Review of environmental factors: Appendices · F2.2(c) A unisex facility required for people with a...

Appendix A Proposal drawings

NEW STAIR

removed extg stair

STORAGEdinghes & optimist

1900

NEW PUBLIC ACCESS TO WHARF

FOOTPATH

SAND

new

rol

ler

shut

ter

INSTRUCTION AREA

Ambulance trolley access subject to further design development

Acces to first floor to comply with AS1428 Access for people with disabilities, by ALTERNATIVE SOLUTION of stair lift

outdoor shower & hose down points

sail racks over

new

rol

ler

shut

ter

ENTRY

dinghes & optimist

8 kayakmobile rack

1900

UP STAIR LIFT

If wc wanted then must be accessible

Access WC area

UP

dinghiesoptimist2725

optimist optimist

SectionScale 1:10002

Level 5 67-69 Regent Street, Chippendale NSW 2008 : 612 9310 1010 : 612 9310 1088 : www.weirphillips.com.au : [email protected]

PROJECT

CLIENT

DWG

ISSUE DATE REVISION

PROJECT #

DWG #

REVISION

DATE #

SCALE @ A3

DRAWN

CHKD

NSW Registration Number 6385 Robert Weir

For Information09/01/13A

Proposed Ground Floor Concept Plan

Watson Bay Pilot Station

Maritime Property ServicesWBP

A0113/09/2012

1:100

tho

B

B 12/3/13 Stair Lift added for Access requirements

north

0 0 0 M

DO NOT SCALE DRAWINGS.CHECK ALL DIMENSIONS AND LEVELS ON SITE.REPORT DISCREPANCIES TO ARCHITECT PRIOR TO COMMENCING WORK.COPYRIGHT FOR THIS DESIGN RESIDES WITH THE ARCHITECTS.

5 10Ground Floor Plan Scale 1:10001

NEW STAIR

removed extg stair

STORAGEdinghes & optimist

1900

NEW PUBLIC ACCESS TO WHARF

FOOTPATH

SAND

new

rol

ler

shut

ter

INSTRUCTION AREA

Ambulance trolley access subject to further design development

Acces to first floor to comply with AS1428 Access for people with disabilities, by ALTERNATIVE SOLUTION of stair lift

outdoor shower & hose down points

sail racks over

new

rol

ler

shut

ter

ENTRY

dinghes & optimist6 kayak

mobile rack

1900

UP STAIR LIFT

Access WC area

UP

1900If wc wanted then must be accessible

dinghiesoptimist2725

optimist optimist

SectionScale 1:10002


PROJECT

CLIENT

DWG

ISSUE DATE REVISION

PROJECT #

DWG #

REVISION

DATE #

SCALE @ A3

DRAWN

CHKD


Stair Lift added for Access requirements12/3/13A

OPTION Proposed Ground Floor Concept Plan



A01-OPT13/09/2012

1:100

tho

A

north

0 0 0 M


5 10Ground Floor Plan Scale 1:10001


PROJECT

CLIENT

DWG

ISSUE DATE REVISION

PROJECT #

DWG #

REVISION

DATE #

SCALE @ A3

DRAWN

CHKD


For Information09/01/13A

Proposed First Floor Concept Plan



A0213/09/2012

1:100

tho

C

B 12/3/13 Stair Lift added for Access requirementsC 10/9/13 Office added

north

0 0 0 M


5 10

UP UP

NEW DECK

MULTIPURPOSE MEETING + CLASSROOM(required 60m2 for 30 students) si

nk

Preliminary BCA (NCC) check ALL TO BE CONFIRMED BY BCA CONSULTANT

Classification 7b & 9bType B construction

D1.2 (d) in addition to any horizontal exit, not less than 2 exits must be provided from the following:(v) each storey in a primary or secondary school with a rise in storeys of 2 or more

Table D1.13 area per personSchool - general classroom 2m2 per personStorage space - 30m2 person

Table D3.1 7b & 9b required access for people with disability

E1.4 Fire Hose reels required

F2.3 Sanitary facilities in class 3 to 9 buildings

table F2.3Class 9b schools

employeesmale 1-20 (1 WC) 1-10 (0 urinal) 1-30 (1 basin)female 1-5 (1 WC) 1-30 (1 basin)

studentsmale 1-25 (1 WC) 1-50 (1 urinal) 1-10 (1 basin)female 1-10 (1 WC) 1-10 (1 basin)

F2.2(c) A unisex facility required for people with a disability may be counted once for each sex.

F2.4 accessible sanitary facilities(a) accessible unisex sanitary compartments must be provided in accessible parts of the building in accordance with Table F2.4 (a) & AS1428.1 NEW STAIR

KITC

HENE

TTE FEMALE

toilet +change room

bag

hook

s

STORAGEtables & chairs

STAIR LIFTbench

MALEtoilet +

change room

ACCESStoilet +

change room

bench

bag

hook

s

bag

hook

s

UP UP

NEW DECK

MULTIPURPOSE MEETING +CLASSROOM 55m2

(60m2 req'd for 30 students)












F2.4 accessible sanitary facilities(a) accessible unisex sanitary compartments must be provided in accessible parts of the building in accordance with Table F2.4 (a) & AS1428.1 NEW STAIR

FEMALEtoilet +

change room

STAIR LIFTbench

bag

hook

s

bag

hook

s

sink

KITCHENETTE

OFFICEMALEtoilet +

change room

ACCESStoilet +

change room

bench

STORAGEtables & chairs

bag hooks

First FloorScale 1:10001












F2.4 accessible sanitary facilities(a) accessible unisex sanitary compartments must be provided in accessible parts of the building in accordance with Table F2.4 (a) & AS1428.1












F2.4 accessible sanitary facilities(a) accessible unisex sanitary compartments must be provided in accessible parts of the building in accordance with Table F2.4 (a) & AS1428.1

Appendix B Consideration of clause 228(2) factors and matters of national environmental significance

Clause 228(2) Checklist In addition to the requirements of the Is an EIS required? guideline as detailed in the REF, the following factors, listed in clause 228(2) of the Environmental Planning and Assessment Regulation 2000, have also been considered to assess the likely impacts of the proposal on the natural and built environment.

Factor Impact

a. Any environmental impact on a community? There would be impacts to public space and parking during construction of the proposal. There would be construction noise impacts associated with construction. The Pilot Station would be available for use by recreational vessels and water taxis following construction of the new wharf. The proposal would result in improved public training facility and access to public transport during operation. Impacts would be minimised through implementing the safeguards and management measures identified in Chapter 6 of the REF.

Low, temporary negative impact. Low, short-term negative impact. Long-term positive impact. Long-term positive impact.

b. Any transformation of a locality? View and landscape character impacts associated with the proposal would be low to moderate and low respectively. The scale, location and design of the proposal would have minimal impact on the visual amenity of the area.

Low, temporary negative impact.

c. Any environmental impact on the ecosystems of the locality?

The proposal would not result in any impacts on the ecosystems.

Nil

d. Any reduction of the aesthetic, recreational, scientific or other environmental quality or value of a locality

There would be a temporary reduction in the aesthetic quality of the locality due to the demolition and construction works proposed.

Low to moderate, temporary negative impact.

Factor Impact

e. Any effect on a locality, place or building having aesthetic, anthropological, archaeological, architectural, cultural, historical, scientific or social significance or other special value for present or future generations?

The proposal would not result in any impacts on the locality, place or building having aesthetic, anthropological, archaeological, architectural, cultural, historical, scientific or social significance or other special value for present or future generations.

Nil

f. Any impact on the habitat of protected fauna (within the meaning of the National Parks and Wildlife Act 1974)?

The proposal would not endanger any habitat of protected fauna.

Nil

g. Any endangering of any species of animal, plant or other form of life, whether living on land, in water or in the air?

The proposal would not endanger any species of animal, plant or other form of life whether living on land, in water or in the air due to the limited scope of work.

Nil.

h. Any long-term effects on the environment? Long-term positive effects of the proposal include improved access for people with a disability. The proposal would provide greater amenity for users of the Pilot Station in the long term through the provision of an upgraded and high quality training facility.

Long-term positive impact. Long-term positive impact.

i. Any degradation of the quality of the environment? Contamination of water from accidental spills, leaks, sediment run off and litter during construction. The potential impact is high however with the implementation of safeguards in sections 5.9 and 6.2 the likelihood of water contamination occurring would be reduced. Operation of the Pilot Station may result in water quality impacts from general litter generated by users.

Low, short-term negative impact. Low, long-term negative impact.

j. Any risk to the safety of the environment? Construction work at the temporary compound may result in spills from construction equipment into the water increasing localised turbidity, changes to the pH and contamination.

Short-term negative impact

Factor Impact

k. Any reduction in the range of beneficial uses of the environment?

Changes to visual amenity and reduction of car parking spaces would impact on the beneficial uses of the area.

High, short-term negative impact.

l. Any pollution of the environment? Pollution may result from accidental spills during the construction period. These potential impacts are discussed further in Chapter 6 of the REF.

Short-term negative impact.

m. Any environmental problems associated with the disposal of waste?

All wastes would be disposed of at an appropriately licensed facility. These impacts would be long-term. There would be no significant environmental problems associated with waste disposal.

Long-term negative impact.

n. Any increased demands on resources (natural or otherwise) that are, or are likely to become, in short supply?

The proposal would not greatly increase the demands on resources natural or otherwise that are likely to become in short supply. All resources required are readily available.

Nil.

o. Any cumulative environmental effect with other existing or likely future activities?

No major negative cumulative impacts have been identified for the proposal. Overall, impacts are expected to be long-term and positive.

Long-term positive impact.

p. Any impact on coastal processes and coastal hazards, including those under projected climate change conditions?

The proposal would not impact on coastal process or coastal hazards. These issues are assessed in greater detail in section 5.19 of the REF.

Nil.

Matters of National Environmental Significance Under the environmental assessment provisions of the Environment Protection and Biodiversity Conservation Act 1999, the following matters of national environmental significance and impacts on Commonwealth land are required to be considered to assist in determining whether the proposal should be referred to the Australian Government Department of Sustainability, Environment, Water, Population and Communities.

Factor Impact

a. Any impact on a World Heritage property? There would be no impact to World Heritage property.

Nil.

b. Any impact on a National Heritage place? There would be no impact to National Heritage places.

Nil.

c. Any impact on a wetland of international importance?

There would be no impact to wetlands of international importance.

Nil.

d. Any impact on a listed threatened species or communities? There would be no impact to listed threatened species or communities.

Nil.

e. Any impacts on listed migratory species? There would no impact on listed migratory species.

Nil.

d. Any impact on a Commonwealth marine area? There would be no impact on any Commonwealth marine area.

Nil.

g. Does the proposal involve a nuclear action (including uranium mining)?

The proposal would not involve a nuclear action.

Nil.

Additionally, any impact (direct or indirect) on Commonwealth land? The proposal would not impact (either directly or indirectly) on Commonwealth land.

Nil.

Appendix C

Noise and vibration assessment report

Acoustics

Vibration

Structural Dynamics

Sydney Melbourne Brisbane Gold Coast Kuwait

Renzo Tonin & Associates ABN 29 117 462 861

Level 1/418A Elizabeth St SURRY HILLS NSW 2010 | PO Box 877 STRAWBERRY HILLS NSW 2012

P (02) 8218 0500 F (02) 8218 0501 [email protected] www.renzotonin.com.au

WATSONS BAY BOATING SAFETY

EDUCATION CENTRE

Acoustic Assessment

30 January 2014

Weir Phillips Architects

TG447-01F02 (r2) Watsons Bay Boating Education Centre

RENZO TONIN & ASSOCIATES 30 JANUARY 2014

WEIR PHILLIPS ARCHITECTS

ii WATSONS BAY BOATING SAFETY EDUCATION CENTRE

TG447-01F02 (R2) WATSONS BAY BOATING EDUCATION CENTRE ACOUSTIC ASSESSMENT

Document Details

Detail Reference

Doc Reference: TG447-01F02 (r2) Watsons Bay Boating Education Centre

Prepared for: Weir Phillips Architects

Address: Level 5, 69 Regent St

Chippendale NSW 2008

Attention: Mr James Phillips

Document Control

Date Revision History Non-Issued

Revision

Issued

Revision Prepared Instructed Authorised

06/11/2013 Draft 0 AC GW

19/11/2013 First Issue 1 AC GW

30/01/2014 Second Issue 2 AC GW GW

The work presented in this document was carried out in accordance with the Renzo Tonin & Associates Quality Assurance System, which is

based on Australian Standard / NZS ISO 9001.

This document is issued subject to review and authorisation by the Team Leader noted by the initials printed in the last column above. If no

initials appear, this document shall be considered as preliminary or draft only and no reliance shall be placed upon it other than for

information to be verified later.

This document is prepared for our Client's particular requirements which are based on a specific brief with limitations as agreed to with the

Client. It is not intended for and should not be relied upon by a third party and no responsibility is undertaken to any third party without

prior consent provided by Renzo Tonin & Associates. The information herein should not be reproduced, presented or reviewed except in

full. Prior to passing on to a third party, the Client is to fully inform the third party of the specific brief and limitations associated with the

commission.

The information contained herein is for the purpose of acoustics only. No claims are made and no liability is accepted in respect of design

and construction issues falling outside of the specialist field of acoustics engineering including and not limited to structural integrity, fire

rating, architectural buildability and fit-for-purpose, waterproofing and the like. Supplementary professional advice should be sought in

respect of these issues.



iii WATSONS BAY BOATING SAFETY EDUCATION CENTRE


Contents

1 Introduction 1

2 Project Description 2

2.1 Site Description 2

2.2 Proposed Development 3

2.2.1 Hours of Operation 3

2.2.2 Acoustic Aspects of the Development 3

2.3 Assessment Methodology 4

3 Project Noise Goals 5

3.1 Noise Criteria 5

3.2 Assessment Locations 5

3.3 Existing Acoustic Environment 5

3.4 Operational Noise Goals 7

4 Operational Noise Assessment 8

4.1 Noise Sources 8

4.2 Noise Predictions 9

4.3 Discussion and Recommendations 10

5 Construction Noise 11

6 Conclusion 12

APPENDIX A Glossary of Terminology 13

APPENDIX B Site Map - Measurement and Assessment Locations 15

APPENDIX C Noise/Vibration Complaint Management Procedure 16

List of Tables

Table 1: Assessment Locations 5

Table 2: Measurement Location 6

Table 3: Short-Term Noise Measurement Results 6

Table 4: Operational Noise Criteria – Patron Noise 7

Table 5: Boat Motor Sound Power Levels 8

Table 2: Sound Pressure Levels 1m from person speaking 8

Table 7: Predictive Noise Assessment 9

List of Figures

Figure 1: Location Map 2

Figure 2: Recommended standard hours for construction (Table 1 from ICNG) 11



1 WATSONS BAY BOATING SAFETY EDUCATION CENTRE


1 Introduction

Renzo Tonin & Associates was engaged by the NSW Roads & Maritime Services (RMS) to conduct an

environmental noise impact assessment of operational noise from the proposed redevelopment of the

Watsons Bay Pilot Centre to become a boating safety education centre.

The report quantifies the noise impact from activities associated with the development and assesses

potential noise impact on nearby receivers in accordance with criteria outlined in the Noise Guide for

Local Government.

The work documented in this report was carried out in accordance with the Renzo Tonin & Associates

Quality Assurance System, which is based on Australian Standard / NZS ISO 9001. Appendix A contains a

glossary of acoustic terms used in this report.





2 Project Description

2.1 Site Description

The subject site is located on the waterfront at the southern end of Marine Parade, to the west of

Salisbury Street, Watsons Bay, NSW. The existing pilot centre building is a two storey weather board

building with a flat metal deck roof, standing at street level and extending out over the water. The

building has its own private wharf extending approximately 85m out into the bay for mooring and

boarding of water craft. Access to the building is at street level via the adjacent public footpath. The

proposed refurbishment of the building includes storage for small craft and kayaks within the ground

floor. Dinghies and motors will be stored in lockers at the western end of the wharf.

Residential properties are located to the north east at 1 Marine Pde, and to the south east at 12

Salisbury St. The boundaries of the residential properties are approximately 10m from the subject

building and water's edge.

The area between the site and Salisbury St, and separates the properties at 1 Marine Pde and

12 Salisbury St, is public space.

Figure 1: Location Map

1 Marine Pde

12 Salisbury St

Salisbury St

Marine Pde

Hopetoun Ave

Watsons Bay

Pilot Centre

(proposed site)

Proposed motor

powered dinghy

storage and operation





2.2 Proposed Development

The proposed development relates to the refurbishment to the existing pilot station building to provide

teaching facilities for boat safety. The development will include:

Classrooms and storage of small water craft including kayaks and small sail training craft.

Capacity for 15 to 30 students. Generally school aged children.

Up to five small dinghies with 9.9Hp outboard motors for the purpose of training. Dinghies

are to be stored and operated from the western end of the wharf.

Sailing craft to be launched from the beachfront.

Students to arrive and depart via public transport or mini bus. No parking to be provided for

the facility.

2.2.1 Hours of Operation

The proposed hours of operation are restricted to daylight hours. As the facility will be focussed on

catering to groups of school students, the hours of activity will typically be between 10:00am and

4:00pm, Monday to Friday. The typical proposed program is as follows:

10:00am - 11:00am - Students arrive at facility. Receive instructional training within

classrooms.

11:00am - 12:30pm - First activity session. Class split into two groups: one group sailing small

dinghies from the beachfront; the second group using motorised dinghies at the end of the

wharf.

12:30pm - 1:30pm - Lunch provided within the facility.

1:30pm - 3:00pm - Second activity session. Groups swap activity.

3:00pm - 4:00pm - Student depart facility.

2.2.2 Acoustic Aspects of the Development

The primary noise emission sources potentially impacting nearby receivers from the proposal are:

Outboard motors from up to five dinghies.

Patron noise emission from the outdoor activities located on the wharf and beachfront.

Consideration has also been given to noise during refurbishment of the building.





2.3 Assessment Methodology

In order to assess the potential noise impact from the subject proposed facility the following

methodology was used:

Identify nearest most potentially affected receiver locations to the subject site

Determine existing background noise levels at the receiver locations

Use ambient noise and background levels to establish noise goals in accordance with the

established noise criteria

Using predictive noise modelling, determine the extent of noise impact from the proposed

usage on nearby residential premises

Identify where noise emission from the site may exceed the relevant criteria, and

Where noise emission from the site may exceed the relevant criteria provide

recommendations to reduce noise impacts from the site.





3 Project Noise Goals

3.1 Noise Criteria

In the absence of specific noise criteria stipulated by RMS, reference is made to the NSW Noise Guide for

Local Government (NGLG). According to the NGLG, the intrusiveness of a noise source may generally be

considered acceptable if the equivalent continuous (energy-average) A-weighted level of noise from the

source (represented by the LAeq descriptor) does not exceed the background noise level measured in the

absence of the source by more than 5dB(A). The intrusiveness criterion is summarised as follows:

LAeq,15minute Rating Background Level (RBL) plus 5dB(A)

3.2 Assessment Locations

The nearest most potentially affected receivers to the site were identified as:

Table 1: Assessment Locations

Location ID Description

A1 1 Marine Pde - Residential property located at the southern end of Marine Pde, fronting the public

reserve adjacent to the subject site. The boundary of the property is approximately 10m from the subject

building and water's edge and 65m from the wharf.

A2 12 Salisbury St - Residential property located at the western end of Salisbury St, fronting the public

reserve adjacent to the subject site. The boundary of the property is approximately 12m from the subject

building and water's edge and 75m from the wharf.

Appendix B details the measurement and assessment locations.

3.3 Existing Acoustic Environment

Noise impact at the receiver locations is assessed against noise goals established from the existing noise

environment of the area without the subject premise in operation. Appendix B of the NSW EPA Industrial

Noise Policy (INP) presents two methods of determining the background noise levels of an area being

‘B1 – Long-term background noise method’ and ‘B2 – Short-term background noise method’. For the

subject assessment, short-term noise monitoring was undertaken to establish the existing acoustic

environment as an appropriate location for long-term monitoring was not available.

Background noise varies over the course of any 24 hour period, typically from a minimum at 3am in the

morning to a maximum during morning and afternoon traffic peak hours. Therefore, the INP requires

that the level of background and ambient noise be assessed separately for the daytime, evening and

night-time periods. The INP defines these periods as:

Day - 7:00am to 6:00pm, Monday to Saturday and 8:00am to 6:00pm Sundays & Public

Holidays.

Evening - 6:00pm to 10:00pm, Monday to Sunday & Public Holidays.





Night - 10:00pm to 7:00am, Monday to Saturday and 10:00pm to 8:00am Sundays & Public

Holidays.

Short-term noise measurements were undertaken at the following locations (see Appendix B):

Table 2: Measurement Location

Location ID Address Description

S1 12 Salisbury St

Noise data represents the ambient and background noise for residences at Salisbury St

and marine Pde. Public reserve area between the western boundary and waterfront.

Approximately 2m from the residential boundary and 10m from water's edge, in the

free field.

The equipment used for the noise measurements was a Brüel & Kjær Type 2250 precision sound level

analyser which is a Class 1 instrument having an accuracy suitable for field and laboratory use. The

instrument was calibrated prior and subsequent to measurements using a Bruel & Kjaer Type 4231

calibrator. No significant drift in calibration was observed. All instrumentation complies with AS IEC

61672.1 2004 'Electroacoustics - Sound Level Meters' and carries current NATA certification (or if less than

2 years old, manufacturers certification).

The results of the short-term measurement data is presented in Table 3.

Table 3: Short-Term Noise Measurement Results

Location Date Time

Measured Noise

Level, dB(A) Comments on Measured Noise Levels

LAeq LA90

S1 – Salisbury St 30/10/2013 11:34 - 11:49 52 45 Noise environment was determined by water

lapping the beach, birds, aircraft including sea

plane and helicopters. 11:49 - 12:04 52 44

12:07 - 12:22 53 43

12:22 - 12:37 52 44

1/11/2013 13:19 - 13:34 53 46 Noise environment was determined by water


plane and helicopters, crowds of people using the

beach, crowds on the deck of the nearby yacht

club.

13:34 - 13:49 52 46

13:49 - 14:04 54 48

14:04 - 14:19 50 43

14:19 - 14:34 54 44

14/11/2013 15:27 - 15:42 51 43 Noise environment was determined by water


plane, helicopters and skywriters, a few people

using the beach.

15:42 - 15:57 54 44

15:57 - 16:12 56 46

Notes Red text indicates lowest LA90

Extraneous noise was excluded from the measurement data. The lowest LA90 (15 min) background noise

measurement period presented in Table 3, shown in red, was adopted as the rating background level in

accordance with the INP assessment procedures.





3.4 Operational Noise Goals

Table 4 sets out the project specific operational noise goals for the proposed development based on the

measured background levels presented in Table 3 and the criteria in Section 3. As the facility is only to

be used during the daytime period, evening and night time criteria are not presented.

Table 4: Operational Noise Criteria – Patron Noise

Assessment Locations Time Period Intrusiveness Criteria, LAeq, 15 min, dB(A)

A1 & A2 - Boundary of the nearest affected

residential receivers.

Day 48

Notes: Day is defined as 7:00am to 6:00pm, Monday to Saturday; 8:00am to 6:00pm Sundays & Public Holidays.





4 Operational Noise Assessment

4.1 Noise Sources

Noise from the facility potentially affecting nearby residential receivers will be primarily boat motor

noise from the dinghies at the wharf. Noise level data obtained from measurements of similar types of

outboard boat motors have been used for the predictions. Modelling was conducted on the basis of five

dinghies operating at the wharf area. The sound power level for the motors used is presented in Table 5.

Table 5: Boat Motor Sound Power Levels

Noise Source Descriptor Overall dB(A)

Single 9Hp outboard boat motor - under power Lw LAeq, 81

It is expected that noise will be generated by student conversation on the beachfront and wharf during

the outdoor activity sessions. This would generally be consistent with the typical use of the beach by

members of the public as observed during multiple site visits. Groups of students are expected to be no

more than 10-15 at either location, and will generally be receiving instruction from a tutor. It is

considered that the student conversational noise will not contribute a character or level of noise atypical

of the local environment. Notwithstanding, a quantitative assessment has been carried out for activities

on the beach, being the nearest location to residential premises.

Noise generated by people talking is referenced in many technical papers and books. Table 6 presents

noise level spectrum for different levels of speech efforts for a single person when measured 1 metre

away. It has been assumed that the instructor would use either a raised or loud voice to communicate

with the group, whilst individual conversation may either be normal or raised level (50% of people

assumed talking at once).

Table 6: Sound Pressure Levels 1m from person speaking

Noise Source Overall

dB(A)

Octave Band Centre Frequency – Hz, dB(Z)

31.5 63 125 250 500 1k 2k 4k 8k

Loud (male) 75 - - 56 65 72 71 66 60 51

Loud (Female) 71 - - 32 58 64 67 64 57 50

Raised (male) 65 - - 54 59 64 58 54 49 43

Raised (Female) 62 - - 35 55 60 58 54 49 44

Normal (male) 58 - - 49 50 52 51 47 43 38

Normal (Female) 55 - - 35 51 54 49 44 43 39

Notes: Source reference – Handbook of Acoustical Measurements and Noise Control, Third Edition, Cyril M. Harris.

A Speaker’s vocal effort is also affected by ambient noise. In ambient noise levels above 50dB(A), a normal-hearing person

typically raises his or her voice. On the average, voice levels are raised approximately 3 to 6dB for every 10dB increase in noise

level above 50dB(A).





4.2 Noise Predictions

Noise predictions have been undertaken in accordance with ISO9613. Predictions include the following

assumptions:

Motor Powered Dinghies

To be stored and operated from the western end of the wharf. Dinghies are assumed

not to operate from the beachfront.

The minimum distance from the proposed location of dinghies to the boundary of the

nearest residential property is 65m.

Five outboard motors are assumed to be operating simultaneously for 50% of the

15-minute assessment period

People Noise

Activities occurring on beach to south of building.

Male Instructor talking with loud and raised vocal effort for 5 minutes, located on

beach.

15 children, 50% talking at once, half with raised voice, the other with normal

conversation.

A summary of predicted noise levels at the critical receiver locations (as shown in Appendix B) are

presented in Table 7.

Table 7: Predictive Noise Assessment

Assessment

Location Source

Duration of operation

in a 15-minute period

Distance to

Receiver, m

Predicted

Noise Level

LAeq 15minute

Criteria

LAeq 15min

Compliance

Achieved

A1 – 1 Marine Pde 5 x 9hp outboard

motors

7.5 min 65 41 48 Yes

Tutor Instruction

(50% raised, 50%

loud male)

5 min 35 36 48 Yes

Other Conversation

(50% raised, 50%

normal)

10 min 35 39 48 Yes

TOTAL 44 48 Yes

A2 – 12 Salisbury St 5 x 9hp outboard

motors

7.5 min 75 40 48 Yes

Tutor Instruction

(50% raised, 50%

loud male)

5 min 18 42 48 Yes

Other Conversation

(50% raised, 50%

normal)

10 min 18 45 48 Yes

TOTAL 47 48 Yes





4.3 Discussion and Recommendations

The predicted noise levels set out in Table 7 indicate that the potentially most affected receiver is

Location A2 - 12 Salisbury St. Compliance is however predicted during the daytime period. The

assumptions regarding number and use of boat motors, as well as activities on the beach are considered

conservative and it is not expected that actual activities will generate the extent of noise predicted.





5 Construction Noise

The proposed development includes refurbishment to the existing pilot station building. The

refurbishment will involve internal and external works. Internal works are to include new steel structure

framing, refurbishment of timber floors and stairs, and a full internal fit out. External works are to include

the replacement of the roof and stairs, new doorway, ramps and decks.

Installation of the steel frame and roof structures will require craning in. This is expected to take place

over several days. Works generating potentially intrusive noise is limited to the use of hand held

jackhammers for the preparation for a new concrete ramp. Intrusive noise is therefore expected to be of

limited duration. It is expected that a concrete truck would deliver the concrete for the new ramp and is

expected to be limited to one day.

The Construction Methodology prepared by Weir Phillips Architects states the construction duration is

anticipated to be 12 weeks from initial site establishment until final lock-up. However it is anticipated

that the external works likely to generate intrusive noise or potential disturbance to neighbouring

residents is not expected to be continuous and is likely to be limited to a total period of one to two

weeks.

The proposed hours of construction are stated within the Construction Methodology to be in

accordance with the approved DA consent conditions, and are expected to be consistent with the NSW

Interim Construction Noise Guideline (ICNG, 2009). The ICNG provides guidelines for assessing noise

generated during the construction phase of developments.

The recommended standard hours for construction, as stated in Table 1 of the Guideline are provided

below.

Figure 2: Recommended standard hours for construction (Table 1 from ICNG)

Work Type Recommended standard hours of work *

Normal construction Monday - Friday 7am to 6pm

Saturday 8am to 1pm

No work on Sundays or public holidays

Notes * The relevant authority (consent, determining or regulatory) may impose more or less stringent construction hours

On the basis of the small scale, short duration and hours of construction of the proposed works that are

likely to generate potential disturbance to neighbouring residents, it is considered that a quantitative

construction noise assessment is not warranted.

Notwithstanding, it is recommended that a complaints procedure should form part of the construction

methodology. An example of a complaints procedure has been included in Appendix C. In addition,

neighbouring residents could be advised of the proposed works and contact details of a representative

if they have enquiries.





6 Conclusion

Renzo Tonin & Associates have completed an assessment of noise impact from the proposed boat

safety training facility at the former pilot's centre at Watsons Bay.

Operational noise from the proposed use on the potentially most affected noise sensitive residential

locations has been quantified and compared to the noise guidelines set by the Noise Guide for Local

Government.

The noise sources with potential to impact nearby sensitive receivers were assessed to be use of motor

powered dinghies from the private wharf and activities along beach frontage. The proposal has been

assessed as complying with the relevant noise criteria on the basis of conservative assumptions

regarding use of boat motors and activities on the beach.

Consideration has also been given to potential noise impact during the construction phase, however

based on the extent and scale of works, all within standard hours a quantitative assessment was not

deemed to be warranted.





APPENDIX A Glossary of Terminology

The following is a brief description of the technical terms used to describe noise to assist in

understanding the technical issues presented.

Adverse Weather Weather effects that enhance noise (that is, wind and temperature inversions) that occur at a site

for a significant period of time (that is, wind occurring more than 30% of the time in any

assessment period in any season and/or temperature inversions occurring more than 30% of the

nights in winter).

Ambient Noise The all-encompassing noise associated within a given environment at a given time, usually

composed of sound from all sources near and far.

Assessment Period The period in a day over which assessments are made.

Assessment Point A point at which noise measurements are taken or estimated. A point at which noise

measurements are taken or estimated.

Background Noise Background noise is the term used to describe the underlying level of noise present in the ambient

noise, measured in the absence of the noise under investigation, when extraneous noise is

removed. It is described as the average of the minimum noise levels measured on a sound level

meter and is measured statistically as the A-weighted noise level exceeded for ninety percent of a

sample period. This is represented as the L90 noise level (see below).

Decibel [dB] The units that sound is measured in. The following are examples of the decibel readings of every

day sounds:

0dB The faintest sound we can hear

30dB A quiet library or in a quiet location in the country

45dB Typical office space. Ambience in the city at night

60dB CBD mall at lunch time

70dB The sound of a car passing on the street

80dB Loud music played at home

90dB The sound of a truck passing on the street

100dB The sound of a rock band

115dB Limit of sound permitted in industry

120dB Deafening

dB(A) A-weighted decibels. The ear is not as effective in hearing low frequency sounds as it is hearing

high frequency sounds. That is, low frequency sounds of the same dB level are not heard as loud

as high frequency sounds. The sound level meter replicates the human response of the ear by

using an electronic filter which is called the “A” filter. A sound level measured with this filter

switched on is denoted as dB(A). Practically all noise is measured using the A filter.

Frequency Frequency is synonymous to pitch. Sounds have a pitch which is peculiar to the nature of the

sound generator. For example, the sound of a tiny bell has a high pitch and the sound of a bass

drum has a low pitch. Frequency or pitch can be measured on a scale in units of Hertz or Hz.

Impulsive noise Having a high peak of short duration or a sequence of such peaks. A sequence of impulses in

rapid succession is termed repetitive impulsive noise.

Intermittent noise The level suddenly drops to that of the background noise several times during the period of

observation. The time during which the noise remains at levels different from that of the ambient

is one second or more.

LMax The maximum sound pressure level measured over a given period.

LMin The minimum sound pressure level measured over a given period.

L1 The sound pressure level that is exceeded for 1% of the time for which the given sound is

measured.

L10 The sound pressure level that is exceeded for 10% of the time for which the given sound is

measured.





L90 The level of noise exceeded for 90% of the time. The bottom 10% of the sample is the L90 noise

level expressed in units of dB(A).

Leq The “equivalent noise level” is the summation of noise events and integrated over a selected period

of time.

Reflection Sound wave changed in direction of propagation due to a solid object obscuring its path.

SEL Sound Exposure Level (SEL) is the constant sound level which, if maintained for a period of 1

second would have the same acoustic energy as the measured noise event. SEL noise

measurements are useful as they can be converted to obtain Leq sound levels over any period of

time and can be used for predicting noise at various locations.

Sound A fluctuation of air pressure which is propagated as a wave through air.

Sound Absorption The ability of a material to absorb sound energy through its conversion into thermal energy.

Sound Level Meter An instrument consisting of a microphone, amplifier and indicating device, having a declared

performance and designed to measure sound pressure levels.

Sound Pressure Level The level of noise, usually expressed in decibels, as measured by a standard sound level meter with

a microphone.

Sound Power Level Ten times the logarithm to the base 10 of the ratio of the sound power of the source to the

reference sound power.

Tonal noise Containing a prominent frequency and characterised by a definite pitch.





APPENDIX B Site Map - Measurement and Assessment Locations

- Short term Monitoring Location

- Assessment Location

- Site Location

29c Nelson Rd

A1 S1

A2

1 Marine Pde

12 Salisbury St

Salisbury St

Marine Pde

Hopetoun Ave

Watsons Bay

Pilot Centre

(proposed site)

Proposed motor

powered dinghy

storage and operation





APPENDIX C Noise/Vibration Complaint Management Procedure

Construction Site Manager to review complaint form

Compliant Received

Details of complaint are recorded on 'Noise and

Vibration Complaint Form'

Issue Noise and Vibration Complaint Form to acoustic

consultants (Renzo Tonin & Associates) by fax or email

Construction manager handles complaint and

responds accordingly

Acoustic consultant to review Noise and Vibration

complaint form and discuss action with contractor

Acoustic consultant to attend site and investigate

complaint

Acoustic consultant to assess compliance against

statutory limits/applicable guideline

If non-compliant, consultant to liaise with contractor to

determine options for noise/vibration control

If compliant, acoustic consultant to issue ‘Compliance

Certificate’ detailing assessment and findings

Contractor to select their preferred noise/vibration

control options

Consultant to issue report detailing the noise/vibration

control measures to be adopted

Implementation - responsibility of building contractor

Contractor to notify complainant of action taken





NOISE/ VIBRATION COMPLAINT FORM

Project Title: Date:

Site Contractor: Phone:

Site Contact: Email:

Complaint Details

Received by (circle): Phone / Email / In person / Other:

Name: H Ph:

Address: W Ph:

Email: M Ph:

Describe when the problem occurred (date and time), what equipment caused the complaint (if known)

and where person was standing when he/she experienced the noise/vibration:

Investigation

Question foreman responsible on site and obtain information on what equipment or processes would

most likely have caused the complaint:

Following approval from the Project Manager, email/fax this form to Renzo Tonin & Associates

Appendix D

Threatened species search results

file:///C|/Users/greg.tallentire/Desktop/watsons%20bay.htm[4/12/2013 2:15:45 PM]

Data from the BioNet Atlas of NSW Wildlife website, which holds records from a number of custodians. The data are only indicative and cannot beconsidered a comprehensive inventory, and may contain errors and omissions.Species listed under the Sensitive Species Data Policy may have their locations denatured (^ rounded to 0.1°; ^^ rounded to 0.01°).Copyright the State of NSW through the Office of Environment and Heritage.Search criteria : Public Report of all Valid Records of Threatened (listed on TSC Act 1995) Entities in selected area [North: -33.79 West: 151.23 East:151.34 South: -33.89] returned a total of 854 records of 64 species.Report generated on 6/11/2013 11:05 AM

Kingdom Class FamilySpecies

CodeScientific Name Exotic Common Name

NSWstatus

Comm.status

Records Info

Fauna Amphibia Myobatrachidae 3116 Pseudophryne australis Red-crowned Toadlet V,P 62

Fauna Reptilia Cheloniidae 2007 Chelonia mydas Green Turtle V,P V 2 Fauna Aves Anseranatidae 0199 Anseranas semipalmata Magpie Goose V,P 1

Fauna Aves Columbidae 0023 Ptilinopus superbus Superb Fruit-Dove V,P 4 Fauna Aves Diomedeidae 0086 Diomedea exulans Wandering Albatross E1,P E,J 5Fauna Aves Diomedeidae 0092 Phoebetria fusca Sooty Albatross V,P V 1 Fauna Aves Diomedeidae 0091 Thalassarche cauta Shy Albatross V,P V 1Fauna Aves Diomedeidae 0088 Thalassarche

melanophris Black-browed Albatross V,P V 2

Fauna Aves Procellariidae 0072 Ardenna carneipes Flesh-footed Shearwater V,P J,K 1Fauna Aves Procellariidae 0929 Macronectes giganteus Southern Giant Petrel E1,P E 13

Fauna Aves Procellariidae 0937 Macronectes halli Northern Giant-Petrel V,P V 2Fauna Aves Procellariidae 8684 Pterodroma leucoptera

leucoptera Gould's Petrel V,P E 1

Fauna Aves Spheniscidae 0005 Eudyptula minor Little Penguin in the ManlyPoint Area (being the areaon and near the shorelinefrom Cannae Pointgenerally northward to thepoint near the intersectionof Stuart Street and OyamaCove Avenue, andextending 100 metresoffshore from thatshoreline)

E2,P 4

Fauna Aves Accipitridae 0225 Hieraaetus morphnoides Little Eagle V,P 3

Fauna Aves Accipitridae 8739 ^^Pandion cristatus Eastern Osprey V,P,3 4Fauna Aves Haematopodidae 0131 Haematopus fuliginosus Sooty Oystercatcher V,P 5

Fauna Aves Haematopodidae 0130 Haematopus longirostris Pied Oystercatcher E1,P 1

Fauna Aves Laridae 0120 Onychoprion fuscata Sooty Tern V,P 3 Fauna Aves Psittacidae 0260 Glossopsitta pusilla Little Lorikeet V,P 1Fauna Aves Psittacidae 0309 ^^Lathamus discolor Swift Parrot E1,P,3 E 3 Fauna Aves Strigidae 0246 ^^Ninox connivens Barking Owl V,P,3 1Fauna Aves Strigidae 0248 ^^Ninox strenua Powerful Owl V,P,3 10 Fauna Aves Meliphagidae 0603 Anthochaera phrygia Regent Honeyeater E4A,P E 2Fauna Aves Neosittidae 0549 Daphoenositta

chrysoptera Varied Sittella V,P 1

Fauna Aves Petroicidae 0380 Petroica boodang Scarlet Robin V,P 1Fauna Aves Estrildidae 0652 Stagonopleura guttata Diamond Firetail V,P 1

http://www.environment.nsw.gov.au/threatenedspeciesapp/profile.aspx?id=10321



























Fauna Mammalia Dasyuridae 1008 Dasyurus maculatus Spotted-tailed Quoll V,P E 1Fauna Mammalia Dasyuridae 1009 Dasyurus viverrinus Eastern Quoll E1,P 1 Fauna Mammalia Peramelidae 1097 Perameles nasuta Long-nosed Bandicoot,

North HeadE2,P 38

Fauna Mammalia Potoroidae 1187 Aepyprymnus rufescens Rufous Bettong V,P 1

Fauna Mammalia Pteropodidae 1280 Pteropus poliocephalus Grey-headed Flying-fox V,P V 25

Fauna Mammalia Vespertilionidae 1834 Miniopterus schreibersiioceanensis

Eastern Bentwing-bat V,P 10

Fauna Mammalia Vespertilionidae 1357 Myotis macropus Southern Myotis V,P 199

Fauna Mammalia Otariidae 1882 Arctocephalus pusillusdoriferus

Australian Fur-seal V,P 10

Fauna Mammalia Balaenidae 1561 Eubalaena australis Southern Right Whale E1,P E 4Fauna Mammalia Balaenopteridae 1575 Megaptera

novaeangliae Humpback Whale V,P V 50

Flora Flora Casuarinaceae 8321 ^^Allocasuarinaportuensis

Nielsen Park She-oak E1,P,3 E 70

Flora Flora Elaeocarpaceae 6205 Tetratheca glandulosa V,P V 8

Flora Flora Elaeocarpaceae 6206 Tetratheca juncea Black-eyed Susan V,P V 2

Flora Flora Ericaceae 7752 Epacris purpurascensvar. purpurascens

V,P 2

Flora Flora Euphorbiaceae 9501 Amperea xiphoclada var.pedicellata

E4,P X 1

Flora Flora Euphorbiaceae 9851 Chamaesycepsammogeton

Sand Spurge E1,P 3

Flora Flora Fabaceae(Faboideae)

3007 Pultenaea parviflora E1,P V 1

Flora Flora Fabaceae(Mimosoideae)

3728 Acacia bynoeana Bynoe's Wattle E1,P V 8


3860 Acacia pubescens Downy Wattle V,P V 1


9672 Acacia terminalis subsp.terminalis

Sunshine Wattle E1,P E 219

Flora Flora Grammitidaceae 9471 ^^Grammitis stenophylla Narrow-leaf Finger Fern E1,P,3 1

Flora Flora Lamiaceae 3418 ^^Prostantheramarifolia

Seaforth Mintbush E4A,P,3 CE 3

Flora Flora Myrtaceae 4007 ^^Callistemonlinearifolius

Netted Bottle Brush V,P,3 3

Flora Flora Myrtaceae 4067 Eucalyptus camfieldii Camfield's Stringybark V,P V 16 Flora Flora Myrtaceae 4134 Eucalyptus nicholii Narrow-leaved Black

PeppermintV,P V 2

Flora Flora Myrtaceae 6809 Melaleuca biconvexa Biconvex Paperbark V,P V 1 Flora Flora Myrtaceae 4248 Melaleuca deanei Deane's Paperbark V,P V 1Flora Flora Myrtaceae 4293 Syzygium paniculatum Magenta Lilly Pilly E1,P V 16 Flora Flora Myrtaceae 9670 Triplarina imbricata Creek Triplarina E1,P E 1Flora Flora Orchidaceae 4386 ^Caladenia tessellata Thick Lip Spider Orchid E1,P,2 V 1 Flora Flora Orchidaceae 4504 ^Prasophyllum fuscum Slaty Leek Orchid E4A,P,2 V 1

Flora Flora Proteaceae 5365 ^^Grevillea caleyi Caley's Grevillea E1,P,3 E 2

































Flora Flora Proteaceae 5458 ^^Persoonia hirsuta Hairy Geebung E1,P,3 E 6Flora Flora Proteaceae 9502 Persoonia laxa E4,P X 1 Flora Flora Proteaceae 5467 Persoonia nutans Nodding Geebung E1,P E 1Flora Flora Rutaceae 10885 Asterolasia buxifolia E1,P 1 Flora Flora Thymelaeaceae 6965 Pimelea curviflora var.

curvifloraV,P V 6

Flora Flora Thymelaeaceae 6190 Pimelea spicata Spiked Rice-flower E1,P E 2

SpeciesList








Appendix E

Traffic Impact Assessment

Appendix F

Heritage Impact Statement and Advice on Stage 1 of the PACHCI

HERITAGE IMPACT

STATEMENT

Watsons Bay Pilot Station

WEIR PHILLIPS Architects & Heritage Consultants

Level 5

69 Regent Street Chippendale 2008

Ph. 9310 1010

January 2014


CONTENTS PAGE

1.0 Introduction 1 1.1 Preamble 1 1.2 Authorship 1 1.3 Limitations 1 1.4 Methodology 1 1.5 References 1 1.6 Site Location 2

2.0 Historical Development of the Site 2 2.1 Land of the Birrabirragal People 2 2.2 Brief Outline of the History of the Area 3 2.3 Brief History of the Pilot Station 5 3.0 Site Assessment 7 3.1 Preamble 7 3.2 Watsons Bay Pilot Station 7 3.2.1 The Site 7 3.2.2 Exterior 10 3.2.3 Interior 13 3.3 The Surrounding Area 15 3.4 Integrity 16 3.4.1 The Site and Setting 17 3.4.2 The Building 17 Exterior 17 Interior 17 3.5 Condition 18 3.6 Streetscape Assessment – Streetscape Condition 18

4.0 Assessment of Significance 19 4.1 Citations and Listings 19 4.1.1 The Site 19 4.1.2 Heritage Items in the Vicinity 19 4.1.3 Previous Heritage Assessments 20 4.2 NSW Heritage Office Criteria – Watsons Bay Pilot Station 20 4.3 Statement of Significance 22 5.0 Heritage Impact Statement 23 5.1 Method of Assessment 23 5.2 The Proposal 23 5.2.1 Ground Floor 23 5.2.2 First Floor 24 5.3 Effect of Work 24 5.3.1 Effect on the Watsons Bay Pilot Station 24 5.3.2 Effect on the Watsons Bay Heritage Conservation Area 28 5.3.3 Effect on Heritage Items in the Vicinity 28 6.0 Conclusion 29

7.0 Appendix 1 30


1

1.0 INTRODUCTION

1.1 Preamble This Heritage Impact Statement (HIS) has been prepared to accompany an application for alterations and additions and the change of use at the former Watsons Bay Pilot Station. The existing building, located at the south end of Marine Parade, Watsons Bay: • Is not listed as a heritage item on the State Heritage Register under the

auspices of the NSW Heritage Act 1977. • Is listed as a heritage item on the NSW Maritime s170 Register. • Is listed as a heritage item in Schedule 4 of the Sydney Harbour Catchment

Regional Environmental Plan 2005. • Is not listed as a heritage item by the Woollahra Local Environmental Plan

1995, referred to below as the Woollahra LEP 1995. • Is located in the vicinity of a number of heritage-listed items as defined by the

above plan. • Is located in Woollahra Council’s Watsons Bay Heritage Conservation Area. The consent authority for this application is the RMS through the REF process. This document has been prepared at the request of the owner of the subject site.

1.2 Authorship This document was prepared by Peter Duggan, B.Sc.(Arch.), B.Arch.(Hons.), and reviewed by James Phillips, B.Sc.(Arch.), B.Arch., M.Herit.Cons.(Hons), of Weir Phillips Architects and Heritage Consultants.

1.3 Limitations No historical archaeological work was carried out on the site. For completeness a archaeological preliminary assessment form has been included (refer to Appendix 1) for completeness.

1.4 Methodology A site visit was conducted in September 2013. Unless otherwise stated, the photographs contained in this statement were taken on this occasion. This statement was prepared with an understanding of the NSW Heritage Office’s (now Branch) publication Statements of Heritage Impact (2002 update) and with reference to the Woollahra Municipal Council planning documents listed in Section 1.5.

1.5 References The following references were consulted for the preparation of this statement: • Attenbrow, Val, Sydney’s Aboriginal Past: investigating archaeological and

historical records, NSW, UNSW Press, 2002. • (Aerial photograph over Watsons Bay), 1943. six.maps.nsw.gov.au.


2

• City Plan Heritage, Former Watsons Bay Pilot Station Conservation Management Plan, 2011

• Woollahra Local Environmental Plan, 1995. • Watsons Bay Heritage Conservation Area DCP

1.6 Site Location As shown in Figure 1, the Watsons Bay Pilot Station is located at the southern end of Marine Parade, near the pedestrian access footpath from Salisbury Street.

Figure 1: Site Location. The red arrow points to the subject site. Source: Google Maps.

2.0 HISTORICAL DEVELOPMENT OF THE SITE For an in-depth history of the site refer to the Former Watsons Bay Pilot Station Conservation Management Plan, 2011 (referred to below as the CMP 2011) prepared by City Plan Heritage. The following provides a brief summary only.

2.1 Land of the Birrabirragal People The Watsons Bay Pilot Station is located on land once occupied by the Birrabirragal people. The date for the first human occupation of the Sydney region is not known. The oldest dated habitation site is a rock shelter on the western side of the Nepean River thought to have been occupied 14,700 years ago. Members of Lieutenant


3

James Cook’s 1770 journey of exploration made the earliest known written descriptions of Sydney’s original inhabitants. The wider Sydney region at the time of the arrival of the First Fleet in 1788 is thought to have been comparatively sparsely settled; estimates of the population between Botany Bay, the Hawkesbury River and the Blue Mountains at this time range from 3,000 to 30,000 people.1 In total, there have been 34 clan groups identified as having occupied areas in and around Sydney. The Cadigal were traditional owners of the land around central Sydney, while the Birrabirragal were the owners of the land of which the subject property is part. The clans between Port Jackson and Botany Bay referred to themselves as Eora and spoke a dialect of Dharug, a language closely related to Dharawal, the language spoken over a large area extending along the south coast as far as the Shoalhaven River. Despite the European presence, the Aboriginal people continued to live and fish in the area throughout the nineteenth century. The land between Sydney Town and the coast alternated between sand and rock, making it unsuitable for farming and thus under less immediate pressure for European settlement. The aboriginal groups that co-existed with white settlement in the eastern suburbs have left little tangible heritage, one example being the engraving into rock of a sailing ship near Bellevue Road. By the time of the subdivision of land around Watsons Bay, disease and closer settlement by Europeans had decimated the population and there were few Aboriginal people left in the area. Traditional lifestyle was further disrupted by the loss of lands and exposure to new technologies.

2.2 Brief Outline of the History of the Area The first landing of Europeans in Sydney Harbour took place on 21 January 1788, when Captain Arthur Phillip and a party of Officers and Marines landed at an unnamed place that, in original accounts, is consistent with the beachfront at Camp Cove. Two years later, on 20 January 1790, a lookout post and a Flagstaff to communicate with shipping was established at Outer South Head by Captain John Hunter. The first European settlement in the area is believed to have taken place within present-day Robertson Park in 1790, when a gang of stonemasons, bricklayers and carpenters was sent to South Head to build accommodation for the men of the Sirius who were stationed there.2 The first land grant in the area was made to Edward Laing, Assistant Surgeon to the New South Wales Corps, on 28 May 1793, by the Lieutenant Governor, Major Francis Grose. Laing held the 20-acre grant at present-day Watsons Bay and Camp Cove until December 1794, at which time it became the property of Thomas Laycock, Quartermaster to the New South Wales Corps. Robert Watson was granted land at South Head by the Governor, Captain Philip King, RN, in 1801 (Figure 2).3

1 James Kohen cited in ‘Pre-Contact’ in Diana Plater (ed.), Other Boundaries: Inner City Aboriginal

Stories, NSW, Leichhardt Council, 1993, p.25. 2 Megan Martin, ‘Thematic History of Watsons Bay’, Watsons Bay Heritage Conservation Study, Sydney,

Woollahra Municipal Council, 1997, p. 27. 3 Woollahra Municipal Council, 1800 – 1819: Timeline of significant events in the South Head region.


4

Figure 2: This early map shows the grants to Laing, Watson and others at present-day Watsons Bay. Source: Detail of undated parish map from the Land and Property information Service Parish

Map Preservation Project, Parish of Alexandria, County of Cumberland.

Watson, for whom the suburb is named, was a First Fleeter who had served on the voyage as the Quartermaster of HMS Sirius; he held a succession of maritime posts from 1805, starting as boatswain of the dockyard, senior pilot, harbourmaster and the first superintendent of the Macquarie light-tower. In 1803, Surgeon John Harris undertook to clear a 15 foot-wide (4.57 metres) track to the Look Out Post at South Head for the sum of £100 and, in so doing, created the rudimentary forerunner of Old South Head Road. In 1811, Old South Head Road was formed in ten weeks by 21 soldiers of the 73rd Regiment, following generally the track cleared under the supervision of Surgeon Harris. The opening of Old South Head Road gave access to the area; gradually grants were taken up and a number of large estates established, the most notable of these being Vaucluse House. Established in 1803 by Sir Henry Browne Hayes who had been transported for abduction, Vaucluse House was sold later to Sir Maurice O’Connell and, in 1827, was purchased by William Charles Wentworth. Residential development was encouraged by the opening of New South Head Road in 1840, with development taking place along the harbour foreshore and on the sheltered slopes above. Woollahra Council was incorporated in 1860; the South Head District fell within the new Council’s boundaries and remained so until 1895, when the Borough of Vaucluse was proclaimed. South Head, Watsons Bay and Camp Cove were transferred to the new administration, only to return to Woollahra Council in 1947 when smaller Councils were consolidated with larger adjoining Councils.


5

2.3 Brief History of the Pilot Station

Since the arrival of the First Fleet in Sydney Harbour the area has long had an association with piloting and rescue boat operations first beginning circa 1790. Both Watsons Bay and Gibson Beach are named after two of Sydney’s earliest pilots. In 1859, two years after the wreck of the clipper ship Dunbar at South Head on which the lives of 121 crew and passengers were lost, the Pilot Board was established to administer harbour regulations, harbour masters, sea and river pilots plus all lighthouses and aids to navigation. This was then superceded by the Marine Board in 1872. In February 1860 the government pilot service was inaugurated at Watsons Bay with the purchase of land for £250 from Ann Dawson for a pilot station and a small shed to store equipment and rig pilot boats. The first station was a timber framed and clad building on a stone foundation. It had two bedrooms each with a corner fireplace and a subdivided sitting room. It was later demolished in 1927 (Figure 3).

Figure 3: The original 1860s pilot station before demolition in 1927. Source: National Library of Australia In 1907 a lifeboat shed was constructed on the subject site to house the lifeboat Alice Rawson (Figure 4). The shed was constructed under the supervision of the Naval Architect to the Department of Navigation, Mr Orr. The Alice Rawson was manned by a crew of 12 oarsmen, a coxswain and an assistant coxswain. This lifeboat shed is highlighted in a 1943 aerial photograph of the surrounding area (Figure 5).


6

Figure 4: Lifeboat shed, Watsons Bay. Undated. Source: State Library of New South Wales, digital order no. d1_25096r

Figure 5: Aerial photo of Lifeboat shed and jetty in 1943. Source: Six Maps. A new era in pilotage services was commenced at Watsons Bay when the NSW Government purchased 4 diesel driven vessels to replace the ageing, steam driven pilot vessel Captain Cook, after 20 years of service. Due to the limited accommodation and amenities on board these new vessels these facilities would be required separately and on the 25th May 1959, the current pilot station building was opened by the Hon. J. J. Cahill, the then Premier and Treasurer of NSW. The brief ceremony also inaugurated the use of the diesel powered vessels Goondooloo, Girralong, and Goolara.


7

The cost of the new building, including demolition of the old concrete lifeboat shed, which formerly occupied the site, was £17,100. The new pilot station was designed by the architectural firm Davey, Brindley and Vickery and the erection of the building was carried out by private contractors B. Pickworth and Sons. Pilots and crew of the diesel vessels were the continuous occupants of the site since 1959 until the official closing of the Pilot Station, which took place on the 25th of November 2008. The ownership of the Pilot Station then reverted back from Sydney Ports Corporation to NSW Maritime and the building has remained vacant since then.

Figure 6: Premier Cahill with acting Harbour Master H.J. Harvey prior to unveiling the plaque. Source: Former Watsons Bay Pilot Station Conservation Management Plan, 2008.

3.0 SITE ASSESSMENT 3.1 Preamble

The purpose of this section is to outline the characteristics of the site and the surrounding area.

3.2 Watson Bay Pilot Station

3.2.1 The Site Figure 7 provides a recent aerial photograph over the site, showing the general layout.


8

Figure 7: Aerial photograph over the site. The red arrow points to the subject site. Source: SIX Maps.

The site occupied by the Watsons Bay Pilot Station is located almost entirely over

the water at the north end of Gibsons Beach, close to the pedestrian access footpath down from Salisbury Street. The site roughly takes in the footprint of the pilot station, its concrete platform and the adjoining timber wharf. Adjacent to but not forming part of the site is the reserve to the east and south east of the building. This area is currently used as boat storage. The subject site has no identified lot definition and lies within the Woollahra Local Government Area. Figures 8 to 11 illustrate the character of the site.

Figure 8: East elevation and concourse adjoining the Pilot Station.


9

Figure 9: South elevation and part of Gibsons Beach from which the building extends into the harbour.

Figure 10: View looking east towards the pedestrian accessway from Salisbury Street. Part of the north elevation of the Pilot Station is to the right.


10

Figure 11: Boat storage area adjoining the subject building to the south east.

Figure 12: View looking towards the boat storage area to the east of the Pilot Station. This space forms part of the public areas of Gibsons Beach.

3.2.2 Exterior For a more detailed description of the exterior of the building refer to section 4.2 of the CMP 2011. The Watsons Bay Pilot Station is a two storey International Modernist style building with walls of painted fibre cement sheet and vertical timber ‘double log cabin’ weatherboard cladding. It is rectangular in form and presents its longer ends perpendicular to the length of Gibsons Beach. The building is set on a suspended concrete slab ground floor on elevated concrete pier footings. The facades are a mix of aluminium and timber framed strip windows


11

consisting of both awning and fixed sashes. The building is capped by a flat metal deck roof with a wide eaves overhang. The principal elevation is to the north, facing towards Watsons Bay beyond the carpark and promenade at the south end of Marine Parade. The building presents its narrow ends to the west, facing the harbour, and to the east, facing the adjoining reserve at the end of Salisbury Street. A brick blade wall denotes the entryway on the northeast corner of the building. Figures 13 to 16 illustrate the exterior of the building.

Figure 13: North elevation of the Pilot Station.

Figure 14: East elevation and part of the north elevation.


12

Figure 15: South elevation.

Figure 16: East elevation of the Pilot Station. The wharf extends into the harbour behind the camera angle.


13

3.2.3 Interior The interior floor plan of the former Watsons Bay Pilot Station is best understood with reference to the existing plans, Figure 17, below. The following provides a brief description only. For additional information and photographs refer to the CMP 2011. The floor levels are referred to as marked on the plans accompanying this application.

Figure 17: Existing Ground and First Floor Plans of Watson Bay Pilot Station.

Ground Floor The ground floor level consists of a number of rooms previously used as crew’s storage, mess and accommodation in its former use as a pilot station. These are currently vacant with most loose furniture having been removed. The ground floor rooms open off two corridors running lengthwise with the building and face either north or south. The finishes include carpeted floors with plasterboard walls and ceilings. Joinery consists of simple rectangular timber skirtings and architraves with small timber quad cornice. First Floor The first floor level consists of a number of rooms previously used for pilots including a main lounge, pilot offices, kitchenette and wash room. These are currently vacant and contain carpeted floors to the main areas, original hexagonal tiles to the change room and more recent vinyl flooring to the kitchenette. Walls and ceilings are lined in plasterboard with basic rectangular door and window joinery and timber quad cornice.


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Figures 18 to 25 illustrate typical interior spaces and finishes.

Figure 18: Room G.01, Entry Figure 19: Room G.09, Corridor

Figure 20: Room G.07, Former Crew’s Mess Room Figure 21: Room G.06, Former Ground Floor Kitchenette


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Figure 22: Room F.08, Former Ward/Lounge Figure 23: Room F.06, Former Pilot Room 3

Figure 24: Room F.03 Figure 25: Room F.02

3.3 The Surrounding Area

In order to understanding the potential impacts of the proposed works, and in particular, the potential impacts on nearby heritage items, it is important to understand the setting of the site. For the following refer to Figure 26, a recent aerial photograph over Watsons Bay and the wider area. The site is indicated by the red arrow.


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Figure 26: Aerial photograph over the site. The red arrow points to the subject site. Source: SIX Maps. Watsons Bay is a geographically small locality at the entrance to Sydney Harbour, extending back 1.6 km from the Hornby Lighthouse at the tip of South Head to the south end of Upper Gap Park Reserve. The suburb has direct links with the earliest days of European settlement in eastern Australia. The area is predominantly parkland that forms part of the Sydney Harbour National Park; the HMAS Watson Military Reserve also occupies a large part of the suburb. The balance of the area comprises residential dwellings and commercial activities that cater for the small number of residents and a much larger number of tourists and sightseers. The Watsons Bay Pilot Station is located at the southern end of the Gibsons Beach Waterfront and Marine Parade South Precinct of the Watsons Bay Heritage Conservation Area. In the Watsons Bay Heritage Conservation Area DCP, the Pilot Station with its jetty is said to contribute to the character of the precinct and visually contains the waterfront promenade at its south end. The precinct consists of a mixture of detached and semi-detached interwar houses and two to three storey duplex flats, many since modified.

3.4 Integrity Integrity, in terms of heritage significance, can exist on a number of levels. A heritage item or place may be an intact example of a particular architectural style or period and thus have a high degree of significance for its ability to illustrate this style or period. Equally, heritage significance may arise from a lack of architectural integrity if significance lies in an ability to provide information of an evolution or change in use.


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3.4.1 The Site and Setting

A number of elements have been introduced within the setting of the pilot station since its construction. These include a number of power and light poles located in the adjoining reserve, a sewer ventilation pipe and a power grid transformer. The site itself is largely retained with its partially reconstructed timber wharf, concrete platform, and what may be sections of the earlier lifeboat shed sandstone footings below the ground floor level which still remain intact.

3.4.2 The Building Exterior For an institutional building that it is 55 years old, the level of integrity is medium to high. While the location of windows has remained intact a number of them have been replaced with larger sectioned aluminium frames with different mullion spacing. Other external alterations include the introduction of non-original gutters and downpipes. Originally the roof drained to a single concealed gutter on the landward (east) side of the building however the roof sheeting now drains to two quad gutters on the lengthwise fascias (north and south). On the north elevation two air conditioning units and associated ducting have been introduced. One of the units sits on a non-original concrete platform that extends along the length of the north façade, Other non-original elements on this façade include steel security grilles to the ground floor entry door and windows, spot lights, and private property signage, which all mar the original, clean, streamlined look of the façade. As per the authors of the CMP 2011, it is believed that the original brick entry blade wall has been rebuilt. The original commemorative plaque unveiled by the then Premier the Hon. J. J. Cahill has been removed as well as the building sign NSW PILOT STATION which originally was mounted adjacent to the entry door. The current colour scheme does not reflect the original, evidence of which is provided in contemporary accounts of the building and photographs taken during its unveiling. Interior The integrity of the interior is low to medium, with the original room finishes being altered due to wear and tear and to suit the changing requirements of the pilot station over the years. The original room layout is unknown although documentary evidence suggests that it has largely been retained. From photographic evidence it appears that the first floor originally had a corridor, which separated the main wardroom from the pilots change rooms, also now numbering four instead of the cited six. The washrooms and toilets feature the original hexagonal floor tiles and terrazzo partitions although the toilet and basin fixtures have been replaced.


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Figure 27: The present foreshore façade of the Watsons Bay Pilot Station. The current brick wall replaced the original.

3.5 Condition A structural report was not commissioned as part of this report.

3.6 Streetscape Assessment - Streetscape Contribution Watsons Bay Pilot Station is identified as a Contributory Item in the Watsons Bay Heritage Conservation Area DCP. The streetscape in this area is uniformly residential, with a variety in the age, style and size of original dwellings, and with some modern development. The pilot station acts to visually close Gibsons Beach at its north end and Marine Parade at its south end and is a prominent building when viewed from the south on Gibsons Beach as well as to its north at the carpark end of Marine Parade.


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4.0 ASSESSMENT OF SIGNIFICANCE

4.1 Citations and Listings

4.1.1 The Site The Watsons Bay Pilot Station: • Is not listed as a heritage item on the State Heritage Register under the

auspices of the NSW Heritage Act 1977. • Is listed as a heritage item on the NSW Maritime s170 Register. • Is listed as a heritage item in Schedule 4 of the Sydney Harbour Catchment

Regional Environmental Plan 2005. • Is not listed as a heritage item by the Woollahra LEP 1995. • Is located in the vicinity of a number of heritage-listed items as defined by the

Woollahra LEP 1995. • Is located in Woollahra Council’s Watsons Bay Heritage Conservation Area.

4.1.2 Heritage Items in the Vicinity For the following, ‘in the vicinity’ has been determined by the distance between the site and the item, view corridors, the character of intervening development and the nature of the proposed works. Figure 28 provides a detail from the Woollahra heritage map, showing the site and any heritage items within its immediate vicinity.

Figure 26: Detail from the Woollahra heritage map. The red arrow points to the subject site. Source: Woollara Council. The following heritage items, identified by Schedule 3 of the Woollahra LEP 1995, are located within the immediate vicinity of the site:

• Promenade, Marine Parade, Watsons Bay.


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The statement of significance for this item provided by the State Heritage Inventory is as follows: Marine Parade, a wide paved walkway, located on the shore of Watsons Bay, between Short and Salisbury Streets is significant as a roadway dating back to 1850s. Marine Parade is significant for the variety of early structures which forms the perimeter of the promenade and for its association with early residents of the area. It is also seen as an important element in the recreational areas of the district and has social significance for the important part is has played in the lives of the local residents and visitors to Watsons Bay, as well as for the facilities such as beach restaurants which are well known throughout Sydney and frequented by locals and visitors. The principal view corridors of this item are obtained from within Robertson Park to the north, along the length of the item and from the southern end of this item. On approach from the south along Gibsons Beach, this item is concealed by the pilot station, which forms part of the setting of this item. The Pilot Station also has a visual and historic relationship to this item.

4.1.3 Previous Heritage Assessments The heritage significance of the Watsons Bay Pilot Station has been assessed as a Contributory Item within the Gibsons Beach and Marine Parade South Precinct by the authors of the Watsons Bay Heritage Conservation Area DCP. The Watsons Bay Pilot Station has also been assessed to be of local significance by the authors of the CMP 2011.

4.2 NSW Heritage Office Criteria – Watsons Bay Pilot Station. The following assesses the significance of the former Watsons Bay Pilot Station, under the criteria of the NSW Heritage Office. It is modified from the CMP 2011. This document should be referred to for further information.

Criterion (a) - An item is important in the course, or pattern, of NSW's cultural or natural history (or the cultural or natural history of the local area). The Watsons Bay Pilot Station is associated with a more than 200 years of Australian maritime history and has a special association with Sydney Harbour. The existing station was built over the site of the earlier lifeboat shed in Gibsons Beach, and is evidence of continued service of marine pilotage conducted at this site since 1792. The pilot service in Australia originated from Watsons Bay and played a key role in the European history of Australia as all arrivals and departures in Australia were originally by ship. Sydney Harbour was the largest and most important port in Australia.

Criterion (b) - An item has strong or special associations with the life or works of a person, or a group of persons, of importance in NSW's cultural or natural history (or the cultural or natural history of the local area).


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The site and the Station are associated with a number of notable pilots including Robert Watson who was the first official pilot appointed in 1803. Watsons Bay was named after him. The Pilot Station at Watsons Bay is one of a subset of NSW pilot stations erected at major ports and was designed by the architectural firm Davey, Brindley and Vickery. The firm designed many regional amenities buildings for government agencies and councils in the 1950s and 60s. The jetty was designed and built by the NSW Maritime Services Board’s own staff.

Criterion (c) - an item is important in demonstrating aesthetic characteristics and/or a high degree of creative or technical achievement in NSW (or the local area). The pilot station is a very modest example of the late 1950s architecture featuring characteristic elements of International Modernism including strip windows and sections where the joinery extends from floor to ceiling with spandrel panels below the glazing (beside the staircase) and a flat roof with wide overhang. The pilot stations were intended to be functional buildings, and the pattern of fenestration reflected the different functional areas within the building.

Criterion (d) - An item has strong or special association with a particular community or cultural group in NSW (or the local area) for social, cultural or spiritual reasons. The pilot station has a strong association with the pilots and crew who worked at Watsons Bay station and the maritime community through its long history of pilotage services.

Criterion (e) - An item has potential to yield information that will contribute to

an understanding of NSW's cultural or natural history (or the cultural or natural history of the local area). The pilot station has limited potential to yield information on the understanding of the local community’s history. It is a very simple example of International Modernist architecture and has remained intact. The existing pilot station was built over the sandstone foundations of the earlier lifeboat shed and are visible below the building. Therefore there is the potential for archaeological resource in this regard.

Criterion (f) - An item possesses uncommon, rare or endangered aspects of NSW's cultural or natural history (or the cultural or natural history of the local area). As identified in the comparative analysis [see pp. 55-67 of the CMP 2011] most of the pilot stations have ceased operations and have either become redundant or been adaptively reused. The Watsons Bay Pilot Station is the only physical evidence of the pilotage services that operated from Gibsons Beach over a period of 200 years. It is a unique facility in this regard. The Watsons Bay Pilot Station is one of only a few International Modernist style pilot stations. It is, however, a very modest example of this architectural style.


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Criterion (g) - An item is important in demonstrating the principal

characteristics of a class of NSW's • cultural or natural places; or • cultural or natural environments,

(or a class of the local area's • cultural or natural places; or • cultural or natural environments). The Watsons Bay Pilot Station is a very modest example of late 1950s architecture; however few good examples of this period now survive unaltered. It presents characteristic elements of the style including strip windows, floor to ceiling window fenestration with spandrel panels below the glazing and a flat roof with wide overhang. The station incorporates typical design intentions of pilot stations as functional buildings reflecting the pattern of fenestration of the different functional areas within the building.

4.3 Statement of Significance The CMP 2011 provides the following statement of significance:

‘The Watsons Bay Pilot Station site is of State significance due to its association with a more than 200 years of Australian maritime history and Sydney Harbour, which was the largest and most important port in Australia as, until the 1970s, all European arrivals and departures were made only by ship. The existing station building, which was built in 1959 over the site of the earlier lifeboat shed in Gibsons Beach, is of Local significance as a physical evidence of continued service of marine pilotage conducted at this site since 1792. The existing pilot station is evidence of changes in vessel technology from steamers to diesel powered vessels as well as shipping movements through Sydney‘s ports. It has provided pilotage services and accommodation to the pilot crew for almost a half of a century. The site has associations with a number of notable pilots including Robert Watson, the first official pilot appointed in 1803. The building is one of a subset of NSW pilot stations erected at major ports and was designed by the architectural firm Davey, Brindley and Vickery. The firm designed many regional amenities buildings for government agencies and councils in the 1950s and 60s. The jetty was designed and built by the NSW Maritime Services Board‘s own staff. The Pilot Station is a very modest example of the late 1950s architecture featuring characteristic elements of International Modernism including strip windows and sections where the joinery extends from floor to ceiling with spandrel panels below the glazing (beside the staircase) and a flat roof with wide overhang. The station incorporates typical design intentions of pilot stations as functional buildings reflecting the pattern of fenestration of the different functional areas within the building.’4

4 CMP 2011, p. 74.


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5.0 HERITAGE IMPACT STATEMENT

5.1 Method of Assessment

The following should be read in conjunction with the plans prepared by Weir Phillips Architects that accompany this application. The following assessment is prepared with an understanding of the requirements for an HIS set out in the NSW Heritage Office (Branch) publication Statements of Heritage Impact (2002). The proposal is assessed against the objectives and requirements set out in the relevant sections of the Watsons Bay Heritage Conservation Area DCP. The proposal is also assessed against the policy guidelines of the Former Watsons Bay Pilot Station Conservation Management Plan, 2011. The following considers heritage impact only. It does not consider compliance with numerical planning controls, such as FSR, height etc, unless non-compliance would result in a heritage impact. For an assessment under general planning controls, refer to the Statement of Environmental Effects (SEE) that accompanies this application.

5.2 Description of Proposal The proposed work is to convert the former Watsons Bay Pilot Station into a boating safety education centre, which will promote the responsible use of watercraft. It is proposed to carry out alterations and additions to the existing building as follows:

5.2.1 Ground Floor • Replace concrete entry ramp, balustrade and brick entry blade wall with new

concrete access ramp and handrail. • Replace double height window unit at entry with new to suit relocated door

location. New glazing units are to match the detailing of the existing. • Insert new roller shutter for boat access on east elevation to beach reserve. • Remove non-original air conditioning units and security screens on north and

south elevations. • Construct new timber public access way and ramp on south elevation to join

with existing wharf. • Remove existing steel and timber stair on west elevation. • Replace existing ground floor timber deck on west elevation with new concrete

deck and steel staircase. • Remove existing door and window on ground floor north elevation adjacent to

wharf. New timber cladding infill to match existing. • Insert new roller shutter for boat access to wharf on west elevation. • Replace existing stairwell to ground floor entry lobby with new straight flight

stair with stair lift. • Remove existing internal walls, fixtures and joinery to create clear ground floor

interior for kayak and boat storage.


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5.2.2 First Floor

• Remove portion of existing external walls and timber deck to west elevation of

the first floor. Install new glazed sliding doors opening onto new timber deck. • Remove 2 existing window sashes on south elevation. Timber weatherboard

infill to match existing. • Apply new obscure film to 3 window sashes on the south elevation. • Remove existing internal walls, fixtures and joinery to the first floor. New

interior fit-out as per architectural plans.

5.3 Effect of Work

5.3.1 Effect of Work on the Watsons Bay Pilot Station The proposed works have been designed to be sympathetic with the existing Heritage Item and to be consistent with the Precinct-specific controls for the “Gibsons Beach Waterfront and Marine Parade South Precinct” as set out in Part 3 of the Watsons Bay Heritage Conservation Area DCP and with the general development controls as set out in Part 4 of that DCP. The impact of the works outlined in Part 5.2 above is as follows.

Replace concrete entry ramp, balustrade and brick entry blade wall with new concrete access ramp and handrail.

The existing entry ramp is proposed to be replaced with a new concrete ramp to comply with current access requirements in accordance with the Disability Discrimination Act. The impact of the proposed work is mitigated by using the materials and form of the existing in the design of the new accessible ramp and handrail. Its impact on the existing building is reduced by the design of the new ramp being similar to the existing ramp. The brick entry blade wall is proposed to be removed to facilitate sight lines in keeping with the objectives of AS 1428 – Design for Access and Mobility. As per the CMP 2011 the blade wall is recognised as a previous reconstruction of the original wall and therefore does not form part of the significant fabric of the building. It is felt its retention is not essential to the significance of the building as an example of an International Modernist style building.

Replace double height window unit at entry with new to suit relocated door location. New glazing units are to match the detailing of the existing.

This work will impact upon the integrity of the building. The fenestration is indicated as having high significance in the CMP 2011. It is proposed to remove the existing double height window unit to accommodate the required relocation of the entry door into the building. This is to provide sufficient space to access the new stair lift within the entry foyer. Ensuring that the building can be safely used is part of facilitating adaptive re-use which, in turn, provides for the long term conservation of the building. The impact of the work is mitigated by recreating the pattern and detailing of the original window unit. The impact on the building as a whole is acceptable because the opening itself is not altered, thereby retaining the proportions of the


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elevation. The new door is simply detailed, correctly proportioned (i.e. with an asymmetrically placed mullion) and clearly identifiable as new fabric.

Insert new roller shutter for boat access on east elevation to beach reserve.

These works are required to facilitate the adaptive re-use of the building and will have an acceptable impact on the significance of the building for the following reasons. The east elevation was intended to be, and has remained, a secondary elevation. It is far less detailed than the other elevations of the building and is not part of significant view corridors towards the site. Consequently, it does not help to define or explain the significance of the building as an International Modernist style building or its former use as a pilot station. The proposed insertion of a roller shutter will leave a large proportion of this façade intact. The roller shutter will reflect the style and materials of the existing cladding and be clearly identifiable as new fabric.

Remove non-original air conditioning units and security screens on north and south elevations.

This work will have a positive impact on the presentation of the building. These units are cited as intrusive elements in the CMP 2011 and as such are recommended for removal.

Construct new timber public access way and ramp on south elevation to join with existing wharf.

This work will have a minimal and acceptable impact on the building. The works will encourage public use of the building and jetty, which are currently inaccessible to the public. An appropriate and compatible use is recognised as aiding the long-term conservation of a place. The proposed access way will match the existing wharf in material and detailing, will be clearly identifiable as new fabric and will help to reinterpret the maritime character of the existing building. No significant views towards the item will be obscured. The view from Gibsons Beach of the concrete pile supports under the pilot station is not considered a significant view.

Remove existing steel and timber stair on west elevation.

This work will impact upon the integrity of the building. The existing stair, considered as part of the exterior of the building, is indicated as having high significance in the CMP 2011. It is proposed to remove the existing stair to facilitate transferring kayaks and boats from the storage room into the harbour via the jetty. The impact of the work is mitigated by detailing the new stairway to the first floor deck in a maritime style similar to the existing stair. The impact on the building as a whole is minimal in that the existing stair does not help to define or explain the significance of the building as an International Modernist style building.

Replace existing ground floor timber deck on west elevation with new concrete deck and steel staircase.

This work will have minimal impact upon the integrity of the building. Although part of the original fabric the deck appears incongruous next to the existing concrete slab deck. The new concrete deck is required to provide sufficient structure for the new steel staircase. The impact will be mitigated by maintaining the width of the existing timber deck in the new concrete deck. The new staircase is required to suit the new


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roller door access into the new boat storage area as discussed above. The new stair will be built in detailing in keeping with maritime structures and be an appropriate new element on the building. It will have minimal impact on views towards the item from the harbour. This is acceptable because it will be clearly identifiable as new work and has a bulk and form similar to the existing stair.

Remove existing doors and windows on ground floor north and west elevation adjacent to wharf. New timber cladding infill to match existing.

The work will remove two aluminium framed windows and two timber framed glazed doors. As per the CMP 2011 it is unknown if this western room is a later addition as it does not appear in photos taken at the buildings opening. All original, intact, external elements are indicated as of high significance in the CMP 2011. In the conversion of the ground floor of the building as a boat storage area the windows are required to be removed for fire separation between openings on the two floors. The proposed removal of these window and door openings will have an acceptable impact because the building will continue to be able to be read as an example of a International Modernist style building. The openings will be infilled with timber cladding to match the existing cladding profile.

Insert new roller shutter for boat access to wharf on west elevation.

This work will have minimal and acceptable impact upon the integrity of the building. The work will replace an existing aluminium framed window and vertical timber cladding. As per the CMP 2011 it is unknown if this western room is a later addition as it does not appear in photos taken at the buildings opening. The proposed replacement of this window and part of external wall for the new roller shutter is acceptable because building will continue to be able to be read as an example of a International Modernist style building. The roller shutter will reflect the style and materials of the existing cladding and be clearly identifiable as new fabric

Replace existing stairwell to ground floor entry lobby with new straight flight stair with stair lift.

This work will have minimal impact upon the integrity of the building. This work is required as part of the reconfiguration of the interior spaces of the building to suit its adaptive reuse as a boating safety education centre. Although the staircase is marked as of moderate significance it is required to be replaced with a new staircase to meet BCA requirements.

Remove existing internal walls, fixtures and joinery to create clear ground floor interior for kayak and boat storage.

This work will have an impact upon the integrity of the building. The interior of the pilot station building is indicated as having moderate significance in the CMP 2011. Policy 7 of the CMP 2011 states:

‘It is preferable that the internal layout of the Station be maintained as much as possible to reflect the operational requirements of pilotage services. It is not, however; essential where an adaptive reuse proved to be a great benefit for the building’s ongoing use and preservation. Necessary mitigation measures should be considered to interpret the existing layout through treatment of materials, detailing and use of different colours when significant changes to the layout occur.’


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These works are required to facilitate the adaptive re-use of the building as a boating safety education centre and will have an acceptable impact on the significance of the building for the following reasons: the existing layout and finishes in the ground floor areas of the building have been altered and replaced over time to suit the changing needs of the pilot station. Original fabric, which is known to exist, including the bathroom and change room floor tiles and terrazzo partitions, do not contribute to an understanding of the building as a former pilot station. The new finishes, partitions and fittings will interpret the material and detailing of the original layout, joinery and fixtures.

Remove portion of existing external walls and timber deck to west elevation of the first floor. Install new glazed sliding doors opening onto new timber deck.

This work will impact upon the integrity of the building. The existing west wall and deck, considered as part of the exterior of the building, is indicated as having high significance in the CMP 2011 however based on photographic evidence it is unknown if this western room is a later addition. It is proposed. The impact will be mitigated by the interpretation of the original detailing of the deck.

Remove 2 existing window sashes on south elevation. Timber weatherboard infill to match existing.

This work will impact upon the integrity of the building. The existing strip windows are indicated as having high significance in the CMP 2011. It is proposed to relocate part of an window as shown on the drawings. These works are required to facilitate the adaptive re-use of the building and will have an acceptable impact on the significance of the building for the following reasons. The window frames proposed to be removed are not original but are recent replacements in powdercoated aluminium. The character and fenestration pattern will be maintained. Windows where removed on this façade will be infilled with timber cladding to match existing. The works will not obscure significant views of this elevation from Gibsons Beach and the building will continue to be understood as an example of an International Modernist style building.

Apply new obscure film to 3 window sashes on the south elevation.

This work will have no impact on the significance of the building. Whether the glass is cleared or opaque in these windows does not impact upon the ability to understand the significance of the building as a whole. The window opening and sashes, which have high significance, will be retained.

Remove existing internal walls, fixtures and joinery to the first floor. New interior fit-out as per architectural plans.

This work will have an impact upon the integrity of the building. The interior of the pilot station building is indicated as having moderate significance in the CMP 2011. The first floor will be reconfigured to suit the adaptive reuse of the building as a boating safety education centre and include a multipurpose classroom, office, kitchenette, accessible toilet and male and female change rooms. These changes are to provide increased movement and amenity between levels. The works will have an acceptable impact on the significance of the building for the following reasons: the existing layout and finishes in the first floor areas of the building have


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been altered and replaced over time to suit the changing needs of the pilot station. Original fabric, which is known to exist, including the bathroom and change room floor tiles and terrazzo partitions, do not contribute to an understanding of the building as a former pilot station. The new finishes, partitions and fittings will interpret the material and detailing of the original layout, joinery and fixtures.

5.3.2 Effect of Work on the Watsons Bay Heritage Conservation Area The proposed works to the existing building will have a minimal and acceptable impact on the Conservation Area for the following reasons:

• There will be a minimal and acceptable impact on the setting of nearby heritage items as discussed under Section 5.3.3 below.

• The building will continue to read as a free standing, two storey institutional building, with timber clad walls and a wide eave flat roof, set on a platform base within a maritime surround. As noted above, these are the elements of the existing building that contribute to the Conservation Area.

• The proposed internal works will have no impact on the Conservation Area as they are not visible.

• The proposed works will not block significant view corridors into, within or out of the Conservation Area.

The proposed development will not have an adverse effect on the setting of the Watsons Bay Heritage Conservation Area.

5.3.3 Effect on Heritage Items in the Vicinity The impact on each heritage item identified in Section 4.1.2 is assessed below.

• Promenade, Marine Parade, Watsons Bay.

The proposed works will have a minimal and acceptable impact on Marine Parade for the following reasons:

• The proposed works on the southern side of the building will have no impact on this item because they will be concealed from it.

• Extending the deck to the west including a new steel stair will have a minimal and acceptable impact because it will not result in a building that is of greater massing than the existing. Extending the deck in this direction will not block any significant view corridors towards the item.

• No significant view corridors out of the heritage item will be impacted upon.

The Watsons Bay Pilot Station will continue to read as a two storey timber clad institutional building with a wide eave flat roof set on a concrete platform base within a maritime surround. The character of the setting surrounding the item is thus retained.


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6.0 CONCLUSION This heritage impact statement has considered the impact of proposed alterations and additions to the Watsons Bay Pilot Station. The Watsons Bay Pilot Station was constructed in 1959. It contributes to the Watsons Bay Heritage Conservation Area as a substantially intact example of an International Modernist style building. The proposed alterations and additions are largely located in the interior of the building. It will be visible from Marine Parade. It will have an acceptable impact because the removed elements including external doors and windows, external staircase and interior layout do not contribute to an understanding of the building as a former pilot station. New elements will interpret the form and detailing of the existing building. The proposed alterations and additions to the Watsons Bay Pilot Station will have a positive effect on the building and will not adversely affect the historic or architectural significance of any of the heritage items within the vicinity of the subject site and their respective settings, nor will it adversely affect the historic or architectural significance of the Watsons Bay Heritage Conservation Area. The proposed change of use of the existing building to a boating safety education centre will have a positive contribution on the heritage significance of the place in maintaining a continuity of maritime based uses. The proposal fulfils the objectives for alterations and additions to significant items in the Watsons Bay Conservation Areas as set out by Part 4.6.2.1 of the Watsons Bay Conservation Area DCP, namely:

O1 To ensure that alterations and additions to significant buildings do not adversely affect the character of the building and the streetscape.

O2 To ensure that alterations and additions to significant buildings that contribute to the significance of the conservation area (i.e. heritage items and contributory items) respect the contributory and/or streetscape values of these buildings.

O3 To ensure retention of the existing heights and form of significant single- storey dwellings/cottages.

O4 To retain existing significant fabric that contributes to the significance of individual buildings and the overall character of the area.

O5 To restore or reconstruct missing elements, where possible.


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7.0 APPENDIX 1 Preliminary Assessment results for the Watsons Bay Pilot Station REF proposal based on Stage 1 of the Procedure for Aboriginal cultural heritage consultation and investigation (the procedure). November 2013

Roads and Maritime Services

Level 11, 27 Argyle Street, Parramatta, NSW 2151 T 02 8849 2006| F 02 8849 2886| E [email protected] www.rta.nsw.gov.au/rmservices/index.html| 13 22 13

12/11/2013 Greg Tallentire RPS Senior Environmental Planner Level 9, 17 York Street, Sydney NSW 2001 Dear Greg Re: Preliminary assessment results for the Watson Bay Pilot Station REF proposal based on Stage 1 of the Procedure for Aboriginal cultural heritage consultation and investigation (the procedure). The project, as described in the Stage 1 assessment checklist, was assessed as being unlikely to have an impact on Aboriginal cultural heritage. The assessment is based on the following due diligence considerations:

• The project is unlikely to harm known Aboriginal objects or places. • The AHIMS search did not indicate any known Aboriginal objects or places in the

immediate study area. • The Aboriginal cultural heritage potential of the study area appears to be severely reduced

due to past disturbance. • The proposed compound site is in a heavily disturbed area.

Your project may proceed in accordance with the environmental impact assessment process, as relevant, and all other relevant approvals. If the scope of your project changes, you must contact me and your regional environmental staff to reassess any potential impacts on Aboriginal cultural heritage. If any potential Aboriginal objects (including skeletal remains) are discovered during the course of the project, all works in the vicinity of the find must cease. Follow the steps outlined in the Roads and Maritime Services’ Unexpected Archaeological Finds Procedure. For further assistance in this matter and do not hesitate to contact me. Yours sincerely Barry Gunther Aboriginal Cultural Heritage Advisor – Sydney Region

Appendix G

ISEPP Consultation Responses

Foreshores and Waterways Planning and DevelopmentAdvisory Gommittee 14 March 2014

Application details

Proponent : Roads and Maritime Services

ProposalRedevelopment of the former Watson's Bay Pilot Station including theinstallation of new external stair, removal of existing stair, new publicaccess to wharf and new deck at first floor level.

DevelopmentApplicationNumber:

Watson Bay REF ( Revision C) Dated: 12February 2014

Committee consideration

The committee notes that the proposed falls within the W1 (Maritime Waters Zone) as outlinedwíthin the Sydney Regional Environmental Plan (Sydney Harbour Catchment) 2005 (DeemedSEPP) and is also located within the Landscape Character Type 10.

The Committee recommends that the consent authority include appropriate mitigation andsafeguard measures within the Review of Environmental Factors to ensure that the worksaccord with the relevant clauses of the SREP and the Sydney Harbour Foreshores &Watenivays Area DCP for SREP (Sydney Harbour Catchment)2005.

The Committee has no additional matters to raise with respect to the proposed development.

Scott SchimanskiRepresenting Roads and Maritime Services

Andrew WatkinsRepresenting Department of Planning & lnfrastructure

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Greg Tallentire

From: [email protected]: Wednesday, 26 February 2014 4:37 PMTo: Alison GarnettSubject: Watsons Bay Pilot Station redevelopment

Hello Alison I refer to your letter of 10 February 2014 which was directed to Allan Coker. Allan has asked me to look at this matter and in the course of doing so it would be helpful if you could provide additional information.

1. The use is described variably as a maritime boating education centre (your letter) and a boating safety education centre (Weir Phillips HIS and briefing notes to Woollahra 25.11.2013). In particular the briefing notes say the centre will engage young people in boating safety programs. Are there other details about the centre's operation that will allow us to understand how it will operate, who will use it and the frequency of use?

2. Would the building be made available to the BIA, Maritime Teacher's Association, Yachting NSW, Paddle NSW or other boating organisations for functions and events?

3. The briefing notes provided to Council mentioned the facility would be used occasionally at night time for local community groups. Are there known groups who wish to use the facility when it is upgraded? What hours of use are contemplated? Would these groups be allowed to hold functions and events involving music and the consumption of alcohol. Who will manage this night time activity?

4. The ground floor of the building is being gutted and will be largely used as a boat storage area. How do these boats relate to the training centre? Is it proposed to allow private boat storage in the area?

5. Which clause of SEPP (Infrastructure) 2007 is being used to establish the development process? 6. Has the review of environmental factors been completed? If so, could a copy be provided to us?

Thank you for your assistance. Chris Bluett Manager Strategic Planning Woollahra Council Phone: (02) 9391 7083 Email: [email protected] Fax: (02) 9391 7044 Web site: www.woollahra.nsw.gov.au ______________________________________________________________________ This email has been scanned by the Symantec Email Security.cloud service. For more information please visit http://www.symanteccloud.com ______________________________________________________________________

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