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DEVELOPMENT APPLICATIONPDPLANPMTD-2020/008745

APPLICANT: Prime Design

PROPOSAL: Fuel Sales

LOCATION: 116 Cambridge Park Drive, CAMBRIDGE

RELEVANT PLANNING SCHEME: Clarence Interim Planning Scheme 2015

ADVERTISING EXPIRY DATE: 11 June 2020

In addition to the Application Form(s), Certificate of Title(s) and any associated consent documents the following information is available on request:

Nil

The relevant plans and documents can be inspected at the Council offices, 38 Bligh Street, Rosny Park, during normal office hours until 11 June 2020.

Any person may make representations about the application to the General Manager, by writing to PO Box 96, Rosny Park, 7018 or by electronic mail to [email protected]. Representations must be received by Council on or before 11 June 2020. To enable Council to contact you if necessary, would you please also include a day time contact number in any correspondence you may forward.

Inspection at council offices: In response to the Covid-19 pandemic, council has enacted its Business Continuity and Recovery Plan. Council has closed its office at 38 Bligh Street, Rosny Park to the general public. If you wish to view the above application(s) other than via Council’s website, please phone City Planning on ph: (03) 6217 9550 to make an appointment time to attend the council office.

Any personal information submitted is covered by Council’s privacy policy, available at www.ccc.tas.gov.au or at the Council offices.

mailto:[email protected]

http://www.ccc.tas.gov.au/

BUILDING DRAWINGS

No DRAWING

05 FLOOR PLAN

06 ELEVATIONS

07 ELEVATIONS

08 ROOF PLAN

09 SIGNAGE DETAILS

BUILDING DRAWINGS

No DRAWING

01 SITE PLAN

02 SITE LANDSCAPING PLAN

03 LOCALITY PLAN

04 TURNING CIRCLES

CANOPY AREA 596.29 m2 ( 64.12 SQUARES )

CONTROL ROOM

FLOOR AREA

18.60 m2 ( 2.00 SQUARES )

p(h)+

Accredited Building Practitioner: Frank Geskus -No CC246A

160 New Town Road, New Town, Hobart 7008

info@ primedesigntas.com.au primedesigntas.com.au 03 6228 4575

p(l) + 10 Goodman Court , Invermay Launceston 7248

03 6332 3790

PROPOSED FUEL STOP116 CAMBRIDGE PARK DRIVE,CAMBRIDGE

PLANNING

TAS PETROLEUM

MAY 2020

PD19294

8

9

9

9

BOUNDARY 98.54 m

BOUN

DARY 102.28 m

BOUND

ARY 8

7.00 m

BOUNDARY 19.21 m

B'D

RY

11.38 m

CAMBRID

GE P

ARK D

RIV

E

TASMAN HIGHWAY

DRAINAGE EASEMENT

'A' 2

.50 m

WID

E

10000

10000

512

70

NEIGBOUR

ING B

UILDING

EX. SHIPPING

CONTAINER

STORMWATER

CONNECTION

ELEC. TURRET

ELEC. CONNECTION

COMMS.

CONNECTION

COMMS. PIT

FIRE PLUG

STOP VALVE

DATUM

SEWER CONNECTION

RL 7.77

SIDE

ENTRY PIT

GRATED PIT

PROPOSED NEW

CROSSOVER

EX.

CROSSOVER

WIDEN CROSSOVER

TO COUNCIL

STANDARDS

9978

9000

30635

PROPOSED

CANOPY

FFL 8.500

CONTROL ROOM

& TOILET BLOCK

7m HIGH FUEL

PRICE SIGN.

REFER DETAIL

ON PAGE 08

2000

2500

3000

7m HIGH FUEL

PRICE SIGN.

REFER DETAIL

ON PAGE 08

16000

UNDERGROUN

D T

ANK 14.8

mx2.5ø

70,0

00L P

ETROL

UNDERGROUN

D T

ANK 14.8

mx2.5

ø

60,0

00L D

IESEL

10,0

00L A

D B

LUE

10000

5000

P1

P2

P3

P4

Drafted by: Approved by:

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Client name:

Accredited building practitioner: Frank Geskus -No CC246A

10 Goodman Court, Invermay Tasmania 7248, p(l)+ 03 6332 3790 160 New Town Road, New Town, Hobart 7008p(h)+ 03 6228 [email protected] primedesigntas.com.au

@ A21 : 250

F.G.G.D.D.H.

SITE PLAN

PD19294 -01

13.05.2020


PLANNING

TAS PETROLEUM

04

1 : 250

SITE PLAN

GENERAL NOTES

• CHECK & VERIFY ALL DIMENSIONS & LEVELS ON SITE

• WRITTEN DIMENSIONS TO TAKE PREFERENCE OVER SCALED

• ALL WORK TO BE STRICTLY IN ACCORDANCE WITH NCC 2019, ALL

S.A.A.. CODES & LOCAL AUTHORITY BY-LAWS

• ALL DIMENSIONS INDICATED ARE FRAME TO FRAME AND DO NOT

ALLOW FOR WALL LININGS

• CONFIRM ALL FLOOR AREAS

• ALL PLUMBING WORKS TO BE STRICTLY IN ACCORDANCE WITH

A.S. 3500 & APPROVED BY COUNCIL INSPECTOR

• BUILDER/PLUMBER TO ENSURE ADEQUATE FALL TO SITE

CONNECTION POINTS IN ACCORDANCE WITH A.S. 3500 FOR

STORMWATER AND SEWER BEFORE CONSTRUCTION COMMENCES

• THIS DRAWING IS TO BE READ IN CONJUNCTION WITH THE

ENGINEER'S STRUCTURAL DRAWINGS

• ALL WINDOWS AND GLAZING TO COMPLY WITH A.S. 1288 & A.S.

2047

• ALL SET OUT OF BUILDINGS & STRUCTURES TO BE CARRIED OUT

BY A REGISTERED LAND SURVEYOR AND CHECKED PRIOR TO

CONSTRUCTION

• IF CONSTRUCTION OF THE DESIGN IN THIS SET OF DRAWINGS

DIFFER FROM THE DESIGN AND DETAIL IN THESE AND ANY

ASSOCIATED DOCUMENTS BUILDER AND OWNER ARE TO NOTIFY

DESIGNER

• BUILDER'S RESPONSIBILITY TO COMPLY WITH ALL PLANNING

CONDITIONS

• BUILDER TO HAVE STAMPED BUILDING APPROVAL DRAWINGS AND

PERMITS PRIOR TO COMMENCEMENT OF CONSTRUCTION

• CONSTRUCTION TO COMPLY WITH AS 3959, READ IN CONJUNCTION

WITH BUSHFIRE ATTACK LEVEL (BAL) ASSESSMENT REPORT.

SITE DETAIL

HORIZONTAL DATUM IS ARBITRARY

VERTICAL DATUM IS ARBITRARY

WARNINGS:

THE DETAIL SHOWN / RECORDED

• MAY ONLY BE CORRECT AT THE DATE OF SURVEY.

• IS NOT A COMPLETE REPRESENTATION OF ALL SURFACE AND

UNDERGROUND DETAIL.

• SHOULD ONLY BE USED FOR THE PURPOSES INTENDED.

THE LOCATIONS OF UNDERGROUND SERVICES ARE

APPROXIMATE ONLY AS INDICATED BY SURFACE FEATURES.

PRIOR TO ANY CONSTRUCTION REFER TO RELEVANT AUTHORITIES

FOR DETAILED LOCATION OF ALL SERVICES.

CONTOUR INTERVAL 0.20m

BOUNDARY 98.54 m

BOUN

DARY 102.28 m

BOUND

ARY 8

7.00 m

BOUNDARY 19.21 m

B'D

RY

11.38 m

CAMBRID

GE P

ARK D

RIV

E

TASMAN HIGHWAY

DRAINAGE EASEMENT

'A' 2

.50 m

WID

E

EX. SHIPPING

CONTAINER

STORMWATER

CONNECTION

ELEC. TURRET

ELEC. CONNECTION

COMMS.

CONNECTION

COMMS. PIT

FIRE PLUG

STOP VALVE

DATUM

SEWER CONNECTION

RL 7.77

SIDE

ENTRY PIT

GRATED PIT

PROPOSED NEW

CROSSOVER

EX.

CROSSOVER

WIDEN CROSSOVER

TO COUNCIL

STANDARDS

PROPOSED

CANOPY

FFL 8.500

CONTROL ROOM

& TOILET BLOCK

7m HIGH FUEL

PRICE SIGN.

REFER DETAIL

ON PAGE 08

7m HIGH FUEL

PRICE SIGN.

REFER DETAIL

ON PAGE 08

P1

P2

P3

P4

EX. VEGETATIO

N

CUT BACK EX.

VEGETAION

REMOVE

EX. TREE

REMOVE

EX. TREE

B.

CP

SC.

KB

GT

SC.

CP

CP

CP

CP

KB

KB

KB

KB

KB

KB

KB

KB

KB

SHRUBS 2000-3000

-BANKSIA ERICIFOLIA

-CALLISTEMON-"KINGS PARK SPECIAL"

SHRUBS 1000-1500

-GREVILLIA SERICEA

-GREVILLIA SP

GRASSES

-LOMANDRA LONGIFOLIA

-"FAN FLOWER" SCAEVOLA SP

MULCH

-'BOYER BARK' OR SIMILAR

LEGEND

CP

WASTE STORAGE 1.5m2B.

CONCRETE PATH/DRIVEWAY

SC. SCREEN 1.8m HIGH

GATE

KERB

SECURITY LIGHTS

KB

GT

MULCH OR SIMILAR

TREE 6000


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@ A21 : 250

F.G.G.D.D.H.

SITE LANDSCAPING PLAN

PD19294 -02

13.05.2020


PLANNING

TAS PETROLEUM

04

1 : 250

SITE LANDSCAPING PLAN

CAMBRID

GE P

ARK D

RIV

E

TASMAN HIGHWAY

BUNGANA WAY

KYEEMA PLAC

E


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@ A21 : 1000

F.G.G.D.D.H.

LOCALITY PLAN

PD19294 -03

13.05.2020


PLANNING

TAS PETROLEUM

04

1 : 1000

LOCALITY PLAN THIS SITE IS ZONED COMMERCIAL AND SITS WITHIN A AIRPORT BUFFER AREA OVERLAY

8

9

10

9

8

9

8

9

10

9

89

BOUNDARY 98.54 m

BOUN

DARY 102.28 m

BOUND

ARY 8

7.00 m

BOUNDARY 19.21 m

B'D

RY

11.38 m

CAMBRID

GE P

ARK D

RIV

E

TASMAN HIGHWAY

BOUNDARY 98.54 m

BOUN

DARY 102.28 m

BOUND

ARY 8

7.00 m

BOUNDARY 19.21 m

B'D

RY

11.38 m

CAMBRID

GE P

ARK D

RIV

E

TASMAN HIGHWAY


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@ A21 : 500

F.G.G.D.D.H.

TURNING CIRCLES

PD19294 -04

13.05.2020


PLANNING

TAS PETROLEUM

04

1 : 500

TURNING CIRCLES - ENTRY FROM THE NORTH

1 : 500

TURNING CIRCLES - ENTRY FROM THE SOUTH

VEHICLE TURNING CIRCLES

AUSTROADS

DESIGN: B-DOUBLE (25m)

RADIUS: 15m

TURNING SPEED: 0-5Km/H

OVERALL LENGTH: 25m

OVERALL WIDTH: 2.5m

TRACK WIDTH: 2.5m

EXHAUST FAN-VENT TO

OUTSIDE AIR.

COLUMNCOL

FIRE EXTINGUISHER

EMERGENCY STOP

LEGEND

EX

ES

600X 600x600 DEEP CONCRETE PIT

T44 GALV GRATED LIDPIT

G.T. 300mm WIDE GRATED TRENCH

645ø I.D. HUME PIPE BOLLARDBOL

COL

COL

COL

COL

CARD READER

BO

L

BO

L

BO

L

ES

EX

50mm HIGH

ROLLOVER BERM

50mm HIGH

ROLLOVER

BERM

D.P.

D.P.

NOTE: ALLOW FOR

POWER FOR LIGHTING

GRATED TRENCHGRATED TRENCH

GRATED TRENCH

18930

31500

PIT

PIT

PIT

D.P.

D.P.

PIT

ES

EX

BO

L

2000

COL

COL

BO

L

D.P.

D.P.

BO

L

COL

COL

BO

L

D.P.

D.P.

BO

L

5960

9460 10460

LX6P BOWSER

DIESEL/AD-

BLUE BOWSER

DIESEL/AD-

BLUE BOWSER

3000

40

00

10930

40

00

2000 6500 10000 11000 2000

30003000

1715

EXTER

NAL E

DG

E O

F B

OW

SER

TO

EXTER

NAL E

DG

E O

F B

OW

SER

1550

017

15

CL CL CL CL

C L

LX6P BOWSER

LX6P BOWSER

C L

ES

EX

ES

EX

FALL FALL

705.65 m²

BUNDED AREA

60

00

3100

2715

2715

2720

1

2

CONTROL

ROOM

BSN.

WC

SHR

WC

2.0° FALL

GUTTER

D.P.

CONC. LID


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@ A21 : 100

F.G.G.D.D.H.

FLOOR PLAN

PD19294 -05

13.05.2020


PLANNING

TAS PETROLEUM

04

NOTE:

FLOOR AREAS INCLUDE TO EXTERNAL FACE OF CANOPY

CANOPY AREA 596.29 m2 ( 64.12 SQUARES )

CONTROL ROOM

FLOOR AREA

18.60 m2 ( 2.00 SQUARES )

1 : 100

FLOOR PLAN

1 : 100

CONTROL ROOM PLAN1 : 100

CONTROL ROOM ROOF PLAN

FLOOR8500

CEILING

570

012

00

E.S.L.

F.S.L.

7569

FLOOR8500

CEILING

120

0570

0

E.S.L.

F.S.L.

7588

1 : 100

NORTH EASTERN ELEVATION

1 : 100

SOUTH EASTERN ELEVATION


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F.G.G.D.D.H.

ELEVATIONS

PD19294 -06

13.05.2020


PLANNING

TAS PETROLEUM

04

EXISTING SURFACE LEVEL (E.S.L.)

FINISHED SURFACE LEVEL (F.S.L.)

COLORBOND TRIMDEK FASCIA

TO BE CONFIRMED BY CLIEN

BOWSERS BY

OTHERS

ROOF CLADDING TO BE

KLIPLOCK (1° FALL) INSTALL AS

PER MANUFACTURERS SPECS.

FLOOR8500

CEILING

120

0570

0

F.S.L.

E.S.L.

7398

FLOOR8500

CEILING

120

0570

0

E.S.L.

6948

FLOOR8500

CEILING

240

0

2.0°

E.S.L.

F.S.L.

FLOOR8500

CEILING

240

0

F.S.L.

E.S.L.

FLOOR8500

CEILING

240

0

F.S.L.

E.S.L.

FLOOR8500

CEILING

240

0

2.0°

E.S.L.

F.S.L.

1 : 100

NORTH WESTERN ELEVATION

1 : 100

SOUTH WESTERN ELEVATION


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F.G.G.D.D.H.

ELEVATIONS

PD19294 -07

13.05.2020


PLANNING

TAS PETROLEUM

04

COLORBOND TRIMDEK FASCIA

TO BE CONFIRMED BY CLIEN

BOWSERS BY

OTHERS

ROOF CLADDING TO BE

KLIPLOCK (1° FALL) INSTALL AS

PER MANUFACTURERS SPECS.

1 : 100

NORTH EASTERN ELEVATION1 : 100

NORTH WESTERN ELEVATION1 : 100

SOUTH EASTERN ELEVATION1 : 100

SOUTH WESTERN ELEVATION

PAR

APET

PAR

APET

PARAPET

PARAPET

RID

GE

BO

X G

UTTER

RID

GE

RID

GE

1.5°1.5° 1.5°

1.5° 1.5°1.5° 1.5°

1.5°

BO

X G

UTTER

BO

X G

UTTER

BO

X G

UTTER

400x100 BOX GUTTER

C/W 400x400 SUMP

800x100 BOX GUTTER

C/W 800x400 SUMP

D.P.

D.P.

D.P.

D.P.

D.P.

D.P.

D.P.

D.P.


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F.G.G.D.D.H.

ROOF PLAN

PD19294 -08

13.05.2020


PLANNING

TAS PETROLEUM

04

1 : 100

ROOF PLAN


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@ A2

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SIGNAGE DETAILS

PD19294 -09

13.05.2020


PLANNING

TAS PETROLEUM

04

of 6

13 May 2020

Clarence City Council

P O Box 96

Rosny Park

TAS 7018

Dear Planner,

Re: Proposed vehicle fuel sales at 116 Cambridge Park Drive, Cambridge

The proposal for this site at 116 Cambridge Park Drive a 24-hour, 7 day a week vehicle fuel sales

operation. The planned use of the development is that it is unmanned, except for times where

maintenance is required. This proposal is a discretionary application under the Commercial Zone in the

Interim Planning Scheme 2015. The proposal includes a canopy which covers the fuel sales area. There are

4 lanes dedicated for light vehicles (cars) and 4 lanes for medium and heavy vehicles (trucks and similar).

A control room complete with toilet is to be constructed at the rear of the site. The main purpose of the

fuel stop is to service card holders for medium and heavy vehicles.

If you have any further questions to do with the development, please do not hesitate to ask.

23.3 Use Standards

23.3.1 Hours of Operation

A1 N/a. This site is not within 50m of a residential zone. As this is an unmanned fuel

station. It will be open to the public 24 hours a day, 7 days a week.

23.3.2 Noise

A1 N/a. Due to proposed use, noise emissions will not measure at 55dB at a residential

zone.

23.3.3 External Lighting

A1 N/a. This site is not within 50m of a residential zone.

A2 Complies, proposed lighting will be aligned to the ground from the canopy.

23.3.4 Commercial Vehicle Movements


of 6

23.3.5 Outdoor Work Areas


23.4 Development Standards for Buildings and Works

23.4.1 Building Height

A1 Complies; refer to elevations

A2 N/a, not close to a residential zone

23.4.2 Setback

A1 Complies with frontage to Cambridge Park Drive. Does not comply with setbacks

required setback to Tasman Highway. Cannot meet 20m.

P1

(a) The development is consistent with the design future character statements

for that area as it is subservient to the use of major retail and commercial

developments within this area. With appropriate landscaping it will help

promote the gateway to the city image while also providing a necessary

product for motorists.

(b) This proposal will be compatible in the way that it is different to the

neighbouring developments. Being on the corner of Cambridge park drive,

you have no development next to it. then you have this development which

is mostly open with a canopy over the top. 122 Cambridge Park Drive is a

closed in warehouse. So, there is a progression as you drive pass this

development from open space, semi closed space to fully closed space.

(c) Since it is purely an open structure; its scale will feel smaller than something

that has been closed in. This development will be a nice contrast with its

surrounding context, which are closed in sheds & warehouses.

(d) Refer to Traffic Impact Assessment for comments on parking.

(e) Be sufficiently setback from the frontage:

i. The total area of the site is 4997m2. The area applied for the 20m

frontage across Tasman Highway is 2270m2. (this is excluding

Cambridge Park Drive) The combined area of intrusion is only

120m2, which is only 5.28% of the area. So, its proportion of its

intrusion is only minor.

ii. With the line taken from the existing warehouse on 122 Cambridge

park drive. It appears to fit in with the adjoining lots on the

streetscape.

iii. As the intrusion relates to the corner on the Tasman highway

frontage, its immediate impact will be minimal due to the road users

having a lower line of sight to this development. Reducing the

impact of its frontage.

iv. The control room is a minor component to the site and is enhance

by the landscaping proposed to be around it.

v. Refer to site landscaping plan for details on the appearance of the

site vs. the appropriate vehicle access allowed for the site.

(f) Complies, 10m setback of the Tasman Highway frontage.

of 6

A2 N/a. Not neighbouring to a general residential zone.

A3 Complies, refer to site plan

23.4.3 Design

A canopy design like our proposal1

A1

(a) N/a. No alterations to existing façade.

(b) Complies, electrical equipment will be in or around control room.

(c) Complies

(d) Canopy roof will be clad in colour of the shell branding and white.

(e) Does not comply. Canopy will be seen from Tasman Highway

(f) Does not comply, as there is not glazing proposed, we cannot comply with this

acceptable solution. The concrete block shed does not require glazing as it is for

safekeeping of electrical and a toilet facility.

P1

(a) Refer to Urban Design Context Report.

(b) Cladding to the parapet to be colorbond trimdek & flashing top and bottom.

(c) The façade is only minimal and will not be the key element that impacts

upon the street.

(d) N/a. No walls fronting Tasman Highway.

(e) N/a. No ancillary uses are proposed.

(f) Complies, Canopy will be adequately lighted to ensure safety of all uses of

the fuel stop.

(g) Complies.

(h) Site Landscaping will contribute to obscuring this development from the

highway. Refer to plan to see further landscaping to aid in obscuring this

development from view.

(i) This development will provide to the Cambridge precinct a service that is

subservient to the surrounding uses. This fits in with the desired future

character statements through ensuring that it fits within in the landscape as

part of the gateway to the City.

1 Shell, 2020, https://www.shell.com.au/motorists/shell-fuels/shell-v-power-premium-fuels/shell-v-power-98.html

https://www.shell.com.au/motorists/shell-fuels/shell-v-power-premium-fuels/shell-v-power-98.html

of 6

A2 N/a. The site does not adjoin a residential zone.

23.4.4 Passive Surveillance

A1

(a) N/a. As the site is used for fuel sales only, with no associated corner store.

Pedestrian access will not be required as users will be driving onto site.

(b) N/a. As the control room/toilet. As it is not a permanent workspace, it is not an

adequate place to be able to survey from.

(c) N/a. As it is not a permanent workspace, it is not an adequate place to be able to

survey from.

(d) No concealed alcoves created by this development.

(e) Complies

(f) Complies

23.4.5. Landscaping

A1 No Acceptable Solution.

P1

(a) Refer to site landscaping plan for details. The use of landscaping will

enhance the appearance of the development.

(b) Refer to site landscaping plans for details

(c) Complies

(d) This fuel stop will be an asset to the Cambridge precinct through offering

fuel to the major retailers and commercial entities that serve the Clarence

municipality. The development of the frontage to the Tasman Highway will

be adequately landscaped to ensure it keeps the character of the highway as a

gateway to the greater Hobart area.

(e) Refer to site landscaping plan

(f) Complies, refer to site landscaping plan for details.

A2 N/a.

23.4.6 Outdoor Storage Areas

A1

(a) Complies

(b) Complies

(c) Complies

23.4.7 Fencing

A1

(a) Complies, no fencing proposed.

(b) Complies

(c) Complies

of 6

E5.0 Road and Railway Assets Code

Refer to the traffic impact assessment for further information to do with this code.

E6.0 Parking & Access Code

Refer to the traffic impact assessment for further information to do with this code.

E7.0 Stormwater Management Code

Refer to the Civil Documentation provided by IPD Consulting for reference to this code.

17.0 Signs Code

E17.7.1 Standards for Signs

A1 The fuel price sign is an exempt sign under Table E17.1 Exempt Signs.

In relation to Table E17.2 Sign Standards

(a) Complies, only two signs provided.

(b) Does not comply, each face is 14.67m2.

(c) Complies.

A fuel Sign is a permitted sign under Table E17.3 Status of signs in zones.

P1

(a) As this is purely a fuel sign, it will not dominate the landscape it is in. It will

be well vegetated around and the canopy will be the key building that will

dominate the streetscape.

(b) The fuel sign is a common size seen at petrol stations around the site.

(c) The sign is part of proprietary system so its materials will be protected for

the environment it has to be in.

(d) As this is a commercial zone, it will not impact on the amenity of

neighbouring properties

(e) This will not involve repetition of messages or information on the same

street frontage. There is a sign for each frontage, being Tasman Highway &

Cambridge Park Drive respectively.

(f) This sign will not contribute to or exacerbate visual clutter.

(g) This sign will not cause a safety hazard.

A2

(a) Complies, one sign is for the street frontage

(b) N/a.

(c) Complies

(d) Complies

A3 Complies

A4 Complies

of 6

E25.0 Airport Buffer Code

E25.3.2 All Development

A1 Complies. Development has less than 15m height and it is less than 48m AHD.

Kind regards

Drew den Hartog

Prime Design

116 Cambridge Park Drive

Traffic Impact Assessment

March 2020

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Contents

1. Introduction 4

1.1 Background 4

1.2 Traffic Impact Assessment (TIA) 4

1.3 Statement of Qualification and Experience 4

1.4 Project Scope 5

1.5 Subject Site 5

1.6 Reference Resources 6

2. Existing Conditions 7

2.1 Transport Network 7

2.2 Road Safety Performance 8

3. Proposed Development 9

3.1 Development Proposal 9

4. Traffic Impacts 11

4.1 Traffic Generation 11

4.2 Trip Distribution 11

4.3 Access Impacts 11

4.4 Road Safety Impacts 17

5. Parking Assessment 18

5.1 Parking Provision 18

5.2 Planning Scheme Requirements 18

5.3 Car Parking Layout 18

5.4 On-Site Turning 19

6. Conclusions 20

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Figure Index Figure 1 Subject Site & Surrounding Road Network 6

Figure 2 Cambridge Park Drive 7

Figure 3 Proposed Development Plans – Site Layout 9

Figure 4 Proposed Development Plans – Site Detail 10

Table Index Table 1 Planning Scheme SISD Requirements (Table E5.1) 16

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116 Cambridge Park Drive - Traffic Impact Assessment

1. Introduction

1.1 Background

Midson Traffic were engaged by Prime Design to prepare a traffic impact assessment for the development of an unmanned fuel stop that can be used by cars and trucks at 116 Cambridge Park Drive, Cambridge.

1.2 Traffic Impact Assessment (TIA)

A traffic impact assessment (TIA) is a process of compiling and analysing information on the impacts that a specific development proposal is likely to have on the operation of roads and transport networks. A TIA should not only include general impacts relating to traffic management, but should also consider specific impacts on all road users, including on-road public transport, pedestrians, cyclists and heavy vehicles.

This TIA has been prepared in accordance with the Department of State Growth (DSG) publication, A Framework for Undertaking Traffic Impact Assessments, September 2007. This TIA has also been prepared with reference to the Austroads publication, Guide to Traffic Management, Part 12: Traffic Impacts of Developments, 2009.

Land use developments generate traffic movements as people move to, from and within a development. Without a clear understanding of the type of traffic movements (including cars, pedestrians, trucks, etc), the scale of their movements, timing, duration and location, there is a risk that this traffic movement may contribute to safety issues, unforeseen congestion or other problems where the development connects to the road system or elsewhere on the road network. A TIA attempts to forecast these movements and their impact on the surrounding transport network.

A TIA is not a promotional exercise undertaken on behalf of a developer; a TIA must provide an impartial and objective description of the impacts and traffic effects of a proposed development. A full and detailed assessment of how vehicle and person movements to and from a development site might affect existing road and pedestrian networks is required. An objective consideration of the traffic impact of a proposal is vital to enable planning decisions to be based upon the principles of sustainable development.

This TIA has been assessed against the requirements of E5.0, Road and Railway Assets Code, and E6.0, Parking and Access Code of the Clarence Interim Planning Scheme 2015.

1.3 Statement of Qualification and Experience

This TIA has been prepared by an experienced and qualified traffic engineer in accordance with the requirements of Council’s Planning Scheme and The Department of State Growth’s, A Framework for Undertaking Traffic Impact Assessments, September 2007, as well as Council’s requirements.

The TIA was prepared by Keith Midson. Keith’s experience and qualifications are briefly outlined as follows:

24 years professional experience in traffic engineering and transport planning.

Master of Transport, Monash University, 2006

Master of Traffic, Monash University, 2004

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Bachelor of Civil Engineering, University of Tasmania, 1995

Engineers Australia: Fellow (FIEAust); Chartered Professional Engineer (CPEng); Engineering Executive (EngExec); National Engineers Register (NER)

1.4 Project Scope

The project scope of this TIA is outlined as follows:

Review of the existing road environment in the vicinity of the site and the traffic conditions on the road network.

Provision of information on the proposed development with regards to traffic movements and activity.

Identification of the traffic generation potential of the proposal with respect to the surrounding road network in terms of road network capacity.

Review of the parking requirements of the proposed development. Assessment of this parking supply with Planning Scheme requirements.

Traffic implications of the proposal with respect to the external road network in terms of traffic efficiency and road safety.

1.5 Subject Site

The subject site is located at 116 Cambridge Park Drive, Cambridge. The site is currently a vacant lot within an industrial area.

The subject site and surrounding road network is shown in Figure 1.

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Figure 1 Subject Site & Surrounding Road Network

Image Source: LIST Map, DPIPWE

1.6 Reference Resources

The following references were used in the preparation of this TIA:

Clarence Interim Planning Scheme, 2015 (Planning Scheme)

Austroads, Guide to Traffic Management, Part 12: Traffic Impacts of Developments, 2009

Austroads, Guide to Road Design, Part 4A: Unsignalised and Signalised Intersections, 2019

Department of State Growth, A Framework for Undertaking Traffic Impact Assessments, 2007

Roads and Maritime Services NSW, Guide to Traffic Generating Developments, 2002 (RMS Guide)

Roads and Maritime Services NSW, Updated Traffic Surveys, 2013 (Updated RMS Guide)

Australian Standards, AS2890.1, Off-Street Parking, 2004 (AS2890.1:2004)

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2. Existing Conditions

2.1 Transport Network

For the purpose of this report, the transport network consists of Cambridge Park Drive only. Other roads, such as Tasman Highway, Bungana Way and Kennedy Drive were considered in the context of the overall transport network but not examined in detail.

Cambridge Park Drive is a collector road that connects between the Cambridge Park commercial/ industrial estate and Bungana Way. At its western end, Cambridge Park Drive connects to the Tasman Highway at a left-in/ left-out slip lane access junction. Cambridge Park Drive carries approximately 4,000 vehicles per day. It has a posted speed limit of 70-km/h. Cambridge Park Drive is shown in Figure 2.

Figure 2 Cambridge Park Drive

Northern Access – looking south Northern Access – looking north

Southern Access – looking south Southern Access – looking north

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2.2 Road Safety Performance

Crash data can provide valuable information on the road safety performance of a road network. Existing road safety deficiencies can be highlighted through the examination of crash data, which can assist in determining whether traffic generation from the proposed development may exacerbate any identified issues.

Crash data was obtained from the Department of State Growth for a 5+ year period between 1st January 2015 and 29th February 2019 for the full length of Cambridge Park Drive. No crashes were reported during this time.

It was noted that one crash was reported in Bungana Way during this time (towards its western end). A further 6 crashes were reported at the two intersections of Bungana Way with Kennedy Drive (5 at the roundabout at the western end and 1 at the T-junction at its eastern end). Of these crashes, 3 involved minor injury.

The crash data does not indicate that there are any specific road safety deficiencies associated with the network that may be exacerbated by traffic generated by the proposed development

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3. Proposed Development

3.1 Development Proposal

The proposed development is a 24-hour unmanned fuelling station. The proposed development is for trucks and passenger vehicles.

The site is unmanned with all sales self-serve using a credit card reader. Basic amenities are provided on-site, including toilets and emergency facilities. Space is available for service parking near the eastern boundary of the site (4 spaces).

There are two accesses provided. Refuelling is available via three defined lanes with bowsers located between these lanes.

The proposed development is shown in Figure 3 and Figure 4.

Figure 3 Proposed Development Plans – Site Layout

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Figure 4 Proposed Development Plans – Site Detail

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4. Traffic Impacts

4.1 Traffic Generation

There is little literature available for traffic generation associated with unmanned vehicle fuelling stations. The RMS Guide provides the following rate for ‘Service Stations and Convenience Stores’:

Evening peak hour vehicle trips = 0.04 A(S) + 0.3 A(F)

Where: A(S) = area of site in square metres; and

A(F) = gross area of convenience store.

In this case, there is no convenience store, only a service station. The actual evening peak traffic (truck) generation of the development is therefore lower than 0.04 x A(s).

Using this as a basis for estimating the traffic generation, we have a peak hour traffic generation of 160 vehicles per hour (based on a site area of approximately 4,000m2).

The RMS Guide suggests that daily traffic generation associated with fuel sales may represent 17 times the evening peak generation. On a daily basis, the proposed development may generate approximately 2,720 vehicles per day (spread across 24 hours). Note that many of these traffic generation movements would already be on the road network and would represent ‘pass by trips’ (ie. traffic that is already using Cambridge Park Drive that accesses the site as part of an existing trip along the road).

It is likely that the fuel station will service the local area (ie. industrial traffic from the nearby industrial estates, hire car companies that operate near the airport, workers at the Hydro Tasmania offices, workers at the Cambridge Park Estate, etc).

4.2 Trip Distribution

The traffic accessing the site is likely to have a relatively even distribution to/from the north/south along Cambridge Park Drive.

The traffic generation will be split evenly between both accesses on the site, with vehicles moving through the site in one direction (entering from one access and exiting at the other).

4.3 Access Impacts

The development proposes two accesses: the existing access located at the northern boundary of the site and a new access at the southern end of the site on Cambridge Park Drive.

4.3.1 Traffic Generation Impacts

With regards to the existing access, the Acceptable Solution A2 of Clause E5.5.1 of the Planning Scheme states: “The annual average daily traffic (AADT) of vehicle movements, to and from a site, using an existing

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access or junction, in an area subject to a speed limit of more than 60km/h, must not increase by more than 10% or 10 vehicle movements per day, whichever is the greater”.

The access is likely to generate 1,360 vehicles per day (based on the assumption that the sum of all entry and exit trips will be spread evenly between both accesses – a vehicle will enter at one of the accesses and exit at the other, therefore half of the trip generation will occur at each access).

The existing access at the development therefore does not comply with the requirements of Acceptable Solution A2 of Clause E5.5.1 of the Planning Scheme.

The Performance Criteria P2 of Clause E5.5.1 of the Planning Scheme states:

“Any increase in vehicle traffic at an existing access or junction in an area subject to a speed limit of more than 60km/h must be safe and not unreasonably impact on the efficiency of the road, having regard to:

(a) the increase in traffic caused by the use;

(b) the nature of the traffic generated by the use;

(c) the nature and efficiency of the access or the junction;

(d) the nature and category of the road;

(e) the speed limit and traffic flow of the road;

(f) any alternative access to a road;

(g) the need for the use;

(h) any traffic impact assessment; and

(i) any written advice received from the road authority”.

The following is relevant with respect to the proposal:

a. Traffic increase. The traffic generation of the development is likely to be 2,720 vehicles per day, spread evenly across two accesses (1,360 vehicles per day at each access). A large portion of traffic will be ‘pass-by’ traffic on Cambridge Park Drive, that is traffic that is already travelling on the road. Service stations rely heavily on passing trade and often locate on or near busy arterial or collector roads to maximise passing trade.

b. Nature of traffic. Traffic associated with the development will be similar in nature to the existing traffic currently using Cambridge Park Drive.

c. Nature and efficiency of access. The access will have a peak trip generation of approximately 80 vehicles per hour (160 vehicles per hour spread evenly across both accesses to the site). This is a relatively low level of traffic generation that can readily be accommodated in the network. It will operate at a relatively high level of service.

d. Nature and category of road. Cambridge Park Drive is a collector road that can cater for the increased traffic generated by the proposed development.

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e. Speed limit and traffic flow of road. The posted speed limit of Cambridge Park Drive is 70-km/h. The estimated traffic flow is 4,000 vehicles per day.

f. Alternative access. No alternative access is available or considered necessary.

g. Need for use. The access is considered necessary to cater for the traffic generation of the site.

h. Traffic impact assessment. This report documents the findings of a traffic impact assessment.

i. Road authority advice. Council (as road authority) has indicated that a traffic impact assessment is required to accompany the development application.

Based on the above assessment the development meets the requirements of Performance Criteria P2 of Clause E5.5.1 of the Planning Scheme. In particular, the road network and the access have the capacity to absorb the peak generation of the development.

4.3.2 Number of Accesses

The Acceptable Solution A1 of Clause E5.6.2 of the Planning Scheme states “No new access or junction to roads in an area subject to a speed limit of more than 60km/h”. In this case, the development proposes two accesses (the existing access to the lot and a new access located on the southern end of the site’s frontage of Cambridge Park Drive. The development does not meet the requirements of Acceptable Solution A1 of Clause E5.6.2 of the Planning Scheme.

The Performance Criteria P1 of Clause E5.6.2 of the Planning Scheme states:

“For roads in an area subject to a speed limit of more than 60km/h, accesses and junctions must be safe and not unreasonably impact on the efficiency of the road, having regard to:

(a) the nature and frequency of the traffic generated by the use;

(b) the nature of the road;

(c) the speed limit and traffic flow of the road;

(d) any alternative access;

(e) the need for the access or junction;

(f) any traffic impact assessment; and

(g) any written advice received from the road authority”.

The following is relevant with respect to the proposal:

a. Nature and frequency of traffic generated by the use. Traffic associated with the development will be similar in nature to the existing traffic currently using Cambridge Park Drive. The traffic generation of the development is likely to be 2,720 vehicles per day, spread evenly across two accesses (1,360 vehicles per day at each access). The peak trip generation of the development

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will be approximately 80 vehicles per hour (160 vehicles per hour spread evenly across both accesses to the site).

b. Nature of road. Cambridge Park Drive is a collector road that can cater for the increased traffic generated by the proposed development

c. Speed limit and traffic flow of road. The posted speed limit of Cambridge Park Drive is 70-km/h. The estimated traffic flow is 4,000 vehicles per day.

d. Alternative access. No alternative access is available or considered necessary.

e. Need for access or junction. The use of two accesses for the site eliminates on-site turning, which may create unnecessary vehicular conflicts, particularly with trucks.

f. Traffic impact assessment. This report documents the findings of a traffic impact assessment.

g. Road authority advice. Council (as road authority) has indicated that a traffic impact assessment is required to accompany the development application.

Based on the above assessment, the development meets the requirements of Performance Criteria P1 of Clause E5.6.2 of the Planning Scheme. Specifically the use of two accesses for the site eliminates on-site turning, which may create unnecessary vehicular conflicts, particularly with trucks.

In addition to the requirements of Clause E5.6.2, the Acceptable Solution A1 of Clause E6.7.1 states “The number of vehicle access points provided for each road frontage must be no more than 1 or the existing number of vehicle access points, whichever is the greater”.

With two accesses (one more than the existing number of accesses), the proposal was assessed under the Performance Criteria P1, which states:

“The number of vehicle access points for each road frontage must be minimised, having regard to all of the following:

(a) access points must be positioned to minimise the loss of on-street parking and provide, where possible, whole car parking spaces between access points;

(b) whether the additional access points can be provided without compromising any of the following:

(i) pedestrian safety, amenity and convenience;

(ii) traffic safety;

(iii) residential amenity on adjoining land;

(iv) streetscape;

(v) cultural heritage values if the site is subject to the Local Historic Heritage Code;

(vi) the enjoyment of any ‘al fresco’ dining or other outdoor activity in the vicinity”.

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The following is relevant for the proposal:

a. On-street parking impacts. Not applicable. Cambridge Park Drive does not currently have on-street car parking near the subject site.

b. Safety.

i. Pedestrians. A pedestrian footpath is located on the opposite side of Cambridge Park Drive. Pedestrian demands are located on the opposite side of the road, away from the site’s accesses.

ii. Traffic. The accesses have maximum physical along the Cambridge Park Drive frontage as possible. The spacing is approximately 75 metres, which provides sufficient level of safety when considering the speed and traffic flow environment. The two accesses reduce the requirement for vehicles (particularly trucks) to turn on-site, thus reducing internal traffic conflicts.

iii. Residential amenity. Not applicable.

iv. Streetscape. Not applicable.

v. Cultural heritage. Not applicable.

vi. Al fresco dining. Not applicable.

Based on the above assessment, the development meets the requirements of Performance Criteria P1 of Clause E6.7.1 of the Planning Scheme.

4.3.3 Sight Distance

The Acceptable Solution A1 of Clause E5.6.4 of the Planning Scheme states “Sight distances at an access or junction must comply with the Safe Intersection Sight Distance shown in Table E5.1”.

The requirements of Table E5.1 are reproduced in Table 1.

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Table 1 Planning Scheme SISD Requirements (Table E5.1)

The Planning Scheme SISD values are based on the measured 85th percentile speed1 values for the frontage road, which have been assumed to equate to the posted speed limit of 70-km/h, although it is noted that the 85th percentile speeds would be lower than this due to the proximity of the Bungana Way access immediately to the north of the site (approximately 65 metres north of the northern access to the subject site).

This is a SISD requirement of 140 metres. The available sight distances at both accesses are shown in Figure 2. Both accesses meet the requirements of Acceptable Solution A1 of Clause E5.6.4 of the Planning Scheme noting that sight distance is available the full length of Cambridge Park Road to the north (to its northern termination at Bungana Way), with vision available through the intersection into Bungana Way.

1 The 85th percentile speed is the speed not exceeded by 85% of all vehicles.

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4.4 Road Safety Impacts

No significant adverse road safety impacts are foreseen for the proposed development. This is based on the following:

The traffic movements generated by the proposed development would largely be on the road network and would represent ‘pass by trips’.

Separate entry and exit accesses are provided. Sight distances are adequate at both accesses.

Queuing is available within the site to prevent vehicles from spilling onto Cambridge Park Drive. Three separate queues are available within the site.

The crash history of the surrounding road network near the subject site does not indicate that there are any specific road safety issues that are likely to be exacerbated by the proposed development.

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5. Parking Assessment

5.1 Parking Provision

The site provides four on-site car parking spaces. Parking also occurs within the three lanes through the site at the bowsers, with queuing available behind these spaces in both directions (from each access).

5.2 Planning Scheme Requirements

The Parking and Access Code, E6.0, sets out the Planning Scheme parking requirements for a development.

Acceptable Solution, A1, of E6.6.1 of the Planning Scheme states: “The number of on-site car parking spaces must be no less than the number specified in Table E6.1”.

The parking requirements for ‘vehicle fuel sales and service’ use in Table E6.1 of the Planning Scheme requires 6 spaces to each work bay plus 1 space to each 20m2 floor area of convenience store. In this case the development does not provide work bays or a convenience store and therefore requires no parking.

The proposed development does not require parking as it is unmanned. There is no demand for sales within a traditional ‘shop’ environment, and all sales are self-serve using a credit card reader. The parking provision is associated with maintenance of the site and the amenities.

The proposed development provides parking alongside the bowsers for cars and trucks.

The parking provision is considered adequate to cater for the likely demands of the proposed development.

The provision of four on-site car parking spaces exceeds the Table E6.1 requirement for no spaces and therefore the Acceptable Solution A1 of Clause E6.6.1 of the Planning Scheme is met.

5.3 Car Parking Layout

The Acceptable Solution A1 of Clause E6.7.5 of the Planning Scheme states “The layout of car parking spaces, access aisles, circulation roadways and ramps must be designed and constructed to comply with section 2 “Design of Parking Modules, Circulation Roadways and Ramps” of AS/NZS 2890.1:2004 Parking Facilities Part 1: Off-street car parking and must have sufficient headroom to comply with clause 5.3 “Headroom” of the same Standard”.

The design of the car parking areas of the proposed development have been designed in accordance the requirements of AS2890.1 as follows:

User Class 3 (short-term city and town centre parking)

Space width 2.6 metres

Space length 5.4 metres

Aisle width 5.8 metres

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The parking spaces comply with these physical dimensions.

The slope of the car park was also assessed. Section 2.4.6 of AS2890.1 states that the maximum grades within a car park shall be:

Measured parallel to the angle of parking 1 in 20 (5%)

Measured in any other direction 1 in 16 (6.25%)

In this case all parking spaces comply with these maximum slope requirements.

The Acceptable Solution A1 of Clause E6.7.5 of the Planning Scheme is met.

5.4 On-Site Turning

The Acceptable Solution A1 of Clause E6.7.4 of the Planning Scheme states

“On-site turning must be provided to enable vehicles to exit a site in a forward direction, except where the access complies with any of the following:

(a) it serves no more than two dwelling units;

(b) it meets a road carrying less than 6000 vehicles per day.”

In this case, vehicles can enter and exit in a forward motion due to the provision of two accesses to the site (noting that trucks require a relatively large area for turning, thus the provision of two accesses eliminates the need for on-site turning for large trucks). Cars and smaller vehicles can turn on-site, with a relatively large expanse of hard stand area.

The Acceptable Solution A1 of Clause E6.7.4 of the Planning Scheme is therefore met.

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6. Conclusions

This traffic impact assessment (TIA) investigated the traffic and parking impacts of a proposed unmanned fuel station at 116 Cambridge Park Drive, Cambridge.

The key findings of the TIA are summarised as follows:

The traffic generation of the proposal is likely to be 2,720 vehicles with a peak generation of 160 vehicles per hour.

The refuelling station will attract vehicles (cars and trucks) that are predominantly on the surrounding transport network, thus reducing the overall increase in traffic utilising Cambridge Park Drive.

The proposed access configuration of two accesses on Cambridge Park Drive is considered acceptable for the forecast traffic generation of the proposed development. The access configuration complies with the requirements of Performance Criteria P1 of Clause E5.6.2, and Performance Criteria P1 of Clause E6.7.1 of the Planning Scheme.

There is sufficient available Safe Intersection Sight Distance past the site’s access to comply with the Acceptable Solution, E5.6.4 of the Planning Scheme.

The parking provision of four spaces meets the requirements of Acceptable Solution A1 of Clause E6.6.1 of the Planning Scheme.

Based on the findings of this report and subject to the recommendations above, the proposed development is supported on traffic grounds.

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Midson Traffic Pty Ltd ABN: 26 133 583 025

25 Hinman Drive Kingston TAS 7050 T: 0437 366 040 E: [email protected] W: www.midsontraffic.com.au

© Midson Traffic Pty Ltd 2020

This document is and shall remain the property of Midson Traffic Pty Ltd. The document may only be used for the purposes for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited.

Document Status

Revision Author Review Date

0 Keith Midson Zara Kacic-Midson 27 March 2020

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