicant: ALDI Stores C/- Ekistics

Proposal: Supermarket (Shop - ALDI) with basement car parking, associated advertising, fencing, retaining walls and landscaping

Subject Land: 198 Belair Road, Hawthorn

Relevant Authority: Development Assessment Commission

Role of the Commission: Schedule 10, 20 – Development over $3m as determined by the State Coordinator General

Zone / Policy Area: District Centre Zone

Categorisation: Merit

Notification: Category 2

Representations: Seven (7) – two wish to be heard

Lodgement Date: 3 July 2015

Council: City of Mitcham

Development Plan: Mitcham (City) Development Plan Consolidated 19 February 2015

Referral Agencies: Commission of Highways (DPTI - Safety & Service Division)

Recommendation: Grant Development Plan Consent

Executive Summary

The Minister has appointed the State Coordinator General with powers to determine certain development over $3 million in value be considered by the Development Assessment Commission (DAC) as the relevant authority, pursuant to Schedule 10 of the Development Regulations 2008. On 24 February 2015 the applicant requested that the State Coordinator General consider making such a determination for this proposal. After considering the request and being satisfied that the proposal met the criteria specified within Schedule 10, the State Coordinator General has determined DAC to be the relevant authority for the purposes of assessing this application.

The applicant seeks approval for a shop, specifically a supermarket (ALDI) with associated basement car parking, signage and landscaping within the District Centre Zone of the Mitcham (City) Development Plan. The application is before the Commission for a decision on the basis that the City of Mitcham (Council) does not support the proposal due to concerns regarding impact to adjacent Local Heritage Places, traffic impacts and management, impacts to remaining vegetation, and stormwater and flood management. In addition, seven representations have been received and two representors wish to be heard. The application is largely aligned with the District Centre Zone and Council Wide provisions. It is considered that the applicant has satisfactorily addressed the concerns raised of traffic impact and management, heritage impact, bulk/scale and site location and excavation works along the boundary. Given this, it is recommended that

development plan consent be granted subject to conditions.

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Assessment Report 1. Background

Pre-Lodgement Meetings The applicant met with staff from DPTI Investment Management - Development Division, DPTI Safety and Service Division, and City of Mitcham Council on two (2) occasions to discuss the proposal and identify areas of concerns prior to lodgement of the application. In Addition, the proponent met with Mitcham Council to further discuss aspects of the proposal, specifically relating to local heritage impacts, traffic concerns and

management, and the stormwater/floodplain management. The applicant made a number of changes to the application in response to these discussions; however some of the concerns raised by Council could not be satisfactorily resolved, as discussed in more detail below. 2. Description of Proposal The proposal is for a shop, specifically a supermarket (ALDI) with associated basement car parking, signage, fencing, retaining walls and landscaping within the District Centre Zone of the Mitcham (City) Development Plan. The supermarket would comprise a floor area of 1728m² (1043m² of retail floor space, 464m² of storage back of house and 221m² additional space for office and toilet

facilities). The supermarket building would have a maximum height of 9.42m measured from the finished floor level to the top of the building (tower portion). The remaining and majority of the building height is 6.2m (from finished floor level). A modern building design is proposed. Features include an almost flat zincalume steel roof, a corner tower element with vertical timber battens and perforated metal screening. The building will be constructed using precast wall panels (painted Dulux ‘fluorescent fire’) with a series of exposed structural steelwork element. A full list of materials can be found within the plans (ATTACHMENT 3). The proposal would provide 72 car parking spaces along with five bicycle rack spaces located underneath the built form. There are three proposed advertisement signs across the subject site. Two types of signs are proposed namely; one large illuminated ‘gable sign’ attached to the tower portion and two small illuminated ‘gable sign’ attached to the

walls. All signs are on the eastern side of the building fronting Belair Road. Figure 1 – Perspective Imagery – looking at the north-eastern corner of the allotment along Belair Road (supplied by the applicant)

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Figure 2 – Perspective Imagery – looking at the south-western corner of the allotment along Belair Road (supplied by the applicant)

Operation and Reports

The trading/opening hours for the ALDI store will be in accordance with the South Australian Shop Trading Act 1977. Deliveries to the supermarket are proposed to occur over 24 hours, 7 days a week. Typically, a maximum of two deliveries are expected within a 24 hour period (14m long delivery vehicle). An acoustic report prepared by Sonus has been provided which considered the impact of noise of the truck delivery and loading dock arrangement, car park activity, operation of mechanical plant and rubbish collection and the potential impacts to the existing land uses adjacent to the site. The applicant has provided a traffic analysis report, prepared by GTA Consultants. The report includes a parking assessment and justification of the traffic access arrangements (for both car and delivery truck requirements) and an analysis on the impacts to the

existing road network. Stormwater management and floodplain assessment reports have been provided by the applicant, prepared by Wallbridge and Gilbert. These reports outline the stormwater design for the proposed development and detail the stormwater methodology. The report also reviews the existing floodplain for the site and assesses the impacts of the development on the floodplain and vice versa. In relation to tree management the applicant has provided a tree audit report, prepared by Arborman Tree Solutions. This undertakes an analysis and determines the potential impact associated with the proposed development of the site. In particular, the proposed works along the western boundary which includes an acoustic fence and excavation required for the under-croft car park and associated retaining wall.

A heritage impact assessment report, prepared by Dash Architects, has been provided to analyse the potential impacts of the proposed development on the Local Heritage Places within the locality and discussed further in this report.

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The proposal plans and all other application details are contained in ATTACHMENT 3.

3. Site and Locality The subject land is located at 198 Belair Road, Hawthorn and is described as follows:

Lot / Plan No Street Suburb Hundred CT Reference

A114, FP13423 Belair Road Hawthorn Adelaide CT 5918/218

A113, FP13423 Belair Road Hawthorn Adelaide CT 5212/732

The site is located on the corner and has frontages to Belair Road and Angas Road, Hawthorn. The site has frontage to Belair Road of 62.2m and a frontage of 41.7 along Angas Road. The subject site currently contains a building (being single and two storey), ground level asphalt car park and landscaping along the perimeter of the site. The building is used for commercial facilities with multiple tenancies (including Kingswood Medical Clinic, professional services and offices). There are no regulated or significant

trees on the site. There are a variety of different land uses which are adjacent to the site and are detailed below

North – Soldiers Memorial Gardens (LHP-1) directly opposite Angas Road with the Mitcham Library located beyond this;

East – Smallcombe Real Estate office buildings (LHP-2), Torrens Arms Hotel (LHP-3), Alaska House, "Waverly House" Cafe (LHP-4), Cheap as Chips Store, further south-east is the Mitcham Shopping Centre,

South – commercial office (directly abutting) and further south a newly constructed 2 storey office

West – Brownhill Creek and Residential flat building (four dwellings) The location plan and the Local Heritage Places can be seen in Figures 3 and 4 below.

The south-eastern end of the allotment is immediately adjacent to the Belair Road and Princes Road signalised intersection. Within this locality there is a distinct character of built form to the road frontages boundary along Belair Road with parking to the rear of the allotment. The one exception to this is the current building on the subject site.

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Figure 3 – Location Plan and the Local Heritage Places within the locality

Figure 4 – Site Photographs of adjacent Local Heritage Place (Starting top right and moving clockwise –Soldiers Memorial Gardens (LHP-1), office buildings (LHP-2), Torrens Arms Hotel (LHP-3) and Waverly House (LHP-4)

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Locality plans and photographs are contained in ATTACHMENT 2. 4. Council City of Mitcham The City of Mitcham has advised that, at its full meeting 25 August 2015, it considered the application and resolved to object to the proposed ALDI store. The grounds for this recommendation are summarised below:

The building is not located in accordance with the District Centre Lower

Mitcham/Torrens Park Area Concept Plan (shown in Fig DCe/1) The built form and scale would adversely impact upon the setting of the adjacent

Local Heritage Places The traffic generated by the proposed development and its impacts to the safety

and function of surrounding roads and intersections The impact to the root system of the existing trees on the adjoining land Insufficient landscaping as part of the proposal The proposal would cause excessive overshadowing and loss of visual amenity for

the adjacent residential properties The absence of an appropriate hydrology study to demonstrate the proposal

would not be adversely impacted upon by a 1:100 year storm event The proposal does not incorporate appropriate measures for stormwater

management for the site. Council advice is contained in the ATTACHMENT 5. 5. Agency Referrals DPTI - Transport Safety Services Division (TSSD) The TSSD is a mandatory referral in accordance with Schedule 8 of the Development Regulations 2008 being development adjacent a main arterial road. TSSD has advised that is had been in consultation with GTA consultants in regard to the analysis of potential traffic impacts of the proposed development on Belair Road and

surrounding network. The GTA Traffic Impact Assessment has adequately addressed the traffic issues raised during the pre-lodgement process The TSSD have advised that in-principle they have no objection to the proposal subject to a number of conditions in relation to access, signage, delivery vehicle size and vehicle movement. Referral responses are contained in the ATTACHMENT 4. 6. Public Notification The application was notified as a Category 2 development pursuant to Schedule 9 of the Development Regulations 2008, section 18 (c) whereby the proposed development site

is adjacent to land in a different zone. The Category 2 notification process limits public notification to the direct notification of adjoining owners or occupiers of adjoining land. Seven (7) valid representations were

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received, and are summarised below together with a summary of the applicant’s response:

Representor Issue Applicant’s response

R1 Concerns surrounding traffic management

As part of the traffic report and analysis, AIMSUM modelling was developed and this showed very little change in queue lengths or delays on Angas Road and Belair Road. Also the operation of the level crossing should not be impacted by this development (further discussed in section 8

– Planning Assessment).

R2 Concerns surrounding traffic management

As discussed above.

R3 Concerns surrounding traffic management

As discussed above.

Poor driveway access

The proposed access point will be located on the existing driveway (slightly modified to enable vehicles movements). The width between the boundary/fence and the transformer will be adequate for access purposes.

Area already has a

supermarket

Competition related matters are not

relevant planning considerations.

Built form covering the whole site with minimal vegetation

The built form and undercroft parking, allow for the parking to not be a dominate feature (as previous) and noting that landscaping is not a feature of the majority of commercial sites which front Belair Road.

R4 Increase of traffic volumes

As discussed above.

Built form covering the whole site and scale of the building

Incorporation of simple and contemporary forms with historically compatible materials (timber/metal) but with high degree of articulation presents a visually interesting

and active street frontage. The built form to the edge of Belair Road, adds to form a ‘main street’ corridor along Belair Road.

Concerns with operating hours

The numbers of deliveries at ALDI stores are minimal and based on the ALDI operating requirements

Concerns with changing Delivery operations

Deliveries are based upon based on the ALDI operating requirements, which operated successfully interstate. The unique ALDI operation arrangements allow for (further discussed below, section 8 – Planning Assessment).

R5 Proposal will not meet minimum slight line criteria. Access point does not AS2890

The sharing of the same access (delivery and customer) is not necessarily a safety issue. The low frequency of deliveries, timing outside of store peak hours, driver

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training and fitment of reverse cameras, warning beepers and wide angle rear vision mirrors facilitates a safe operating environment.

Swept path reversing movement of the delivery truck and potential conflicts

ALDI store generate a lower level of delivery traffic compared with a typical supermarket and all made accordance with their operation arrangements which provide for safe and efficient operating environment for delivery and customer vehicles.

Redesign of access arrangement for delivery trucks

The use of Belair Road for direct access to the proposed development would increase entry movements above the existing levels and cause a far greater impact on the Belair Road footpath and traffic signals. It would also create additional safety concerns for both truck and pedestrians in the locality.

Further detailing surrounding the specifics

of delivery truck movements, slight lines and safety will be further discussed below (section 8 – Planning Assessment)

R6 Traffic congestion, Parking congestion and Pedestrian Safety

As discussion above.

Loss of amenity and impacts to adjoining land

The overshadowing diagram prepared shows that by midday the proposed developed will not cast shadow over the adjacent residential properties and the existing dense vegetation provides a screen for these residents and the built form.

Stormwater

Management

Wallbridge and Gilbert Engineers has

provided further information reiterating the key findings and this suggest that the approach to stormwater management is appropriate in this circumstance.

R7 Fully Supportive of the proposal, subject to provision of adequate

car parking

Car parking requirements have been addressed as part of the traffic analysis report and sufficient car parking spaces

have been provided.

The Location plan of the representors be seen in Figure 5 below Two of the seven representors wish to be heard by the Commission. Copies of each representation are contained in ATTACHMENT 6 and the applicant’s response is contained in the ATTACHMENT 7. The application has attracted wider community interest. As a result a further three (3) submissions (not adjoining representations) were also received by the Commission during and after the public notification process. Such submissions have no legal status as representations under the Act and Regulations and are not required to be taken into

account by the Commission. A copy of these submissions is provided in ATTACHMENT 8.

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Figure 5 – Location Plan of Representors

7. Policy Summary The subject site is located within the District Centre Zone of the Mitcham (City) Development Plan (consolidated 19 February 2015), refer Figure 6 below. The proposal is neither complying nor non-complying and must therefore be assessed on its merits against all relevant provisions within the Development Plan. Figure 6 – shows the subject site within the District Centre Zone

DCe – District Centre Zone

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District Centre Zone The key purpose of the District Centre Zone is to have a centre which accommodates a range of shopping, administrative, cultural, community, office, entertainment,

educational, religious and recreational facilities. It should also accommodate shopping facilities which provide for convenience goods and a sufficient range of comparison goods to serve major weekly shopping trips for residents in the area. The objectives and the provision for the District Centre Zone seek the following key outcomes for the subject site and its locality:

The area contains facilities which satisfy the major weekly needs of the residents generally within the area bounded by Cross Road, Goodwood Road and the Hills Face Zone, such that the residents look to the area as the focal point of their district;

The Torrens Arms Hotel, former Waverley Brewery Building, Mitcham Community Centre Building, Mitcham Railway Station and the Council Chambers remain the dominant buildings in the area and the scale, location

and style of new development relates appropriately to those buildings and preserves and enhances their dominance in the streetscape;

Buildings should be limited to two storeys in height; Advertisements are designed and located to identify and reinforce the district

centre status and functions of the area whilst maintaining the visual integrity of individual building and sites

District Centre Lower Mitcham/Torrens Park Area Concept Plan (Fig DCe/1)

The Lower Mitcham/Torrens Park area developed such that: o development of the centre is in accordance with the concepts indicated

in the District Centre Lower Mitcham/Torrens Park Area Concept Plan (Concept Plan);

o convenience shopping facilities are located only in the area notated "A" on the Concept Plan;

o community facilities and recreation areas only are located in the area notated "B" on the Concept Plan;

o developments should provide, or, where existing, retain the pedestrian paths indicated on the Concept Plan;

o developments should provide, or where existing, retain car parking areas and associated access in locations generally in accordance with

the car parking and access scheme on the Concept Plan; The Concept Plan (District Centre Lower Mitcham/Torrens Park Area) can be seen in Figure 7 below.

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Figure 7 – District Centre Lower Mitcham/Torrens Park Area Concept Plan shown (Fig DCe/1)

Council Wide Particular relevant Council Wide policy provisions are contained within the ‘Centre and Shops’, ‘Form of Development’, ‘Stormwater Management and Flooding’, ‘Movement of

People and Goods’, ‘Heritage Places’, ‘Appearance of Land and Buildings’ and ‘Advertisements’ sections of the Mitcham (City) Development Plan. These seek the following key outcomes:

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The principle focus for shopping, administrative, cultural, community,

entertainment, office, educational, religious and commercially-based recreational facilities should be within centre zones.

A shop, or group of shops, with a gross leasable area of greater than 250 square metres should be located in a business, centre, or shopping zone, or area

Development within centre zones should conform to the following access, movement and car parking principles:

(a) Development should provide safe and convenient access for private cars, cyclists, pedestrians, service vehicles, emergency vehicles and public utility vehicles;

(b) Except for traffic movement on major through roads, pedestrian movement within centres should be the movement mode of most importance and be given predominance in design of movement paths in the centre; (g) The number, location and design of access points onto the arterial roads shown on Map Mit/1 (Overlay 1) should be such as to minimise traffic hazards, queuing on the roads, right turn movements and interference with the function of intersections, junctions, and traffic control devices; (j) Development should provide sufficient off-street parking to accommodate customer, employee and service vehicles; (q) Development should provide car parking spaces for employees, customers, clients and visitors in accordance with the following standards:

(i) for a shop excluding a retail showroom, in a: (B) neighbourhood centre zone - six car parking spaces per 100 square metres of lettable area;

Development designed and located to protect stormwater from pollution sources. Development of stormwater management systems should be designed and

located to improve the quality of stormwater, minimise pollutant transfer to receiving waters, and protect downstream receiving waters from high levels of flow.

Non-residential development adjacent to residential development and/or zones should, where appropriate, be designed, sited, constructed, landscaped and operated in a manner which will minimise the impact of such activities on adjacent residential development and occupants.

A form of development adjoining main roads which will: (a) ensure traffic can move efficiently and safely; (b) discourage commercial ribbon development; (c) prevent large traffic-generating uses outside designated shopping/centre zones;

(d) provide for adequate off-street parking; and (e) provide limited and safe points of access and egress.

Development that materially affects the context within which the heritage place is situated should be compatible with the heritage place. It is not necessary to replicate historic detailing, however design elements that should be compatible include, but are not limited to:

(a) scale and bulk; (b) width of frontage; (c) boundary setback patterns; (d) proportion and composition of design elements such as rooflines, openings, fencing and landscaping; (e) colour and texture of external materials.

The appearance of land, buildings, and objects should not impair the amenity of the locality in which they are situated.

The siting, location, size, height, scale, design, colour, shape and materials of construction of advertisements should:

(a) meet the objectives for the relevant zone or area; (b) complement and enhance the predominant character of the locality; and

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(c) not obscure the view of attractive landscapes, streetscapes, or significant buildings.

Zone maps are contained in the ATTACHMENT 1.

Relevant planning policies are contained in APPENDIX ONE. 8. Planning Assessment The following aspects are considered to be most relevant to the assessment of the proposal against the Mitcham (City) Development Plan (consolidated 19 February 2015).

8.1 Land Use and Concept Plan The proposed ALDI Store is a supermarket and therefore is defined as a ‘shop’ in land use terms. The underlying objectives of the District Centre Zone seek to have a range of ‘shopping facilities’ with a particular focus on convenience goods, such as ‘foodstuffs’. This form of development would provide for a range of convenience goods which help to serve ‘major weekly needs of the residents’. Accordingly, this proposal is aligned with the objective of the zone. The District Centre Lower Mitcham/Torrens Park Area Concept Plan, along with PDC1, indicated that all convenience shopping facilities should be located within the area marked ‘A’ (see Figure 7 above). This proposal does not align with this concept plan as the supermarket is outside the designated area. However, given the size and overall

small scale supermarket (compared with typical supermarkets), this proposal is unlikely to be detrimental to the operation and functionality of the overall District Centre. In addition, the Concept Plan appears to be outdated with current shopping/retail experience and expectations. By only allowing certain development within the designated area it does not allow for an integrated centre which encourages the movement and interaction between land uses. It is noted that the Mitcham (City) Development Plan has had minimal/if any policy amendments in relation to the District Centre Zone over the past 20 years. This has meant that the plan has not kept up to date with current approach of having integrated centres. Whereby, all activity is not centralised in one location but spread throughout the zone to allow for a mix of uses and interaction through of whole centre area. Additionally the proposed development is located adjacent to the existing Mitcham

Shopping Centre on the opposite side of Belair Road. At the south-eastern end of the allotment is the Belair Road and Princes Road signalised intersection which will allow for safe crossing of pedestrians. This provides a direct, safe and convenient pedestrian movement between this store and the existing shopping centre to the east. Although not strictly aligned with the Concept Plan (in terms of site location and land use) it is considered that the proposed ALDI supermarket sufficiently meets the intention of the District Centre Zone and provides for an additional facility to meet the needs of the surrounding residents that would benefit the area by providing a range and variety. It is noted that the Councils planning report (agenda item) to the Full Council Meeting, ATTACHMENT 5) recommended that in-principle support be given to this proposal and divergence from the Concept Plan. 8.2 Built Form, Design and Appearance

The proposal involves a number of different materials to the facade of the building which seeks to create visual interest and create street activation along the frontages. The proposed development is further designed beyond a ‘standard’ building of this form of

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ALDI store or similar shop/supermarket land use. The dominant material used is precast wall panels (painted Dulux ‘fluorescent fire’) which forms the outer walls; this is somewhat standard for a building of this type. However the proposal does include interspersed timber battens, structural steelwork and perforated metal on the facade

which offers visual interest and adds depth to the building. The feature tower element on the corner of Belair/Angas Road uses these same additional materials to define the built form as well as the arrival to the District Centre. The zone envisages a limitation of two storeys on the built form. The majority of the building height is 6.2m (from finished floor level). This is similar to the height of what would be expected for a two storey building. An exception to this is the ‘tower portion’

which would have maximum height of 9.42m measured. The majority of the building height is similar to a two storey building and a similar to the built form within the locality, specifically the recently constructed two storey commercial building to the south. The proposal is considered to be sufficiently aligned to what is envisaged for the zone. The applicant has advised that when considering the design of the building, the depth and gradient of the site and frontage along Belair Road was taken into account. The features of the site lend itself to an undercroft style development where the natural grade is utilised for this style of parking and predominately out of sight from surrounding streets. This is not in accordance with the car parking area identified on the Concept Plan, by having an undercroft car parking arrangement allows for the building to have a more significant role in the interaction with the streetscape and further enhance activation of the area. This arrangement is much more aligned with the locality, with

majority of the car parking along this stretch of Belair Road located behind the building and having minimal set-backs. Additionally, the Concept Plan seeks for the built form to be located to the rear of the site. The design and appearance of the building has been developed to best suit the slope of the site and allow the best visual impact for this locality whilst maximising the potential of this site. The Concept Plan appears to have been drawn to reflect what is there, not necessarily what is desired for the area. The design and appearance of the proposed development plays an important role in the context for the locality. Specifically the relationship with the adjacent heritage places. This will be further addressed below in the ‘Heritage’ section. While the proposed built form does not align with the Concept Plan; it is considered that

the proposal present a strong streetscape character for both Belair Road and the corner of Belair and Angas Road that relates well to the remainder of the centre zone. In particular occupation of the corner echoes the built form and zero/close set-backs within the locality (heritage places and other buildings opposite site of Belair Road and abutting the site) and provides for and entry/arrival for the District Centre. The proposed built form and appearance is considered acceptable in this instance. 8.3 Heritage Council had raised concerns with scale and appearance of the proposed building and that it would adversely impact upon the setting of the adjacent Local Heritage Places specifically the Torrens Arms Hotel and "Waverly House" Cafe). With the proposal being adjacent to four different Local Heritage Places, design and appearance of the proposed development forms an important part of the assessment. The Development Plan seeks

for a development that materially affects the context within which the heritage place is situated should be compatible with the heritage place. In addition, the existing heritage places are to remain visually dominating for the locality and that the scale, built form and location of any new development should relate appropriately to these buildings.

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Internal heritage advice was sought, from the Departments heritage advisor, in relation to the proposal to further enhance the understanding of the proposals interaction with adjacent heritage places and their context. This advice is summarised below.

There are many ways in which a suitable relationship may be struck between the heritage places opposite and the proposal for the subject site. With the Development Plan, PDC143 Council Wide provision, relates to importance of maintaining the heritage value when a proposal is adjacent to a heritage place however it does allow for different ways in which this contextual relationship can be achieved. The Department heritage advisor considers that the proposal holds the corner (with Angas Road) in a manner

which is far more preferable to that indicated in the Concept Plan or which currently exists on the site. The proposal helps to achieve a built form which is more aligned with the intent of the zone and offers an improvement to the streetscape and centre itself compared with the existing car park and built form. It is acknowledged that the occupation of the corner echoes the built form and zero/close set-backs of the heritage places opposite. In this case, it is argued that the proposed built form, containing the intersection in spatial terms, does more to assist and make adds value to the context of the heritage places within this locality. In summary, the proposal will make this intersection spatially more intimate and successfully bringing the heritage places into great prominence within Belair Road and when framing views to the proposal from Princes Road. Therefore the proposal is considered acceptable and should not cause a significant detrimental impact the heritage

value of the Local Heritage Places within the locality. 8.4 Transport, Access and Parking Access Arrangement The access arrangement for this site is through the one access point at the north-western corner of the allotment along Angas Road. This site has a right of way in conjunction with the adjoining allotment along the southern boundary. This access point is not being utilised as part of this proposal, however it remains for the adjoining allotment which can continue access the rear of the allotment for their car parking. This is seen as a positive aspect as it removes all access for this site off the arterial road, being Belair Road, and within close proximity to the Belair/Princes Road signalised intersection. This allows for a safer access arrangement from Angas Road. Also this access point is the furthest most point from the intersection of Belair and Angas Roads,

thereby maximising the separation and available queuing areas for vehicles to enter and exit the site. TSSD advised that the access point is appropriately located. This access will be two way for all vehicles, inclusive of delivery vehicles. Concerns by both Council and representors were raised around this access point. These related to the appropriateness of having the same delivery and customer access points and the adequacy of sight lines upon exiting. The applicant has amended the access slightly to improve the sight lines. This includes the addition of clear (6mm Perspex) panel to the western boundary acoustic fence to improve visibility for drivers. This amended fence design maintains its acoustic requirement for the fence. Tapering of the eastern landscaped area (around the transformer) is also proposed to enhance sight lines. The applicant has advised that the site serviced by the one access point, for car parking and deliveries, is not in itself a safety concerns but an important management aspect.

This is further detailed below (Delivery Management) and it is consider that the applicant has provided further clarification around this arrangement, along with the modification to the existing crossover it is considered acceptable in this instance.

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It is noted that shared access points for customer and delivery vehicles is not uncommon, particularly in more restricted main street situations and is common for examples for the main shopping areas along Belair Road.

Delivery Arrangement The delivery arrangement for this proposal has the vehicles reversing into the loading dock, which is in close proximity to the access point for all vehicles on to the site. The delivery arrangement for this proposal is compromised due to the site limitations, size and adjoining an arterial road. As the delivery access and movement is within the same area as the car parking for the

site it is important to ensure that the area is safe for all potential users. The Development Plan (PDC67) seek that car parking areas should be located and designed in such a way as to ensure safe and convenient pedestrian access from vehicles to facilities, safe and convenient traffic circulation, minimal conflict between customer and service vehicles and should include adequate provision for manoeuvring into and out of parking bays. In addition, all developments should be adequately serviced by providing adequate on-site area which enables the manoeuvring, loading, unloading, fuelling and storage of vehicles associated with the use of the site, and which facilitates the entry and exit of vehicles in a forward direction (PDC78). As well, access points onto public roads should be designed and located so as to minimise traffic hazards, queuing on public roads, and intrusion into adjacent residential areas (PDC77). The applicant has provided further information on how ALDI operates and the procedures in place for delivery arrangements for all stores along with specific requirements for this

site and this is summarised below. For all ALDI stores sites, it is common practice for the delivery vehicles to reverse into the loading dock through the car park area in close proximity of potential customer vehicles. The applicant has provided further examples as part of its response to Council and representors, whereby similar delivery arrangement have operated successfully in other ALDI store locations (further shown in ATTACHMENT 7). Concerns by both Council and representors were raised around the interaction of delivery vehicle movement and entering customers. The main concerns raised were if the delivery trucks movements is realistically possible and also the visibility and safety of all vehicles during this movement. The applicant has supplied the below (Figures 8 & 9) showing a representation of the delivery movement and importantly the sight lines of the truck reversing and responded to the issues as follows. Prior to the delivery beginning

the reversing manoeuvrer there is full sight lines for both the truck and any incoming vehicles into the site and a safe decision can be made as to which movement can proceed. Additionally, during the turning movement full sight would be available to an incoming vehicle and also the delivery truck would have a sight of this vehicle. By having these sight lines it enables the safe interaction during the manoeuvre. The applicant has sought additional advice, in relation to this manoeuvre, from another traffic consultant (Obrien Traffic Consultants, based in Victoria) who has had experience with many other ALDI stores within the Eastern state. Specifically relating to this ALDI proposal, it has been anticipated that that this truck reversing movement would likely take 1.5 minutes maximum. With this, it has been identified that the ‘ALDI store is likely to generate approximately 240 trips in the PM peak hour, that is, 120 trips entering the site and 120 trips exiting the site (on average 2 cars entering and 2 cars exiting per minute).’ Therefore considering the peak period when a delivery vehicle arrives, it is

likely for six customer vehicles to be present (three entering and three exiting the site). If delivery vehicles arrive at other times of the day, the number of vehicles delayed is likely to be less. It is important to note that exiting vehicles will be able to see the arriving delivery vehicle clearly and will simply remain in the car park until the truck has

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parked in the loading dock. Moreover, this manoeuvre is completed at very low speeds to enable suitable reaction times and enable avoiding/stopping if required. Figure 8 – Access and Movement of Delivery Vehicle and interaction with

customer car; Prior to reversing movement (supplied by the applicant)

Figure 9 – Access and Movement of Delivery Vehicle and interaction with customer car; during the manoeuvre (supplied by the applicant)

The applicant has advised that ALDI own, operate and control all of its supply and logistics which will operate out of their purpose-built distribution centre. This allows for greater control of its fleet, movements and times of deliveries. The applicant has informed that typically there would be two deliveries per 24 hours per store. To help

minimise the potential noise impact to adjoining land uses ALDI trucks have the ability for both the refrigeration and reversing beepers to be turned off prior to entering the site along with the truck engine being turned off during the unloading process. Additional to

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this the loading dock is fitted with motion sensors, automatic lighting and appropriate surveillance to ensure that deliveries during the night are completed in a safe manner. The ability for safe movement of delivery vehicles within the site itself and entry/exit has

been verified by a further independent traffic report provided by the applicant. Whilst such arrangements would appear under normal circumstances to not be ideal, it remains to be accepted that ALDI is capable of managing the movements as described above in a manner that will provide adequate safety and convenience to its customers. This should be further reinforced by managing delivery hours to outside the hours of store operation to ensure the safety of customers and completely minimise conflict potential at the access point for this site.

Traffic Management It was identified at the pre-lodgement meetings that the traffic management for this site would be of particular interest/concern to this proposal and wider community. Accordingly, the applicant engaged GTA consultant to undertake an analysis of the location, particularly focussing on the Belair/Angas Road intersection as well the traffic flows along Belair Road. Both SIDRA and AIMSUN modelling was developed for the proposal, in conjunction with and to the satisfaction TSSD, found that very little change in queue lengths or delays at the intersection would be expected as a result of this development. Concerns have been raised, by Council and representors, about the traffic impacts of the proposal and the current congestion and queues experienced particularly for the Angas/Belair Road intersection. It has been made apparent that the time of most

queues and congestions are around peak hours of the road network. This would occur from vehicles leaving from Angas Road and turning right on to Belair Road. It would be presumed that some form of delay may occur during these times given that this movement is leaving from Angas Road (side street) and trying to cross an arterial road which may not always be practical. During site visits for this proposal this intersection was used and observed, both in the morning (11:00am) and in the afternoon (3:30pm), acknowledging this is not peak times. The queues and movements from this intersection functioned well and cars easily exited from Angas Street with only a slight wait for an appropriate time/gap in traffic. This movement was aided by the Princes/Belair Road signalisation intersection as well as the pedestrian signalisation on Belair Road (approximately 85m north of the subject site) which helped to create breaks in the traffic flows. The traffic reports provided for this application show that this proposed development

would have minimal change in delays and queues compared with the current traffic situation/condition and not significantly alter the existing operation along Belair Road. Car Parking The proposed development will provide 72 off street car parking spaces. This is a car parking rate of 4.6 spaces per 100m² of floor space. Eight of these spaces are dedicated staff parking spaces provided as four tandem spaces. This arrangement for staff parking is considered acceptable for car parking arrangement as this usage is far less frequent then what would be envisaged for the regular parking space within this development and is able to be managed effectively. The Development Plan, indicates that a ‘Development should provide car parking spaces for employees, customers, clients and visitors in accordance with the following standards: district centre zone - seven car parking spaces per 100 square metres of

lettable area’. Based on this rate the proposal should have at least 110 car parking spaces. This proposal does not meet the car parking provisions for the zone. However, the applicant has provided justification within its Traffic Impact Assessment Report for this shortfall to be considered acceptable. The applicant has argued that, given its

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location within a District Centre Zone and what has been experienced in similar ALDI developments the amount of car parking spaces will be sufficient. This has been further detailed within the traffic report which analyses 11 stores of similar size and determines that the average rate for these store in only 4.0 per 100m² of retail floor space. Based

on the applicants experience the rate of 4.6 per 100m² is more aligned with present shopping habits than the development Plans requirements for 7 per 100m². In more recent practice the car parking rate accepted is around 4 to 5 spaces per 100m² when in an integrated centre. Noting, that the Mitcham Council Development Plan has not been converted to the ‘Better Development Plan’ and the South Australian Planning Policy Library modules included. The implementation of this would allow for the ‘off-

street car parking rates’ to be aligned with current practices and typically a lower rate would apply. Upon review of this information it is considered that the amount of car parking provided for this proposal is acceptable and should allow for the effective use of the space without detrimentally impacting the surrounding locality and on-street parking. Two car parking space for people with disabilities are being proposed as part of this proposal and located in close proximity to the lift and access arrangement into the store. The Development Plan requires ‘at least one car parking space should be provided in every 25 spaces for the disabled’ and ‘conveniently located in relation to building entrances, ramps, and other specialised access facilities required’. This equates to three (rounding up) spaces needing to be provided for this proposal. Along with this six bicycle racks have been provided for alternative access to the site. Both of which are

considered acceptable in this instance as the proposal is only short by one space. Council did not raise concern with the amount of parking supplied and given the justification received from the applicant; this shortfall of parking space against the provisions of the Development Plan and more recently accepted practice is considered acceptable. 8.5 Stormwater and Floodplain Management The applicant had identified that stormwater management and flood mitigation could cause potential issues and subsequently liaised with Wallbridge Gilbert to prepare reports and assessment on the impacts of the proposed development. These reports asses the current stormwater management on the site, the proposed method of water run-off from the redeveloped site and the potential impact of creek flooding on the site and

surrounding areas. Within the Development Plan, Council Wide section PDC37, states that development ‘should incorporate stormwater management that directs major stormwater flows through areas of open space designed and controlled to prevent erosion and the likely entry of floodwaters into buildings percent’. Along with this, ‘Development should incorporate appropriate measures to minimise the discharge of sediment, suspended solids, organic matter, nutrients, bacteria and litter and other contaminants to the stormwater system and may incorporate systems for treatment or use on site’, as per PDC41 The existing site already has an impervious surface by which majority (if not all) is covered by the built form or bitumen car parking and the proposed development would not increase the level of run-off given that it would have the same impervious area.

Therefore the post-development circumstance would have no greater impacts to the adjoining sites or downstream.

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At present the proposal has a preliminary stormwater layout, which has the discharge for the site directed through a gross pollutant device (for treatment) prior entering the creek. The final details of the stormwater layout and plan can be considered after the planning consent has been granted. The stormwater management of the site would be

subject to a condition placed on any consent given, whereby a final detailed Stormwater Management Plan to the satisfaction of the Development Assessment Commission, in consultation with the City of Mitcham, is prepared prior to Development Approval being granted. Also a condition which requires that any and all stormwater must pass through a gross pollutant trap prior to leaving the site. It is considered that the stormwater management for this proposal is acceptable with these conditions in place.

The floodplain assessment provided by the applicant, compared the predicted flooding extents for the current pre-development and post development scenarios. The modelling completed for this assessment showed that post-development there would be no flooding within the ALDI site and that there is negligible change to the extent of flooding which would occur on the subject site. 8.6 Interface Acoustic As the proposal is for a non-residential development on land adjacent to residential development, the application needs to ensure that existing residential land uses are not unduly impacted by noise. Noise attenuation measures that achieve the relevant Environmental Protection (Noise) Policy need to be demonstrated. This is aligned with the requirements of PDC19, that development within centres ‘should ensure that all

sources of noise, including refrigeration and air conditioning equipment, garbage collection and car parking, do not cause excessive or disturbing noise at neighbouring properties’. The applicant has provided an acoustic report that shows that the impacts (particularly noise) are minimal and satisfy relevant standards from the EPA noise policy. The proposal includes an acoustic barrier at the loading dock, 3m high fence along the western boundary, to ensure that current and future development within the locality can occur without adversely impacting on amenity. This is achieved through the delivery and loading procedures mentioned above and with having a limitation on the rubbish collection times. It has been concluded that the proposal would not unreasonably interfere with the current or future amenity of the locality.

8.7 Signage There are three proposed advertisement signs across the subject site. Two types of signs are proposed namely; one large illuminated ‘gable sign’ attached to the tower portion and two small illuminated ‘gable sign’ attached to the walls. All signs are on the eastern side of the building fronting Belair Road. The three proposed signs are considered to be of a size and scale which would compliment and not determinately impact the amenity of the zone or locality. The zone has specific requirement for signage to only be located the frontage of the built form with ‘advertisements on side and rear walls not fronting a main arterial road’ being non-complying. No signage is proposed along the side frontage of Angas Road.

Council did not raise any concerns with the proposed signage and all of the signs as part of this application are considered acceptable.

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8.8 Landscaping and Fencing The proposal involved the removal of all vegetation located within the site. There are no regulated or significant trees on the site. Given the size and scale of the built form being

proposed there is limited opportunity to provide meaningful landscaping within the site. There have been two identified areas within the site, being the north eastern corner and the north western of the allotment as opportunities to provide landscaping. However at these sites existing essential infrastructure and only minimal landscaping is proposed. Within the locality along Belair Road there is minimal on-site vegetation/landscaping of these properties. This is in part due to the buildings having zero/close set-backs as a distinct character for this area. To enable the building to contribute to the existing built

form character of the locality, the minimal landscaping proposed is considered acceptable. The proposed development is to be built close to the western allotment boundary. On the adjacent land holding, along this boundary, exists well-establish vegetation. This vegetation forms an important buffer and provides meaningful screening from the proposed development and the adjacent residential properties. Within the Development Plan, Council Wide PDC33(b), ‘Development should preserve the long-term stability and health of existing vegetation by avoiding construction, excavation and filling of land close to the trunks of trees and minimising impervious surfaces beneath the canopy of trees’. The applicant has provided a tree audit report to identify the potential impact of the proposal. As part of this it included a non-destructive ‘Hyrdo-Vac excavation’ along the western boundary to identify and allow for structural building solutions which enable the

protection of the tree roots. Minor amendments to the plans have been made to the plans to ensure the health of the adjacent trees. The applicant has demonstrated that the proposed development should not impact on the existing vegetation; namely the root structure system of the adjacent trees to a degree that will impact their overall health, longevity or stability of the tree. This is an important aspect the vegetation provides for a visual screen and buffer and allows for the continued compatible use with the adjoining residential land use, aligned with PDC18(h) Council Wide provisions. A 3m high fence is proposed along the western boundary. This fence height has also been referred within the acoustic report with helping to mitigate the noise impact to adjoining land uses to the west of the proposed development. It is considered appropriate as it helps to address the issues of interface and helps to mitigate potential

visual and noise impacts to future uses. Additional fencing is proposed along the northern boundary (along Angas Road). This low-height (1.2m) fencing includes timber paling (similar to the timber on the building) and off-form concrete elements. Along Belair Road, a timber style screening/pre cast concrete panels is proposed. This helps to screen the pedestrian ramp from the car parking level and provides a wall to block-off access and ensures the safety of pedestrians walking along Belair Road. Both of these help with the overall design of the proposed development and helps to blend in with the building. 9. Conclusion The proposed development warrants support for the following reasons:

A ‘shop’ is an envisaged form of development within the District Centre Zone

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Although the proposal is not directly aligned with the Concept Plan for the zone, it is considered that it meets the intention of the District Centre Zone and provides for a range and variety for the surrounding residents and would benefit the area.

The built form is considered appropriate for the locality

The proposal will make this intersection spatially more intimate and successfully bringing the heritage places into great prominence

The proposed development should not cause a significant detrimental impact the heritage value of the Local Heritage Places within the locality

A traffic report has been provided and shows that the traffic movement and access points for the proposal are acceptable

The number of car parking spaces provided is sufficient for this proposal

The proposed development should not impact on the existing vegetation on the adjacent allotment

The proposed signage is appropriate for the locality, with Council raising no objection

Generally, the proposal satisfies the provisions of the District Core Zone and the Council Wide objectives of the Development Plan

I have completed an assessment against all of the relevant provision within the Mitcham (City) Development Plan and have undertaken an inspection to the subject site and surrounding locality. The objection raised by Council and the concerns of the adjacent representors, have been satisfactorily addressed and it is considered that the proposed development it not seriously at variance with the development and has sufficient merit to warrant support of granting planning consent.

10. Recommendation It is recommended that the Development Assessment Commission:

1) RESOLVE that the proposed development is NOT seriously at variance with the

policies in the Development Plan.

2) RESOLVE to grant Development Plan Consent (and Land Division Consent) to the proposal by ALDI Stores C/- Ekistics for a Supermarket (Shop - ALDI) with basement car parking, associated advertising, fencing, retaining walls and landscaping at 198 Belair Road, Hawthorn, subject to the and conditions and advisory notes.

Planning Conditions: 1. That except where minor amendments may be required by other relevant Acts, or

by conditions imposed by this application, the development shall be established in strict accordance with the details and plans, including the amended plans as submitted in Development Application No: No 080/E017/15.

Plans – Select Architects ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – Proposed Site & Car Park Layout Plan – DA03 – Rev C – Date 23/09/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – Proposed Retail Park Layout Plan – DA04 – Rev C – Date 22/09/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062

– Roof Plan – DA05 – Rev B – Date 22/09/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – Proposed Elevations 1 – DA06 – Rev C – Date 22/09/15

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ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – Proposed Elevations 2 – DA07 – Rev D – Date 23/09/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – Proposed Section – DA08 – Rev B – Date 22/09/15

ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – 3D Perspective View 1 – DA09 – Rev D – Date 23/09/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – 3D Perspective View 2 – DA10 – Rev D – Date 23/09/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – Proposed Signage Plan – DA11 – Rev C – Date 22/09/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062

– Proposed Signage Details – DA12 – Rev B – Date 02/07/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – Proposed Material Selection – DA13 – Rev A – Date 29/06/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – 3D Perspective View 3 – DA17 – Rev A – Date 22/09/15 ALDI Stores – Proposed ALDI Food Store, 198-200 Belair Road, Hawthorn SA 5062 – 3D Perspective View 4 – DA18 – Rev B – Date 23/09/15 Traffic Report – GTA consultants Proposed ALDI Store Hawthorn – Transport Impact Assessment – for Select Architects – Ref# 15A1169081 078081 – Issue: B – Date 26/06/15 Acoustic Report – Sonus Pty Ltd ALDI Hawthorn – Environmental Noise Assessment – S4217.6C5 – Date June 2015

Stormwater Management Report – Wallbridge & Gilbert ALDI Store – Corner of Belair Rd & Angas Rd, Hawthorn – Stormwater Management Report – Job No. WAD150142 – Rev: D – Date 29 June 2015 ALDI Store – Corner of Belair Rd & Angas Rd, Hawthorn – Floodplain Assessment – Job No. WAD150142 – Rev: C – Date 26 June 2015 Additional Information Ekistics - ALDI Hawthorn – Planning Statement – prepared on behalf of ALDI Stores – Ekistics - Date 1 July 2015 Ekistics – ALDI Hawthorn – Response to Representations and Agency Comments – Application 080/E017/15 – Ref No.: 001007-004 – Date 24 September 2015 GTA Consultants – DA 080/E017/15 Supermarket (shop – ALDI) – Response to Representations regarding traffic matters – Ref: #15A1169081 – Date 22

September 2015 Arborman Tree Solutions – 198 Belair Road, Hawthorn – Exploratory Excavation – Ref: ATS3170-HawBelRd – Date 26 June 2015

2. All car parks, driveways and vehicle manoeuvring areas shall conform to Australian

Standards and be constructed, drained and paved with bitumen, concrete or paving bricks in accordance with sound engineering practice and appropriately line marked to the reasonable satisfaction of the Development Assessment Commission prior to the occupation or use of the development.

3. All car parking areas, driveways and vehicle manoeuvring areas shall be

maintained at all times to the reasonable satisfaction of the Development Assessment Commission.

4. All materials and goods shall be loaded and unloaded within the boundaries of the subject land.

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5. The following additional measures shall be undertaken by vehicles operating within the loading bay, in accordance with the Ekistics Planning Report and Sonus Acoustic Report forming part of the application:

Truck refrigeration and reversing beepers shall be turned off prior to entering the site

Prime movers shall be turned off during unloading No loading or unloading occurring outside the loading dock area Loading or unloading occurring inside using a pallet jack only (no forklifts to be

used).

6. No semi-trailer deliveries shall occur during store opening hours

7. The largest vehicle permitted on site shall be restricted to a 14.0 metre semi trailer

8. Rubbish collection is restricted to between the hours of 9:00am and 7:00pm pm on a Sunday or public holiday, and 7:00am and 7:00pm on any other day in accordance with the ‘Noise from Rubbish Collection’ section (page 4) within the Sonus Acoustic Report dated June 2015.

9. All vehicles shall enter and exit the site in a forward direction 10. Prior to Development Approval, the applicant/developer shall prepare a final

detailed Stormwater Management Plan to the satisfaction of the Development Assessment Commission, in consultation with the City of Mitcham.

11. A proprietary stormwater treatment device (i.e. Gross Pollutant Trap) shall be

installed to the carpark in accordance with Council and EPA Water Quality Guidelines. This system shall be regularly inspected, cleaned and maintained in good working order, with gross pollutants, sediments, oil and grease removed by the facility operator (at regular intervals) for the life of the development.

12. All stormwater design and construction shall be in accordance with Australian Standards and recognised engineering best practices to ensure that stormwater does not adversely affect any adjoining property or public road.

13. The landscaping shown on the plans forming part of the application shall be established prior to the operation of the development and shall be maintained at all times with any diseased or dying plants being replaced.

14. All external lighting of the site, including car parking areas and buildings, shall be

designed and constructed to conform with Australian Standards and must be located, directed and shielded and of such limited intensity that no nuisance or loss of amenity is caused to any person beyond the site.

15. Details of any air conditioning or air extraction plant or ducting to be placed on the

exterior of the building in association with this development shall be submitted to and approved by the Development Assessment Commission.

16. An appropriate Construction Environment Management Plan (CEMP) which

addresses the mitigation or minimisation of impacts (especially from noise and dust) during the construction phase shall be prepared and implemented. Dust generated by machinery and vehicular movement during site works, and any open

stockpiling of soil or building materials at the site, must be suppressed to ensure that dust generation does not become a nuisance off-site. Site development machinery should generally not be operated outside the hours of 7 AM to 6 PM daily.

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17. No additional signs shall be displayed upon the subject land other than those

identifying the parking area access points and those shown on the approved plans. If any further signs are required, these shall be the subject of a separate

application. ADVISORY NOTES: a) The development must be substantially commenced within 12 months of the date

of this Notification, unless this period has been extended by the Development

Assessment Commission. b) The applicant is also advised that any act or work authorised or required by this

Notification must be completed within 3 years of the date of the Notification unless this period is extended by the Commission.

c) The applicant will require a fresh consent before commencing or continuing the

development if unable to satisfy these requirements. d) The applicant has a right of appeal against the conditions which have been imposed

on this Development Plan Consent or Development Approval. e) Such an appeal must be lodged at the Environment, Resources and Development

Court within two months from the day of receiving this notice or such longer time

as the Court may allow. f) The applicant is asked to contact the Court if wishing to appeal. The Court is

located in the Sir Samuel Way Building, Victoria Square, Adelaide, (telephone number 8204 0300).

g) The Environment Protection (Water Quality) Policy 2003 requires any person who is

undertaking an activity, or is an occupier of land to take all reasonable and practicable measures to avoid the discharge or deposit of waste from that activity or land into any waters or onto land in a place from which it is likely to enter any waters (including the stormwater system).

The policy also creates offences that can result in on-the spot fines or legal proceedings. The following information is provided to assist with compliance with

this legislation:

i. Building and construction must follow sediment control principles outlined in the "Stormwater Pollution Prevention – Code of Practice for the Building and Construction Industry (EPA, 1999). Specifically, the applicant must ensure:

During construction no sediment should leave the building and construction

site. Appropriate exclusion devices must be installed at entry points to stormwater systems and waterways.

A stabilised entry/exit point should be constructed to minimise the tracking of

sand, soil and clay off site. However, should tracking occur, regular clean-ups are advised.

ii. Litter from construction sites is an environmental concern. All efforts should be made to keep all litter on site. The applicant should ensure that bins with securely fitted lids, capable of receiving all waste from building and construction activities, are placed on site.

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iii. All building and construction wastewaters are listed pollutants under the

Environment Protection (Water Quality) Policy 2003 and as such must be contained on site.

It is important that the applicant familiarise themselves with the terms of the Policy

and ensure that all contractors engaged by the applicant are aware of the obligations arising under it. For further information the applicant may contact the Environment Protection Authority on telephone (08) 8204 2004.

h) All signage viewable from Belair Road shall not contain any element of LED or LCD

display.

i) No element of the signage from Belair Road shall flash, scroll, move or change.

j) Illuminated signage that is viewable from Belair Road shall be limited to a maximum luminance of 200Cd/m² and non-illuminated signage shall be finished in a material of low reflectivity to minimise the likelihood of sun/headlamp glare.

k) The utilisation of Trailer Mounted Variable Message Displays for advertising

purposes shall not be permitted on or adjacent to the subject land.

l) The following notes provide information for the benefit of the applicant:

i. The Metropolitan Adelaide Road Widening Plan (MARWP) shows a possible

requirement for a 4.5 metres x 4.5 metres corner cut-off at the junction of Angas Road with Belair Road. It is noted that Select Architects, Proposed Site & Carpark Layout Plan, Project A1054, Drawing DA03, Revision A, dated 29.6.15 shows that a corner cut-off will be provided and this will be clear of all building works. DPTI supports that and recommends that a 3.0 x 3.0 metre corner cut off (at a minimum) is formally set aside at no cost to this department at the time of any future land division over the site. No further land is required at this time.

ii. The consent of the Commissioner of Highways under the MARWP Act is

required to all building works on or within 6.0 metres of the corner cut-off requirement. Accordingly, the attached consent form and three copies of the approved site plans must be provided to DPTI for consent purposes. Consent can be anticipated.

iii. DPTI reserves the right to review the operation of the Angas Road / Belair

Road junction and restrict movements during peak periods if the signal operation becomes impacted or there is an increase in accidents and incidents related to these movements.

…………………………………………………. Leif Burdon Planning Officer Assessment Branch Investment Management Planning Division (DPTI)

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APPENDIX ONE: Development Plan Policies The Objectives and Principles of Development Control in the Development Plan most relevant to the assessment of the application are outlined as follows. These are

contained in the Mitcham (City) Development Plan (Consolidated 19 February 2015).

DISTRICT CENTRE ZONE

OBJECTIVES

1 A zone accommodating a range of shopping, administrative, cultural, community, office, entertainment, educational, religious and recreational facilities. 2 A zone accommodating shopping facilities that provide mainly convenience goods and a sufficient range of comparison goods to serve major weekly shopping trips. 3 The Lower Mitcham/Torrens Park area developed such that: (a) the area contains facilities which satisfy the major weekly needs of the residents generally within the area bounded by Cross Road, Goodwood Road and the Hills Face Zone, such that the residents look to the area as the focal point of their district; (b) the area is characterised by isolated large trees within the area, and along Belair Road and which dominate the built-form; (c) Brownhill Creek is not further enclosed and its still open banks are highlighted and

enhanced; (d) the Torrens Arms Hotel, former Waverley Brewery Building, Mitcham Community Centre Building, Mitcham Railway Station and the Council Chambers remain the dominant buildings in the area and the scale, location and style of new development relates appropriately to those buildings and preserves and enhances their dominance in the streetscape; (e) development of the centre is in accordance with the concepts indicated in the District

Centre Lower Mitcham/Torrens Park Area Concept Plan shown in Fig DCe/1; (f) convenience shopping facilities are located only in the area notated "A" on the District Centre Lower Mitcham/Torrens Park Area Concept Plan in Fig DCe/1; (g) community facilities and recreation areas only are located in the area notated "B" on the District Centre Lower Mitcham/Torrens Park Area Concept Plan in Fig DCe/1; (h) convenience shopping facilities are orientated around a pedestrian mall; (i) direct, safe and easy pedestrian access is provided between the major convenience

shops, banks, community facilities, council offices, and Mitcham Railway Station; and (j) advertisements are designed and located to identify and reinforce the district centre status and functions of the area whilst maintaining the visual integrity of individual building and sites.

PRINCIPLES OF DEVELOPMENT CONTROL

1 In the Lower Mitcham/Torrens Park area: (a) convenience shopping facilities should be located in the area marked "A" on Fig DCe/1; (b) community facilities and recreation areas only, should be located in the area marked "B" on Fig DCe/1; (c) developments should provide, or, where existing, retain the pedestrian paths indicated generally on Fig DCe/1;

(d) developments should provide, or where existing, retain car parking areas and associated access in locations generally in accordance with the car parking and access scheme indicated on Fig DCe/1; (e) buildings should be limited to two storeys in height; and

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(f) advertisements: (i) should be commensurate in boldness and scale with advertisements commonly associated with a district centre in the centres hierarchy; (ii) should contain some unifying element to promote the common identity and function

of component parts at the centre; and (iii) should not provide for unnecessary duplication of message within the zone.

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5 The following kinds of development are non-complying in the District Centre Zone: Advertisements of freestanding type with an overall height which exceeds six metres, the sum total of the advertisements are exceeding eight square metres

Advertisements on side and rear walls not fronting a main arterial road

COUNCIL WIDE

OBJECTIVES

Introduction 4 The city's amenity and character enhanced by: (a) providing recreational areas for active and passive use for the present and future; (b) managing recreational areas for maximum sustainable use appropriate to their function with minimum cost; (c) providing for the maximum multiple use of formal, developed sporting areas; (d) maintaining and extending the diversity of recreational areas by means of: (i) retaining and enhancing areas of semi-natural woodland; (ii) developing formal, planted, and landscaped area for particular purposes; (iii) providing and developing recreational areas for needs of all age groups; (iv) providing appropriate recreational areas within easy reach of all residents; (v) enhancing and extending natural creekline reserves; and

(vi) developing the potential of redundant refuse dumps for recreational purposes; (e) recognising and promoting indigenous flora; (f) encouraging residents to care for their own areas in keeping with the natural character; and (g) retaining areas of scenic beauty, educational and historical value. 5 Streetscapes and landscapes not impaired by substandard condition and appearance of land, buildings and objects. Heritage 11 Conservation of the setting of State and local heritage places. Stormwater Management

20 Development designed and located to protect stormwater from pollution sources. Surface water (inland, marine, estuarine) and ground water has the potential to be detrimentally affected by water run-off from development containing solid and liquid wastes. Minimising and possibly eliminating sources of pollution will reduce the potential for degrading water quality and enable increased use of stormwater for a range of applications with environmental, economic and social benefits. 22 Development designed and located to prevent or minimise the risk of downstream flooding PRINCIPLES OF DEVELOPMENT CONTROL Form of Development

1 Development should be in accordance with the City of Mitcham Structure Plan, Map Mit/1 (Overlay 1).

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6 Land, used for the erection of buildings, should be stable. 9 Development should not be undertaken on land liable to inundation by drainage or flood waters.

14 Non-residential development adjacent to residential development and/or zones should, where appropriate, be designed, sited, constructed, landscaped and operated in a manner which will minimise the impact of such activities on adjacent residential development and occupants.

Stormwater Management and Flooding 37 (a) Major development and land division should incorporate stormwater management that directs major stormwater flows through areas of open space designed and controlled to prevent erosion and the likely entry of floodwaters into buildings based on an Annual Exceedence Probability of 1 percent. (b) New dwellings or any dwelling addition increasing the floor area of the existing dwelling by more than 50 percent should incorporate the following measures to limit the

rate of stormwater discharged from the site: (i) collection and direction of stormwater run-off from at least 60 percent of the roof area (A) to landscaped or otherwise unpaved land, and contained so as not to cause flooding nuisance or damage, or (B) to a rear of allotment drain (appropriate solutions may include, for example, a rainwater detention tank or other stormwater detention system) (ii) not less than 50 percent of the hard paved areas being designed and constructed to allow surface run-off to be dispersed predominantly to landscaped or otherwise unpaved land on the site. (c) Dwellings are able to be sited and designed such that ground floor levels will not be inundated by floodwaters generated by a 1-in-100 year flood event. 38 Development of stormwater management systems should be designed and located to

improve the quality of stormwater, minimise pollutant transfer to receiving waters, and protect downstream receiving waters from high levels of flow. Design Techniques (Design Techniques illustrate ONE WAY of satisfying the above principle) 38.1 The integrated use of open space for appropriate recreation and stormwater management through the installation of water treatment devices such as, wetlands, aquifer storage and recovery, detention and retention basins, gross pollutant traps, trash racks. 38.2 The reservation, through land division, of drainage channels, drainage easements, watercourses and land within the 1 in 100 year flood event. 39 Development affecting existing stormwater management systems should be designed and located to improve the quality of stormwater, minimise pollutant transfer to receiving waters, and protect downstream receiving waters from high levels of flow.

Design Techniques (Design Techniques illustrate ONE WAY of satisfying the above principle) 39.1 The retention of natural watercourses through: (a) The control of development and activities within the 1 in 100 year flood event, including the placement of fill, excavation, building work, the placement of structures and fences, the storage of materials, the keeping of animals, the piping of watercourses; (b) The planting of local native flora along watercourses and the replacement of exotic

plants. 39.2 The restoration of lined watercourses. 39.3 Maximise the road frontage onto open space areas in subdivision design.

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40 Development should incorporate appropriate measures to minimise any concentrated stormwater discharge from the site. Design Techniques (Design Techniques illustrate ONE WAY of satisfying the above principle)

40.1 For residential and non-residential development rainfall run-off should be retained and used as much as possible through the application of an appropriate range of the following techniques: (a) The collection and use of roof run-off in rain saver gutters and rainwater tanks for irrigation and internal purposes (drinking when considered safe to do so, flushing toilets, washing, and bathing); (b) The use of on-site detention tank/s with an appropriately sized orifice;

(c) The direction of rainfall run-off onto landscaped areas; (d) The installation of appropriate soakage devices (soakage trenches or wells) having regard to the availability of unbuilt upon or unsealed areas, the ability of soils to absorb and drain water, the potential impact on building foundations and footings on or adjacent to the site, and the ability to safely direct surplus flows to a public street without causing nuisance to adjoining properties; and (e) The use of permeable forms of paving for public and private parking areas, open storage, display, and work areas, driveways, vehicle and pedestrian carriageways. 41 Development should incorporate appropriate measures to minimise the discharge of sediment, suspended solids, organic matter, nutrients, bacteria and litter and other contaminants to the stormwater system and may incorporate systems for treatment or use on site. Design Techniques (Design Techniques illustrate ONE WAY of satisfying the above

principle) 41.1 For residential and non-residential development: (a) rainfall run-off from the roof of any building, where not to be retained on site, is discharged directly to the street water table or to the council stormwater system and not mixed with rainfall run-off originating from surfaces such as car parks, outdoor storage areas and display areas. (b) rainfall run-off from ground surfaces is directed to a stormwater treatment system capable of removing litter, sediment, grease, oil and other substances capable of contaminating stormwater. Also, a high flow bypass is provided to enable water from extreme rainfall events to discharge direct to stormwater swales or to council stormwater systems. The stormwater treatment system is to discharge on site to storage; grassed swales; stone filled trenches; small infiltration basins; a constructed water feature; bores approved for aquifer recharge; or off site to the council stormwater system.

41.2 Wastewater from air conditioning units, cooling towers and compressors should not to be discharged into any stormwater drainage system. 42 Development should not cause deleterious effect on the quality or hydrology of groundwater.

Centres and Shops

62 The principle focus for shopping, administrative, cultural, community, entertainment, office, educational, religious and commercially-based recreational facilities should be within centre zones. 63 Shopping development should be located as follows: (a) A shop or group of shops excluding retail showrooms, with a gross leasable area of

greater than 250 square metres should be located in a centre zone. (b) A shop or group of shops excluding retail showrooms, with a gross leasable area of 250 square metres or less should not be located on an arterial road as shown on Map Mit/1 (Overlay 1) unless located in a centre zone.

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(c) A shop or group of shops excluding retail showrooms, with a gross leasable area of 250 square metres or less located outside a centre zone, should: (i) not hinder the development or function of any business centre or shopping zone; and (ii) conform to the access, car parking and design principles for centre zones set out

below. (d) Retail showrooms should be located in centre zones, the Mixed Use (Belair Road) Zone, the Mixed Use (Goodwood Road) Zone, the Commercial (Main Road) Zone and the Commercial (South Road) Zone. 66 Development within centre zones should be located having regard to the following principles:

(a) Within zones which straddle arterial roads or the intersection of arterial roads, the major shopping focus, defined by the gross leasable area and the associated car parking, should be restricted to one side of the road or one quadrant of the intersection; (b) Development should not generate pedestrian or vehicular traffic onto or across an arterial road in such a way as to materially impair the movement of traffic on that road or to cause safety hazards; (c) Development should not generate significant increases in traffic in adjacent residential areas; (d) Where traffic control works, public works or facilities are required as a direct result of a development, the cost of such works or facilities should be borne by the developer; and (e) Development, including required car parking and landscaping, should be accommodated on land which is not required for road widening.

67 Development within centre zones should conform to the following access, movement and car parking principles: (a) Development should provide safe and convenient access for private cars, cyclists, pedestrians, service vehicles, emergency vehicles and public utility vehicles; (b) Except for traffic movement on major through roads, pedestrian movement within centres should be the movement mode of most importance and be given predominance in design of movement paths in the centre; (c) Pedestrians should be channelled onto pedestrian paths by use of barriers to reduce the possibility of pedestrian and vehicular conflict within the centre; (d) Pedestrian paths should be: (i) constructed with minimal grade changes or steps and require driveways to change level where they cross; and (ii) paved with a material which contrasts with driveway and parking area paving; (e) Areas and facilities should be provided for the parking and securing of bicycles,

storage of shopping trolleys and hitching of dogs, provided that the facilities for the hitching of dogs are not within pedestrian movement areas; (f) Access points onto public roads should be designed and located to minimise traffic hazards, queuing on public roads and intrusion into adjacent residential areas; (g) The number, location and design of access points onto the arterial roads shown on Map Mit/1 (Overlay 1) should be such as to minimise traffic hazards, queuing on the roads, right turn movements and interference with the function of intersections, junctions, and traffic control devices; (h) Development in the form of retail showrooms trading in bulky goods merchandise, should provide adequate manoeuvring and circulation areas in order to accommodate truck and trailer movements. Access points for the development should be determined by the Department of Road Transport in consultation with the Planning Authority. (i) Shopping development should provide for separate parking spaces for the disabled;

(j) Development should provide sufficient off-street parking to accommodate customer, employee and service vehicles; (k) Car parking areas should be located and designed in such a way as to ensure safe and convenient pedestrian access from vehicles to facilities, safe and convenient traffic

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circulation, minimal conflict between customer and service vehicles and should include adequate provision for manoeuvring into and out of parking bays; (l) The layout of all parking areas should be designed so as to obviate the necessity for vehicles to reverse onto public roads;

(m) Individual parking areas should, wherever possible, be located and designed so that: (i) vehicular movement between them does not require the use of public roads; and (ii) the number of access points is minimised; (n) Access to car parking areas and the direction of traffic flow within them should be made obvious to motorists by legible signs at the entrance; (o) Opportunities for the shared use of car parking between development should be exploited so as to reduce the total extent of car parking areas;

(p) Residential development located within centre zones should have access and car parking facilities separate from any access and car parking areas serving centre facilities; (q) Development should provide car parking spaces for employees, customers, clients and visitors in accordance with the following standards: (i) for a shop excluding a retail showroom, in a: (A) local centre zone - five car parking spaces per 100 square metres of lettable area; (B) neighbourhood centre zone - six car parking spaces per 100 square metres of lettable area; (C) district centre zone - seven car parking spaces per 100 square metres of lettable area; and (D) shop outside centre zone - seven car parking spaces per 100 square metres of lettable area, provided that where the shop is a restaurant the development should provide, instead of

the above requirements, one car parking space for every three seats provided or able to be provided and, where the restaurant also dispenses take-away food, the car parking requirements for a shop as specified above should also be satisfied; (ii) for a bank or office, one car parking space for every 25 square metres of total floor area, provided that at least two car parking spaces are provided; (iii) for a consulting room, at least three car parking spaces for each part of the building used or capable of being used as a consulting room; and (iv) for a retail showroom one car parking space for every 30 square metres of net lettable area. 68 Development within centre zones should conform with the following design principles: (a) Development should provide for the integration of existing and future facilities so as to promote ease of pedestrian movement and sharing of facilities, while retaining opportunities for future expansion within the zone;

(b) Minimal grade separation should exist between and within development which is to be accessible to the public. Where grade separation does occur, the different levels should be connected by ramps with slopes of not more than 1-in-14 and/or alternative facilities for access by disabled persons between the different levels should be provided; (c) Development should: (i) comply with the objectives for the zone or where otherwise appropriate be compatible with the predominant character of other developments in the locality; (ii) preserve and enhance localities, spaces, buildings, structures, items and sites of architectural, historical, or scientific interest; and localities, spaces and sites of natural beauty; (iii) preserve buildings of heritage significance listed on Table Mit/3 and encourage the retention and utilization of compatible buildings and land uses around them; and (iv) utilize and adapt the existing building stock in preference to new buildings where those buildings contribute to the character of the zone;

(d) Development should provide: (i) off-street loading, service areas and service vehicle manoeuvring areas; (ii) lighting for building and ancillary areas, with no light-spill causing nuisance or hazard;

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(iii) for the location, screening, construction and operation of storage yards, refuse removal facilities, air conditioning motors, cool room motors and similar accessory facilities, in such a manner as to obviate nuisance caused to occupiers of adjacent properties by way of noise, vibration, smell or fumes;

(iv) public entrances to buildings and pedestrian access within centres that are sheltered and screened from south-westerly and northerly winds; (v) a verandah or similar shelter at least three metres wide along the total ground floor frontage of a building, where the area abutting that frontage is designed and/or used for pedestrian movement; and (vi) public facilities including toilets, infant changing facilities for parents, seating, telephones and community information boards;

(e) Development should not cause a nuisance or hazard arising from: (i) microclimatic conditions; (ii) excessive noise; (iii) odours; (iv) overlooking; (v) overshadowing; or (vi) visual intrusion; (f) Where appropriate and practicable, development should: (i) provide parking, access and facilities for the physically handicapped; (ii) minimise energy consumption for lighting, heating, cooling and ventilation; (iii) provide public spaces such as malls, plazas and courtyards; (iv) provide public facilities including toilets, seating, telephones and community information boards; and (v) provide access for public transport and sheltered waiting areas for passengers;

(g) Landscaping should be provided and maintained to: (i) soften the hard outline of the built-form; (ii) establish a buffer between development in the zone and adjacent areas; (iii) complement and re-inforce the landscaping associated with adjacent development, except where such adjacent landscaping is inadequate, so as to enhance the visual appearance and character of the zone; (iv) shade, define and create windbreaks for pedestrian paths and spaces; (v) screen service yards, loading areas and outdoor storage areas; (vi) screen, shade and enhance the appearance of car parking areas by utilizing clean trunked trees with high canopies and by planting between roadways and car parking areas; and (vii) divide large car parking areas into smaller, visually separate areas; (h) Species of plants used in landscaping should be of type which: (i) complements the naturally occurring vegetation within the locality; and

(ii) will not cause a hazard or nuisance by way of dropped berries, fruit or nuts, or by the profuse display of flowers which may attract large numbers of bees; and (i) Outdoor signs, both free-standing or attached to buildings, should be designed and located so as to: (i) be in scale with the overall development or buildings to which they relate, and by sympathetic to the desired character of the zone, and the character of the locality; (ii) not impair the view of, or from, nearby developments; and (iii) not distract attention from traffic control information or devices.

Movement of People and Goods

77 Development should conform with the following principles relating to traffic, parking and vehicles access, in addition to any relevant land use specific parking standards: (a) Development should provide safe and convenient access for private vehicles, cyclists, pedestrians, service vehicles, emergency vehicles and public utility vehicles. (b) Development adjacent to arterial roads and outside centre or mixed use zones should be confined to land uses which generate low traffic volumes.

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(c) Access points onto public roads should be designed and located so as to minimise traffic hazards, queuing on public roads, and intrusion into adjacent residential areas. (d) The number, design and location of access points onto the arterial roads shown on Map Mit/1 (Overlay 1) should be such as to minimise traffic hazards, queuing on the

roads, right turn movements and interference with the function of intersections, junctions and traffic control devices. (e) Where development is located adjacent to an intersection it should not create an obstruction or impair the visibility for drivers of motor vehicles entering arterial roads. (f) Development should provide sufficient off-street parking to accommodate resident, visitor, customer, employee, and service vehicles. (g) (i) Where a development is required to provide car parking of 25 spaces or more, at

least one car parking space should be provided in every 25 spaces for the disabled; and (ii) Parking spaces for the disabled should be conveniently located in relation to building entrances, ramps, and other specialised access facilities required or necessary for use by the disabled. (h) Car parking areas should be designed and located so as to ensure safe and convenient pedestrian access from vehicles to facilities, and safe and convenient traffic circulation. Adequate provision should be made for manoeuvring into and out of parking bays, and, in the case of centre type development, parking areas and access ways should be designed to minimise conflict between customers and service vehicles. (i) The layout of all parking areas should be designed so as to obviate the necessity for vehicles to reverse onto public roads. (j) Car parking areas should be sealed with material which will minimise any mud or dust hazard and provide an even, low maintenance pavement. (k) Car parking areas should be:

(i) line marked to indicate parking bays, movement aisles and direction of traffic flow; (ii) graded and drained to efficiently remove surface water; and (iii) landscaped to screen and shade vehicles in the parking area whilst retaining suitable lines of sight for safe vehicle and pedestrian movements. (l) Individual car parking areas should, wherever possible, be designed and located so that: (i) vehicular movement between them does not require the use of public roads; and (ii) the number of access points is minimised. (m) Development should provide an opportunity for shared use of car parking facilities, and integration of car parking areas with adjacent development so as to reduce the total extent of car parking areas and reduce the number of access points. (n) Where traffic control measures, public works and other relevant facilities are required as a direct result of a development being undertaken, the cost of such works or facilities should be borne by the developer.

(o) Residential development located within centre zones should have access and car parking facilities separate from any access and car parking areas serving centre facilities. (p) Landscaping should be provided and maintained to screen, shade and enhance the appearance of car parking area. To this end parking spaces should not be located closer than two metres from any adjacent street alignment to allow the provision of adequate screen planting. 78 All development should be adequately serviced by providing: (a) unobtrusive, screened areas for the storage and removal of waste materials; (b) in the case of centre-type development, adequate provision on the site to enable the loading, unloading and manoeuvring of vehicles without the necessity to use public roads, and in a manner which results in minimal conflict between customer and service vehicles; and (c) and adequate on-site area which enables the manoeuvring, loading, unloading,

fuelling and storage of vehicles associated with the use of the site, and which facilitates the entry and exit of vehicles in a forward direction.

Heritage Places

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143 Development that materially affects the context within which the heritage place is situated should be compatible with the heritage place. It is not necessary to replicate historic detailing, however design elements that should be compatible include, but are

not limited to: (a) scale and bulk; (b) width of frontage; (c) boundary setback patterns; (d) proportion and composition of design elements such as rooflines, openings, fencing and landscaping; (e) colour and texture of external materials.

Appearance of Land and Buildings

150 The appearance of land, buildings, and objects should not impair the amenity of the locality in which they are situated. 151 Development, including the clearance of mature indigenous vegetation, should not

detract from the character of the locality or hinder the attainment of the desired character of the zone in which the development is to be undertaken. 154 Development should incorporate landscaping as an integral part of the design of the development.

Advertisements

162 The siting, location, size, height, scale, design, colour, shape and materials of construction of advertisements should: (a) meet the objectives for the relevant zone or area; (b) complement and enhance the predominant character of the locality; and (c) not obscure the view of attractive landscapes, streetscapes, or significant buildings. 163 An advertisement should not endanger public safety, or cause nuisance or hazard by reason of its location, construction or design by: (a) emitting excessive glare or reflection from internal or external illumination or surface materials; (b) obscuring the view of drivers of vehicles, or of pedestrians, or by screening potentially hazardous road features; (c) distracting driver's attention from the primary task of driving;

(d) being able to be confused with, or impair the conspicuous nature of, traffic control signs and devices; or (e) the flashing, animation or rotation of the advertisement. 164 Advertisements should not be erected upon: (a) a building so as to project above the eaves of the roof of the building, except on a fascia, parapet or gable end; (b) properties used wholly for residential purposes, unless erected to fulfil a statutory requirement associated with the residential use of the land; (c) a vehicle adapted and exhibited primarily as an advertisement; or (d) a public footway, vehicle carriageway, dividing strip or traffic island. 169 The number of advertisements displayed on any site should be minimised in order to avoid:

(a) visual clutter; (b) duplication of message; and (c) adverse impact on the amenity of adjacent sites and areas from which the advertisements are visible.

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170 Advertisements attached to buildings should: (a) be of appropriate colour, scale and proportion, and of an integrated design to be co-ordinated and complementary with the architectural form and design of the building the

advertisement or advertising display is located upon; and (b) not be located upon the roof or above the walls of a building, unless the advertisement or advertising display is appropriately designed to form an integrated and complementary extension of the existing building.

METROPOLITAN ADELAIDE

OBJECTIVES

1 Orderly and economic development. 2 A proper distribution and segregation of living, working and recreational activities by

the allocation of suitable areas of land for those purposes. 7 A variety and choice of dwelling types to meet the needs and preferences of all sections of the community. 10 Shopping, administrative, cultural, community, entertainment, educational, religious, and recreational, facilities located in integrated centres which are distributed rationally

throughout the area of metropolitan Adelaide. 11 Centres established and developed in accordance with a hierarchy based on function, so that each type of centre provides a proportion of the total requirement of goods and services commensurate with its role. 12 A hierarchy of centres located in centre zones or areas. 15 District centres served by public transport and including shopping facilities that provide mainly 'convenience' goods and a sufficient range of 'comparison' goods to serve the major weekly shopping trips, as well as a comparable range of other community facilities. The size of a district centre and the range of facilities within it, may vary throughout the

area of metropolitan Adelaide but should be related to the size and characteristics of the population it serves, The largest district centres should serve a population in the order of 60 000 people. 25 A form of development adjoining main roads which will: (a) ensure traffic can move efficiently and safely; (b) discourage commercial ribbon development; (c) prevent large traffic-generating uses outside designated shopping/centre zones; (d) provide for adequate off-street parking; and (e) provide limited and safe points of access and egress. 43 The amenity of localities not impaired by the appearance of land, buildings and objects.

46 Advertisements in retail, commercial and industrial urban areas and centre zones, designed to enhance the appearance of those areas.

PRINCIPLES OF DEVELOPMENT CONTROL

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17 Shopping development should be located as follows: (a) A shop, or group of shops, with a gross leasable area of greater than 250 square metres should be located in a business, centre, or shopping zone, or area.

(b) A shop, or group of shops, with a gross leasable area of 250 square metres or less should not be located on an arterial road (refer to Council Structure Plan, Map Mit/1 (Overlay 1)) unless located in a business, centre, or shopping zone, or area. (c) A shop, or group of shops, with a gross leasable area of 250 square metres or less located outside a business, centre, or shopping zone, or area, should: (i) not hinder the development or function of any business, centre, or shopping zone, or area; and (ii) conform to the design, access, and car parking requirements for business, centre, and shopping zones or areas, set out in principles of development control numbered 18, 19 and 20 below. 18 Development or redevelopment within business, centre, and shopping zones, or areas, should meet the following criteria: (a) Their location and assigned role in the centre hierarchy of designated centres and

designated centre zones, or areas. (b) The need to integrate facilities in the zone, or area. (c) Staging of development within the centre and the needs for any future expansion of the zone, or area, as a whole. (d) Multiple use of facilities and sharing of utility spaces. (e) Attractive development, with a unified design of buildings and produce a close relationship between shops in a lively setting. (f) Materials compatible with the natural features of the site and adjacent buildings. (g) Acceptable micro-climatic conditions and degree of exposure in designing and orienting buildings, and locating open space and car parking areas. (h) Development and operation of facilities within a zone, or area, compatible with adjoining areas. This should be promoted through landscaping, screen walls, centre orientation, location of access ways, buffer strips and transitional use areas. (i) Signs designed in scale with the amenity of the area, and carefully located.

Illumination from signs or floodlights should not spill over to adjacent areas. (j) Access and car parking for residential areas located within centres separate from the access and car parking areas serving the other centre facilities. (k) Integration of public transport requirements. (l) Provision of retail showrooms for the trading of bulky goods on the periphery of centres, or in designated service retail zones in inner areas. 19 Provision for the movement of people and goods within business, centre, and shopping zones, or areas, should comply with the following: (a) Development should not cause inconvenient and unsafe traffic and pedestrian movements or be likely to result in the need for significant expenditure on transport and traffic works, or facilities within, or outside, the locality. (b) Development should be concentrated for pedestrian convenience and not allowed to extend unnecessarily along road frontages; (increasing the depth of development is a

more desirable alternative). (c) The separation of pedestrian and vehicle movements within zones or areas, is most desirable to ensure safety and convenience. (d) Access to car parking areas should be designed not to cause congestion or detract from the safety of traffic on abutting roads. (e) Adequate and convenient provision should be made for service vehicles and the storage and removal of waste goods and materials.

(f) Parking areas should be consolidated and co-ordinated into convenient groups, rather than located individually, and the access points minimised. (g) Car parks should be orientated so as to facilitate direct and convenient access of pedestrians between them and the facilities they serve.

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(h) On-site parking shall be determined having regard to: (i) the amount, type and timing of movement generated by the use; (ii) the design, location and configuration of parking spaces; (iii) the ability of the site to accommodate the parking spaces;

(iv) the potential for shared use of parking spaces; (v) the effect on surrounding activities; (vi) specific in requests of cyclists; and (vii) the availability of appropriate on-street parking. (i) Retail showroom development should provide appropriate manoeuvring and circulation areas on the site, in order to accommodate trucks and trailer movements for the carriage of bulky products.

The location and design of centres and shopping development should ensure that all sources of noise, including refrigeration and air conditioning equipment, garbage collection and car parking, do not cause excessive or disturbing noise at neighbouring properties. 37 Advertisements should not detrimentally affect by way of their siting, size, shape, scale, glare, reflection or colour the amenity of areas, zones, or localities, in which they are situated. 38 Advertisements should not impair the amenity of areas, zones, or localities, in which they are situated by creating, or adding to, clutter, visual disorder and the untidiness of buildings and spaces.