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sydney-city-centre-review-of-environmental-factors

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4.1.3 Darling Harbour Development Plan No. 1<br />

Darling Harbour Development Plan No. 1 (a deemed SEPP) was introduced with the<br />

specific purpose <strong>of</strong> provisioning the development <strong>of</strong> Darling Harbour. Whilst the<br />

policies and provisions <strong>of</strong> the plan do not apply to the proposal (refer to section 4.1.1)<br />

they are relevant in identifying potential land use impacts and planning policy<br />

conflicts. The plan covers Darling Harbour and its environs. This includes the area<br />

immediately south <strong>of</strong> the Market Street intersection on Sussex Street. This falls within<br />

work site R3: Sussex Street in a location where line marking and signage changes<br />

are proposed (refer to Table 3-4, R3 (D)). The plan permits development <strong>of</strong> transport<br />

facilities within the precinct. Furthermore, the proposal would not hinder or preclude<br />

the proposed development <strong>of</strong> Darling Harbour. Consequently, the proposal is<br />

consistent with the land use development provisions <strong>of</strong> the plan.<br />

4.2 Local <strong>environmental</strong> and development plans<br />

The proposal is located entirely within the City <strong>of</strong> Sydney LGA. With the exception <strong>of</strong><br />

the land covered by the Darling Harbour Development Plan No. 1 (refer to<br />

section 4.1.3), development control and land use zoning is managed under the<br />

Sydney Local Environmental Plan (City <strong>of</strong> Sydney Council, 2012) (Sydney LEP) and<br />

the Sydney development control plans (Sydney DCPs) (City <strong>of</strong> Sydney Council,<br />

various).<br />

4.2.1 Sydney Local Environmental Plan 2012<br />

Whilst the policies and provisions <strong>of</strong> the Sydney LEP do not apply to the proposal<br />

(refer to section 4.1.1) they are relevant in identifying potential land use impacts and<br />

planning policy conflicts.<br />

The proposal footprint is located on land zoned for three uses (refer to Figure 4-1):<br />

B8: metropolitan <strong>centre</strong> (covering the majority <strong>of</strong> the proposal footprint)<br />

SP2: infrastructure (including classified roads and railways)<br />

B4: mixed use.<br />

Table 4-1 describes the land use objectives <strong>of</strong> each zone and the proposal’s<br />

consistency, or otherwise, with these objectives.<br />

Table 4-1<br />

Consistency with the Sydney LEP land use zoning objectives<br />

Land use zone (location) and objectives<br />

B8 Metropolitan Centre zone<br />

Proposal’s consistency with objectives<br />

(Covers all work sites with the exception <strong>of</strong> those locations discussed below)<br />

<br />

<br />

<br />

Recognise and provide for the preeminent<br />

role <strong>of</strong> business, <strong>of</strong>fice, retail,<br />

entertainment and tourist premises in<br />

Australia’s participation in the global<br />

economy<br />

Provide opportunities for an intensity <strong>of</strong><br />

land uses commensurate with<br />

Sydney’s global status<br />

Permit a diversity <strong>of</strong> compatible land<br />

uses characteristic <strong>of</strong> Sydney’s global<br />

status and that serve the workforce,<br />

visitors and wider community<br />

Sydney City Centre Capa<strong>city</strong> Improvement 146<br />

Review <strong>of</strong> Environmental Factors<br />

<br />

<br />

<br />

The proposal promotes the efficient<br />

and effective use <strong>of</strong> Sydney’s roads.<br />

Indirectly, this would allow the <strong>city</strong><br />

<strong>centre</strong> to continue to function as a<br />

diverse metropolitan <strong>centre</strong><br />

By continuing to make best use <strong>of</strong> the<br />

available street space, the proposal<br />

provides opportunities to sustain a<br />

diverse range <strong>of</strong> land uses in the<br />

metropolitan area<br />

Whilst there would be short-term<br />

impacts to a number <strong>of</strong> active street<br />

frontages during construction and a

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