How to read and apply this chapter

  1. Chapter 4.0 Alpine Accommodation and secondary Alpine Sub-regions (this chapter)

  2. Chapter 2 – General planning considerations

  3. Chapter 5 – Alpine Carrying Capacity Framework

  4. Appendix A – Existing and Desired Future Character Statements

This chapter provides design guidance for the Alpine Accommodation and secondary Alpine Sub-regions (as shown in Figure 38), including:

  • Bullocks Flat Terminal,
  • Creel Bay Alpine Accommodation Sub-region,
  • Kosciuszko Tourist Park Alpine Accommodation Sub-region,
  • Ski Rider Alpine Accommodation Sub-region,
  • Sponars Chalet Alpine Accommodation Sub-region, and
  • Thredbo Ranger Station Alpine Accommodation Sub-region.

Indicative Layout Plans have been prepared for each Sub-region. Preferred development areas are identified on the Indicative Layout Plans. Development outside of these areas may be acceptable, however will be subject to detailed review and assessment.

Map identifying land to which Chapter 4 of the DCP applies, including Thredbo Ranger Station, Bullocks Flat Terminal, Sponars Chalet, Ski Rider Hotel, Kosciuszko Tourist Park and Creel Bay.
Figure 38. Alpine Accommodation and secondary Alpine Sub-regions
Map identifying the location of Bullocks Flat Terminal within the region.
Figure 39. Location of Bullocks Flat Terminal

4.1 Bullocks Flat Terminal

Objectives
  1. Maintain and enhance Bullocks Flat Terminal as a transport interchange providing winter access and freight to the Perisher Range Alpine Resort and Charlotte Pass Alpine Resort Sub- regions, whilst being consistent with the approved uses and scale of the existing buildings.
  2. Embellish remnant vegetation around the Terminal building and car parks to improve views of the Sub-region buildings and facilitate their visual integration into the landscape and a positive contribution to the landscape setting.
  3. Create a safe and attractive environment in all seasons, including to support the increasingly important trailhead usage of the Alpine Sub-region in the summer season for the Thredbo Valley Track, Snowies Alpine Walk and Bullocks Accessibility Track.
  4. Reflect the principal function of the Sub-region as a transport interchange for the Ski Tube, with new structures being designed to be subservient to the Terminal building and maintenance facilities.
Controls
  1. Development is consistent with the desired future character statement in Appendix A.
  2. Traffic generating development is accompanied by a detailed traffic impact assessment prepared by a suitably qualified professional that considers the Ski Tube Way and Alpine Way intersection. The assessment includes an assessment of the suitability of the intersection to accommodate the eastbound exit movement onto Alpine Way during the winter afternoon peak.
  3. New development avoids the removal of further significant vegetation.
  4. Safe and secure bicycle and micromobility parking is provided to support summer-time recreation activities.
Map identifying the location of Creel Bay within the region.
Figure 40. Location of Creel Bay Alpine Resort Sub-region

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4.2 Creel Bay Alpine Accommodation Sub-region

Objectives
  1. Respect and maximise natural and cultural assets.
  2. Maintain consistency with Kosciuszko National Park Plan of Management goals.
  3. Build on the local tourism attributes to enable public access to the site and provide year-round visitation opportunities.
  4. Provide robust and flexible site outcomes.
Controls
  1. Development is consistent with the desired future character statement in Appendix A.
  2. New development is consistent with the 'Waste Point Kosciuszko National Park Preliminary Master Plan dated 2019 by NPWS as well as the ILP as illustrated in Figure 41.
  3. New development that will intensify use of the Creel Bay Road and Kosciusko Road intersection is accompanied by a traffic impact assessment prepared by a suitably qualified professional.
  4. Infrastructure improvements are located in disturbed parts of the site (where possible) and have minimal visual impact on the aesthetics of the site. Visual screening and planting assist with this and reinforce the existing separation between infrastructure and the accommodation precinct.
  5. Disturbance of vegetation is assessed in terms of the significance of its impact on existing ecological communities. A detailed survey is required to confirm the location and extent of the endangered ecological communities.
  6. New tourist and visitor accommodation is encouraged to provide experiential and nature-based accommodation. New accommodation is both contemporary and iconic in a unique nature-based setting.
  7. Planting of native vegetation and tree species are adopted along the existing road where it adjoins a cottage.
  8. To minimise vegetation disturbance, cottages may be grouped in clusters and maintains the following setbacks:
    1. front minimum setback of 10 metres from the main access road,
    2. building separation of 12 metres from adjoining cottages, and
    3. side setbacks to be determined based on APZ requirements, existing vegetation screening, topography and other site-specific conditions.
  9. Safe and secure bicycle and micromobility parking is provided to support summer-time recreation activities.
     
Indicative Layout Plan for Creel Bay.
Figure 41. Creel Bay Alpine Accommodation Sub-region ILP
Map identifying the location of Kosciuszko Tourist Park within the region.
Figure 42. Location of Kosciuszko Tourist Park Alpine Accommodation Sub-region

4.3 Kosciuszko Tourist Park Alpine Accommodation Sub-region

Objectives
  1. Ensure new guest amenities and facilities, such as toilet blocks, barbeque areas, water collection points and refuse areas, are designed to integrate with the landscape, enhance the visitor experience and encourage social interaction.
  2. Maintain the curtilage and general structure of the Tourist Park to minimise the clearing of vegetation and preserve the bushland setting of the Sub-region.
  3. Enhance connections from the precinct to key destinations including walking, hiking and mountain biking destinations for pedestrians and cyclists.
  4. Integrate parking into the natural setting rather than included as a formal facility.
  5. Encourage low impact recreational activities with no permanent built asset requirements including kayaking, walking, hiking and cycling (gravel, road and mountain bike).
Controls
  1. New development is consistent with the desired future character statement in Appendix A of this DCP.
  2. Development consolidates opportunities for the provision of eco-tourist facilities within the Sub-region in accordance with the ILP at Figure 43.
  3. Development expands and enhances communal amenities and facilities, including toilet block and camp kitchen to support an increase in accommodation.
  4. A central communal area is provided clustered around the existing emergency assembly area and playground.
  5. Development in proximity to Sawpit Creek is accompanied by further flood assessment to understand the existing flood behaviour and what is an appropriate design and siting response. Refer to the general provisions at Chapter 2.11.
  6. Provide a bus stop at the gateway to Sawpit Creek in accordance with the ILP at Figure 43.
  7. Provide sheltered waiting areas to the new bus stop to create a safe, comfortable waiting area for short-term and day-use visitors year-round.
  8. Maintain existing access to trailheads and walking trails including Sawpit, Pallaibo and Waterfall walking tracks in accordance with the ILP in Figure 43.
  9. New development is accompanied by a detailed traffic engineering assessment prepared by a suitably qualified professional. The assessment may include an assessment of the impact of the development on the following:
    1. right-turn bay for turn into Kosciuszko Tourist Park from the west,
    2. acceleration bay for right and left-turn out of Kosciuszko Tourist Park,
    3. deceleration bay for left-turn into Kosciuszko Tourist Park from the east,
    4. intersection design to consider longer deceleration and acceleration distances and reduced lateral transitions required during snow or icy conditions, and
    5. road surface designed with minimal interruption to snow clearing activities and space for snow push.
  10. Safe and secure bicycle and micromobility parking is provided to support summer-time recreation activities.
Indicative Layout Plan for Kosciuszko Tourist Park.
Figure 43. Kosciuszko Tourist Park Alpine Accommodation Sub-region ILP
Map identifying the location of Sponars Chalet within the region.
Figure 44. Location of Ski Rider Alpine Accommodation Sub-region

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4.4 Ski Rider Alpine Accommodation Sub-region

Objectives
  1. Maintain the curtilage and general structure of the Sub-region to minimise the clearing of vegetation and to enhance the bushland setting.
  2. Ensure the scale, siting, and design of future development enhances the national park setting of the built form by reducing its visibility from Kosciuszko Road.
  3. Enhance the landscape qualities of the Sub-region by embellishing the vegetation along Kosciuszko Road, fronting the car park.
  4. Enable expansion of hospitality uses in the precinct for year-round activation.
Controls
  1. Development is consistent with the desired future character statement in Appendix A.
  2. Development is generally in accordance with the ILP in Figure 45.
  3. Development that will intensify use of the Sub-region is accompanied by a traffic impact assessment prepared by a suitably qualified professional and address any impacts to the access driveway to Kosciuszko Road.
  4. Development delivers improved access to the site by establishing a logical path of arrival for public and private transport modes and to create a sense of arrival at the Ski Rider.
  5. Development maintains buffer zones from Sawpit Creek, ensuring protection of environmental value areas.
  6. Screening continues to be applied around gas, vehicle refuelling, bin storage and sewage treatment pond areas.
  7. Safe and secure bicycle and micromobility parking is provided to support summer-time recreation activities.
Indicative Layout Plan for Ski Rider.
Figure 45. Ski Rider Alpine Accommodation Sub-region ILP
Map identifying the location of Sponars Chalet within the region.
Figure 46. Location of Sponars Chalet Alpine Accommodation Sub-region

4.5 Sponars Chalet Alpine Accommodation Sub-region

Objectives
  1. Reinforce the landmark qualities and heritage values of Sponars Chalet.
  2. Maintain the visual prominence of Sponars Chalet main building from Kosciuszko Road, in particular when approaching the Sub-region from the east.
  3. Retain and rehabilitate remnant native vegetation within the Sub-region to enhance visual and physical linkages to the surrounding natural environs to the north, east and west.
  4. Remove exotic vegetation and revegetate areas within the Sub-region to minimise the visual impact of car parking and enhance the landscape qualities of Sponars Chalet.
  5. Enable expansion of tourist accommodation and commercial uses in the Sub-region for year- round activation.
  6. Support Sponars Lake activation through access to walking loop and water sports facilities.
  7. Encourage public transport use to reduce reliance on private vehicles and provide choice of transport modes.
  8. Support increased connectivity to Perisher Range Alpine Resort Sub-region and Jindabyne township.
  9. Enhance connections from the Sub-region to key summer activities including walking, hiking and cycling (gravel, road and mountain bike).
Controls
  1. Development is consistent with the desired future character statement in Appendix A.
  2. Development provides for additional tourist and visitor accommodation and appropriate commercial uses that are compatible with its heritage significance.
  3. Where development is proposed in the zone of 'archaeological potential' at Sponars Chalet (see Appendix D), the following occurs during design development:
    1. the impact footprint of the new development is inspected by a suitably qualified professional to determine an appropriate research methodology,
    2. test excavation may be required to determine the nature and extent of archaeological deposits at the site,
    3. based on the results of the test excavation, further archaeological investigation may be required based on the advice of the directing archaeologist, and
    4. following archaeological excavation at the site, a report will be produced to record the results of the excavation.
  4. Development facilitates connections to facilities in the vicinity of the Sub-region, including a walking loop and jetty constructed at Sponars Lake.
  5. Building extensions are restricted to areas where there is previous disturbance or where it can be demonstrated that significant natural or historic heritage features are not impacted upon.
  6. Development increases pedestrian pathways within the site and connections to water features.
  7. New development excluding alterations and additions are accompanied by detailed traffic engineering assessment prepared by a suitably qualified professional. The assessment may consider the following:
    1. right-turn bay for turn into Sponars Chalet from the east,
    2. acceleration bay for right and left-turn out of Sponars Chalet,
    3. deceleration bay for left-turn into Sponars Chalet from the west,
    4. intersection designed to consider longer deceleration and acceleration distances and reduced lateral transitions required during snow or icy conditions, and
    5. road surface designed with minimal interruption to snow clearing activities and space for snow push.
  8. Safe and secure bicycle and micromobility parking is provided to support summer-time recreation activities.
Indicative Layout Plan for Sponars Chalet.
Figure 47. Sponars Chalet Alpine Accommodation Sub-region ILP
Map identifying the location of Thredbo Ranger Station within the region.
Figure 48. Location of Thredbo Ranger Station Alpine Accommodation Sub-region

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4.6 Thredbo Ranger Station Alpine Accommodation Sub-region

Objectives
  1. Enable expansion of tourist accommodation, commercial uses, and visitor services in the precinct for year-round activation, including the activation of the Thredbo River corridor for recreational purposes. Refer to Figure 49 and Figure 50.
  2. Protect sensitive sub-alpine and montane environments and waterways.
  3. Support the adaptive reuse of the main ranger station building.
  4. Accommodation is disbursed across the Sub-region responding to the landscape and minimising the visual impact of development.
  5. Enhance connections from the Sub-region to key summer activities including walking, hiking, fishing and mountain biking destinations for pedestrians and cyclists.
Controls
  1. Development is consistent with the desired future character statement in Appendix A.
  2. Tourist and visitor accommodation comprises high-quality cabin style accommodation (eco-tourist facilities, camping grounds and staff accommodation) and on-site camping ‘pods’ along the banks of the Thredbo River.
  3. Development upgrades and adaptively reuses the historic rangers' station building to allow for reception, food and beverage, commercial, administration, visitor information, heritage interpretation, storage and services uses. These uses respond to the site’s historic heritage significance.
  4. New infrastructure related to water, sewer and waste transfer is provided on site.
  5. Areas where threatened ecological community occurs along the Thredbo River and elsewhere in the Sub-region may be developed for the purpose of low impact eco-tourist facilities. Building design demonstrates that development:
    1. has been planned and will be constructed carefully to minimise the overall footprint and indirect impacts, and
    2. there are no feasible alternative design and siting options.
  6. Development provides wayfinding to iconic hiking, walking and mountain biking destinations.
  7. Walking tracks are as narrow as possible and utilise existing trail alignments where available.
  8. Development considers and improves vehicular access from Alpine Way.
  9. New development excluding alterations and additions is accompanied by detailed traffic engineering assessment prepared by a suitably qualified professional. The assessment may consider the following:
    1. right-turn bay for turn into Thredbo Ranger Station from the east,
    2. acceleration bay for right and left-turn out of Thredbo Ranger Station,
    3. deceleration bay for left-turn into Thredbo Ranger Station from the west,
    4. intersection design to consider longer deceleration and acceleration distances and reduced lateral transitions required during snow or icy conditions, and
    5. road surface designed with minimal interruption to snow clearing activities and space for snow push.
  10. Safe and secure bicycle and micromobility parking is provided to support summer-time recreation activities.
alpine-dcp-46-figure-49-1200x800.jpg
Figure 49. Thredbo Ranger Station Alpine Accommodation Sub-region ILP
Indicative sketch layout of camping pods within Thredbo Ranger Station.
Figure 50-1. Visually separate pods using topography and tree canopy. Distance between pods approximately 15–20 m depending on slope.
Indicative sketch layout of camping pods within Thredbo Ranger Station.
Figure 50-2. Visually separate pods using existing vegetation and tree canopy. Recommend 5-10m seperation depnding on density of vegetation.
Indicative sketch layout of camping pods within Thredbo Ranger Station.
Figure 50-3. Offset adjacent pods to ensure privacy.
Indicative sketch layout of camping pods within Thredbo Ranger Station.
Figure 50. Thredbo Ranger Station – indicative sketch layout of camping pods
Artist's impression of accommodation units in a summer setting in Thredbo Ranger Station.
Figure 51. Artists impression – example development of accommodation units in a summer setting

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