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Attachment 2- Technical Memorandum
Attached to the e-mail Response to Information Request - RAL18/0023.
Technical Memorandum
Title Noosa Civic RaL
Response to Information Request
Client Stockwell Project No QTT19017
Date 23/04/2019 Status Final
Author Tetteh Anang/Madison Elliott Discipline Traffic and Transport
Reviewer Alice Shi Office Brisbane
1 Introduction
Cardno has been commissioned by Stockwell to provide traffic engineering advice in relation to the proposed
reconfiguration of lot at the Noosa Civic Business Centre located in Noosaville. This technical memorandum
provides a response to an information request (application ref. RAL18/0023) issued 21st December 2018
received from Noosa Council.
The items in question are outlined as follows:
> Item 1: Demonstrate how a civic space and inter-regional transit facility could be included within Precincts
E1 and E6 respectively
> Item 2: Demonstrate how the provision of pedestrian and bicycle paths and external connections from the
civic space and transit hub to existing and future development is to be achieved.
> Item 6: Traffic engineering report prepared by an RPEQ including assessment of:
- The traffic engineering aspects of the road layout details, intersection configurations, and access
driveways requested in item 5.
- Justification for the proposed separation distances between intersections and driveways to the access
roundabouts on Walter Hay Drive.
- Identify how the proposed transit facility at proposed lot 4 would be satisfactorily accessed and that
the allotment size is sufficient to accommodate the transit facility, through provision of a concept
layout.
- Comparison of the traffic generating potential of the proposed subdivision, with that envisaged by the
masterplan, and then assessment of any additional impacts generated as a result.
> Item 14: Details of how Lot 16 will be accessed.
Preamble
It is understood that the proposed subdivision plan (Appendix A) will be subject to a future application to
resolve the planning for Lots 3 and 7. With this future application, the internal road network will connect
Hofmann Drive to the northern centre access road, generally in accordance with the planned road network in
the Noosa Plan. This response speaks to the proposed subdivision plan with reference to the future
planning.
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2 Item 1
Demonstrate how a civic space and inter-regional transit facility could be included within Precincts E1 and
E6 respectively.
2.1 Sub-Regional Transit Facility
The New Noosa Plan (released in draft on Friday 15th February 2019) indicates that the transit hub located at
Lot 7 (Precinct E6, previously Lot 4) is to be a sub-regional transit facility, rather than an inter-regional transit
facility as outlined in the Information Request. The designation as a sub-regional facility indicates that the
importance of a transit facility in this area is not as high as previously planned.
The requirements outlined in the New Noosa Plan include:
> At least 5,000sq.m area (Community Facilities Zone Code PO6)
> Provision for park and ride (Noosaville Local Plan Code AO16.1)
The Noosa Business Centre Framework and Character Plan, as shown on Figure 2-1, indicates the location
proposed for the sub-regional transit facility. It is noted that this location is identified as “indicative only and
subject to further investigation and resourcing”.
Noosa Plan Framework - Noosa Civic Transport Facilities
Source: Noosa Council
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2.2 Existing Noosa Civic Bus Station
The existing bus stop location is at the Noosa Civic shopping centre, to the west of the Noosa Business
Centre. Table 2-1 summarises the current bus routes servicing the Noosa Civic bus station, service
frequencies, and major destinations.
Bus Routes that Operate To/From Noosa Civic Centre
Inbound Frequency Outbound Frequency
Route Major Stops
AM PM AM PM
Maroochydore, Airport, Coolum, Noosa
622 60 mins 60 mins 60 mins 60 mins
Civic, Peregian Spgs, Noosa Junction
Maroochydore, Airport, Coolum,
628 60 mins 60 mins 60 mins 60 mins
Peregian Spgs, Noosa Junction North
Tewantin, Noosa Civic, Noosa Heads,
629 60 mins 60 mins 60 mins 60 mins
Noosa Junction
2:05pm, Cooran, Pomona, Cooroy, Tewantin,
632 9:25am 12:25pm 5:35pm
7:07pm Noosa Civic, Noosa Junction
There are 4 bus routes which provide connections between Noosa Civic and the wider Noosa area. All bus
routes have frequency of 60 minutes with the exception of route 632 which operates 5 times per day.
Figure 2-2 illustrates the areas serviced by the bus routes, and subsequently the neighbourhoods connected
to Noosa Civic via a direct bus service.
Bus Route Network
Source: Translink timetables
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2.3 Bus Patronage
Bus patronage data was sourced from Translink for the week of the 5th – 11th of March 2018 which is advised
by Translink to be one of the busiest periods of the year for public transport. This data provided information
of the four existing Noosa bus routes (622, 628, 629 and 632) and their current level of usage. Table 2-2
outlines the utilisation of each bus route.
Current Bus Patronage Data
Max AM Peak Max PM Peak Max Passengers on
Licensed Passenger
Route Passengers on Passengers on Bus at Noosa Civic
Capacity
Service Service Shopping Centre
622 40 - 85 32 27 31
628 52 - 85 13 12 12
629 40 - 85 11 18 16
632 63 - 85 15 15 13
The utilisation in Table 2-2 indicates that the highest utilised bus route is the 622 which travels from
Maroochydore to Noosa Junction. The highest number of passengers on this service at Noosa Civic was 31
people, while there was capacity for up to 85 people. Therefore, based on these results there is sufficient
remaining capacity in all existing bus routes to accommodate additional commuters and service the Noosa
Business Centre.
2.4 Future Public Transport Demand
The Australian Bureau of Statistics (ABS) 2016 Census data indicated that for Noosa, the public transport
mode share for travel to work was 2% as primary mode, and 1% as a secondary mode. The breakdown of
mode share for Noosa in 2016 is shown on Figure 2-3.
2016 Noosa Mode Share - Travel to Work – 2016 Census
100%
91%
90%
80%
70%
60%
50%
40%
30%
20%
10% 3% 4%
1% 1%
0%
Car Public Transport Walk Cycle Other
Given this relatively low mode share, it is anticipated that the future public transport mode share will not be
significant in the future. Even if the public transport mode share were to double, the Noosa Civic station
would be able to handle the additional passenger load based on the 85 person bus capacity.
Given the above, the need and feasibility for a new transit facility to replace the existing Noosa Civic bus
station may not be a valuable use of funding. The existing bus station is likely to be appropriate to service
the future Noosa Business Centre including the existing Noosa Civic shopping centre, with potential to
embellish this in the future to meet customer needs.
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2.5 Transit Facility
The requirement for a sub-regional transit facility at this location should be considered in more detail based
on public transport demand and bus patronage. Nevertheless, to respond to Council’s request, a concept
has been produced of how the facility could be designed for Lot 1 (the previous facility was on Lot 4) as
illustrated in drawing QTT19017-SK02-C attached in Appendix B. The following facilities have been shown:
> Two inbound stops
> Two outbound stops
> Two laydown bays
> Pedestrian crossing facilities at both extents of the facility, connecting to external footpaths
This concept plan has been prepared to demonstrate that Lot 1 (previously on Lot 4) could accommodate a
transit facility in future. It is noted that this plan assumes that access will be gained via the existing access
road for the Noosa Civic Centre which runs through Lot 1. Stockwell has indicated that the existing bus stops
will be repurposed for other uses, such as taxi or ride share pick up/drop off areas.
Potential Transit Facility – Concept Plan (Lot 1)
The size of the concept transit facility on Lot 1 (previously on Lot 4) is approximately 4,590sq.m which is
slightly smaller (8.2% reduction) than the minimum 5,000sq.m as outlined in the Noosa Plan. Although this is
smaller than the specified 5,000 sq.m, the concept illustrates there is sufficient area for a transit facility. A
park and ride facility has not been shown.
The proposed location at Lot 1 provides better amenity to the overall Noosa Civic site, particularly when
considering the future development of Lots 2-21 east of the currently developed centre. This is illustrated on
Figures 2-5, which demonstrates that the proposed transit facility location will cover more of the masterplan
site with a 400m walkable catchment, particularly lots 7, 8, 9 and 25. When these lots are developed, walking
distance to these uses will be better provided for with the relocated transit facility.
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Existing Bus Location – Walkable Catchment Source: Nearmap As demonstrated a transit facility can be accommodated in Lot 1 if required. The concept provides for a bus interchange with four bus bays. It is noteworthy that there is currently no demonstrated need for an additional sub–regional facility as the current interchange at existing Noosa Civic Centre caters for the current demand and has additional capacity for future anticipated demand. QTT19017 Tech Memo 2019 04 23.docx Page 4
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3 Item 2
Demonstrate how the provision of pedestrian and bicycle paths and external connections from the civic
space and transit hub to existing and future development is to be achieved.
3.1 Active Transport
The active transport network planned for the area is outlined in the Noosa Business Centre Framework and
Character Plan.
Noosa Plan Framework - Noosa Civic Transport Facilities
Source: Noosa Council
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3.2 Pedestrian and Cycle Network Plan
A review has been undertaken of the existing pedestrian and cycling facilities within the vicinity of the Noosa
Civic Centre. The external connections to the Noosa Civic Centre incorporate a mix of on-street cycle lanes
and pedestrian paths. In line with this, Figure 3-2 has been prepared to provide an indication of how the
planned active transport facilities can connect with the existing facilities.
Noosa Civic Pedestrian and Cycle Network
Source: Nearmap
The pedestrian and cycle network plan is generally in line with the Noosa Business Centre Framework and
Character Plan. Key pedestrian and cycling links have been maintained along the proposed extension of
Hofmann Drive, connecting to Walter Hay Drive.
While this is a high level plan, it is noted that opportunities for pedestrian connectivity will be investigated
where possible. This will include provision of pedestrian refuges for safe crossing locations and the potential
for easements between lots to provide connectivity through the site. This will be investigated and identified
as more detailed planning and design progresses.
3.2.1 Future Connections
With the future application over Lots 3 and 7 which will include continuing the internal road at Lots 8 and 9
north to the centre access road, it is proposed that active travel links will be strengthened. With this road
connection, the Pedestrian and Cycle Network plan will provide on-street cycling lanes on all proposed roads
to ensure connectivity and easier movement of cyclists.
It is also noted that the east-west green link shown through Lot 3 will be proposed in future. However, the
internal green link which connects north-south along the western boundary of Lot 3 will be determined as
part of future planning for Lot 3.
Furthermore, shared space / raised crossings which have been indicated on the Noosa Business Centre
Framework and Character Plan have not been shown on the proposed Pedestrian and Cycle Network as
these areas are subject to the further detailed design of the road network, particularly with respect to the
manoeuvring of buses and service vehicles.
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4 Item 6
Traffic engineering report prepared by an RPEQ including assessment of:
- The traffic engineering aspects of the road layout details, intersection configurations, and access
driveways requested in item 5.
- Justification for the proposed separation distances between intersections and driveways to the
access roundabouts on Walter Hay Drive.
- Identify how the proposed transit facility at proposed lot 4 would be satisfactorily accessed and that
the allotment size is sufficient to accommodate the transit facility, through provision of a concept layout.
- Comparison of the traffic generating potential of the proposed subdivision, with that envisaged by the
masterplan, and then assessment of any additional impacts generated as a result.
4.1 Road Standards
4.1.1 Access Driveways
Access driveways to lots will be designed in accordance with the Institute of Public Works Engineering
Australia Queensland (IPWEAQ) Standard Drawing RS-049 and RS-051. Minimum spacing between
adjacent driveways will be 6m from the tangent point in accordance with Australian Standard 2890.1 Parking
Facilities: Off-street parking (AS2890.1).
In accordance with AS2890.1, sight distance for driveways will be a minimum of 45m where the frontage
road speed is 50km/hr and 65m for 60km/hr roads.
Cardno has undertaken a high level review of the indicative driveway locations provided by the client. The
high level review considered the following to determine the most suitable access arrangement for each lot:
Sight distance requirements
Intersection spacing
Minimum driveway separation
Expected queuing based on land uses
Interim and ultimate road network configuration
It should be noted that these locations are indicative only and subject to change in the detailed design stage
for the lot development applications.
The indicative access locations and permitted movements are shown on Figure 4-1.
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Indicative Masterplan Access Locations
Source: Nearmap
The access types are summarised in Table 4-1.
Indicative Masterplan Access Types
Lot Access Type Lots Permitted Movements
Single Lot Access 4, 14, 15, 16, 21 All movements permitted, median break provided where
suitable.
Shared Lot Access 2, 5 & 6, 10 & 11, 12 & 13, Lot 2: Shared access with existing crossover to prevent
17 & 18, 19 & 20, 22, 23 - 25 conflicts with existing right turn lane
Lots 5 & 6: All movements permitted, provisions for turning
to be determined at detailed design
Lots 10 & 11, 12 & 13: All movements permitted
Lots 17/18, 19/20: All movements permitted, median break
provided on Hofmann Drive where suitable.
Lot 22: Shared access with existing crossover to prevent
conflicts with adjacent intersection
Lots 23-25: Additional all movements access via Walter Hay
Drive at roundabout. More detail at section 6.
Restricted Lot Access 3, 7, 8 & 9 Lot 3: Left in ,right out in interim stage with stub road
arrangement
Lot 7: Left in, left out access in interim stage
Lots 8 & 9: Right in, left out in interim stage with stub road
arrangement
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4.1.2 Road Hierarchy
The proposed Noosa Civic Centre roads are envisioned to be a mix of collector and local roads based on
anticipated traffic generation and road function. Table 4-2 outlines the Noosa Council Plan road standards
and associated traffic volumes for these road types.
Collector and Local Road Hierarchy
Road Carriageway On-Street Daily Traffic
Road Reserve Bike Lanes Pathway
Hierarchy Width Parking Volumes (vpd)
Local 15-20m 11-13m N Y 1.5 (Min) <1,000
1.2m (Min. Both
Collector 20m (Min) 6-8m N Y 1,000 – 5,000
Sides)
Figure 4-2 illustrates the road hierarchy classified in the Noosa Plan for existing roads, alongside the
proposed road hierarchy of the new roads. These have been nominated based on road function.
It is noted that while the link road leading to Lots 8 and 9 is shown as a local road for this application, in
future when the internal road will connect through to the north, the function of this road will change to a
collector road.
While the Noosa Plan indicates collector roads are required to provide on-street parking, it is proposed that
cycle lanes are continued through to connect with existing facilities on the external road network. This will
also contribute to creating the key cycle link outlined in the Noosa Business Centre Framework to facilitate a
safer active transport network.
Indented on-street parking is proposed to be provided where feasible in the verge along Hofmann Drive,
while maintaining the existing cycle lanes.
Discussions with Council have indicated that a ‘Main Street’ cross-section is applicable for the future link
road, which will be considered in future applications where the connector road is implemented. On-street
parking and cycle lanes design will be considered based on the ‘Main Street’ cross-section.
Proposed Road Network
Source: Nearmap
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As shown on Figure 4-2, two new intersections are proposed: > Southern roundabout - at lots 6, 9, 10 and 16 > T-intersection - at lots 4, 5, 15 and 16 Also indicated is a future intersection, proposed as part of a future application: > Future northern roundabout - at lots 2, 3 and 7 4.1.3 Roundabout Design A conceptual layouts for the roundabout has been prepared to inform the lot plan, with the following parameters, in accordance with Austroads Guide to Road Design Part 4B: Roundabouts: > Single lane approaches > Designed to accommodate 19m AV > Nominal central island diameter of 24m > Nominal circulating lane width of 8m 4.1.4 T-Junction Design Planning for the T-intersection has been prepared to the following parameters: > Median divided on Hofmann Drive approaches > All movements permitted The requirement for turn lanes will be confirmed at future applications. 4.2 Intersection Spacing 4.2.1 External Access The Noosa Civic Centre will predominately gain vehicular access from two points along Walter Hay Drive, from existing roundabout intersections. In accordance with Noosa Council Plan, the spacing of intersections on arterial roads is 200m, unless the central median is broken. According to lot plans the spacing between the two Noosa Civic Centre access intersections is 470m which meets the Noosa Council Plan requirement. No additional intersections are proposed on Walter Hay Drive. 4.2.2 Internal Access In accordance with the New Noosa Plan, the desirable minimum intersection spacing for Local Roads / Collector Roads should be 60m and 75m, respectively for intersections located on the same side of the road. A review of the internal layout has been undertaken, and the intersection spacing across the entire internal road network complies with the minimum spacing requirements for local and collector roads. This is demonstrated on Figure 4-3. QTT19017 Tech Memo 2019 04 23.docx Page 10
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Internal Intersection Spacing Source: Nearmap 4.3 Traffic Generation The land uses envisioned for the Noosa Civic Centre are not planned to differ from those outlined in the Noosa Business Centre Framework and Character Plan. Furthermore, the developable yield associated with these land uses are not proposed to exceed the planned maximums as per the masterplan. As a result, the traffic generating potential associated with the proposed RaL is not considered to exceed that planned for the centre. Therefore, the planned Noosa Civic Centre road network is expected to cater for the existing traffic and the future traffic generated by the centre. QTT19017 Tech Memo 2019 04 23.docx Page 11
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5 Item 14
Details of how Lot 16 will be accessed.
5.1 Lot 16
Vehicular access for lot 16 will be from the southern portion of the lot. It will be an all movements access with
traffic allowed to turn right into and out of the lot. The access location will be a minimum of 6m from the
tangent point of the adjacent intersections in line with Australian Standard 2890.1.
Additionally, to ensure driver safety is upheld, minimum sight distance requirement according to AS2890.1 is
45m for a driveway fronting a 50km/hr road. Thus, the access driveway for lot 16 should be a minimum of
45m from adjacent intersections as a conservative criteria.
The indicated driveway location is outlined in Figure 5-1. This illustrates that the driveway location is suitably
located to ensure sufficient sight distance to adjacent intersections.
Indicative Driveway Location - Lot 16
Source: Nearmap, Barlow Shelley drawing 1856-R05
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6 Walter Hay Drive / Eastern Access Roundabout Analysis
6.1 Overview
Access for lots 23, 24, and 25 is proposed via an access easement extending from the Walter Hay Drive /
Eastern Access roundabout. This would involve adding a fourth leg to the existing roundabout arrangement,
to provide access to the three lots. An easement will be provided to ensure access can be gained to lots 23
and 24 via this access point.
It has been advised that the lots will be developed as the following land uses:
> Lot 23 – High density residential
> Lot 24 – High density residential
> Lot 25 – Service station
Cardno has undertaken operational analysis using SIDRA Intersection 8.0 to understand the impact to the
intersection operation with the inclusion of the fourth leg of the roundabout.
6.2 Traffic Assumptions
6.2.1 Background Traffic
Cardno previously commissioned traffic surveys for the road network surrounding the site for the Thursday
and Saturday peak periods on the following dates:
Thursday, 31 July 2014
Saturday, 2 August 2014
Since 2014, there has been development that has occurred in the area that would not have been taken into
account in the 2014 traffic surveys. The traffic generation for the industrial developments constructed
between 2014 and 2019 has been estimated and added to the 2014 background traffic to represent the 2019
background scenarios.
The traffic generation was calculated for the same peak periods as previously assessed (Thursday and
Saturday peak) however as the industrial developments are not assumed to be operating on a Saturday,
only the Thursday peak period has been considered. The distribution of trips has been assumed as 30% in
and 70% out of the Thursday peak.
Table 6-1 indicates the assumed traffic generation for all of the developed industrial land uses.
Background Traffic Generation
Thursday Peak Thursday Peak ‘In’ Trip Thursday Peak ‘Out’
Land Use Yield (total)
generation rate Generation Trip Generation
Industrial 14,000sq.m 0.78 trips per 100sq.m 33 vph 76 vph
As shown in Table 6-1, the existing industrial developments constructed between 2014 and 2019 are
expected to generate in the order of 33 vph of entering and 76 vph for exiting movements in the Thursday
peak (109 vph total).
6.2.2 Traffic Growth
The traffic growth was calculated based on traffic survey volumes collected in 2007, 2009 and 2014 for a
Thursday peak and Saturday peak period for the surrounding road network.
The traffic survey dates utilised to calculate the annual traffic growth include:
Thursday, 11 October 2007
Saturday, 13 October 2007
Thursday, 26 November 2009
Saturday, 28 November 2009
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Thursday, 31 July 2014
Saturday, 2 August 2014
The results indicated varying ranges of growth across the surrounding road network, however when these
results were averaged across all relevant roads, the growth rates of 1.2% per annum (weekday PM) and
1.4% (Saturday) were found. These results support the adoption of an overall growth rate of 1.5% per
annum. Cardno believes that an overall growth rate of 1.5 % per annum is an appropriate representation of
individual roads, and so extending this value across the entire network is appropriate. This is consistent with
previous traffic analysis undertaken at Noosa by Cardno.
6.2.3 Traffic Generation
The traffic generation of lots 23, 24, and 25 has been estimated based on the lot area and an estimated plot
ratio for the site. Based on client correspondence, a 60% plot ratio for the high density residential land uses
(Lot 23 & Lot 24) has been adopted. However a plot ratio was not given for the service station site (Lot 25).
To estimate the plot ratio for the service station site on Lot 25, NSW Roads and Maritime Services (RMS)
Trip Generation Surveys for Service Stations data was utilised. The RMS data surveyed 10 service station
sites across greater Sydney. The lot size and building area data has been extracted for this assessment to
estimate a plot ratio for the site. The plot ratio of each of the 10 service station sites was calculated and
found to have an average plot ratio of 0.09.
A plot ratio of 0.09 for the lot size of 7596sq.m, generates a total yield of 684sq.m. This is considered to be
excessively large for a service station, however has been assumed to be the maximum size of building to be
constructed on Lot 25 as a conservative assumption. It is noted that in reality, a smaller service station site
would likely be developed.
The adopted trip generation is summarised in Table 6-2.
Adopted Trip Generation
Saturday Peak Thursday Peak
Lot No. Yield Land Use
Generation Generation
Lot 23 2,207 sq.m Medium Density Residential 7 vph 7 vph
Lot 24 2,794 sq.m Medium Density Residential 9 vph 9 vph
Lot 25 684 sq.m Service Station 451 vph 451 vph
Total 5,685 sq.m 467 vph 467 vph
As shown in Table 6-2, the proposed land uses are anticipated to generate in the order of 467 vph in the
Saturday and Thursday peak periods.
6.2.4 Traffic Distribution
The traffic distribution has been estimated based on the background traffic data, which has been adopted for
both the background and with development assessment scenarios. The data indicated that for the Thursday
and Saturday peak, the road network distribution was:
5% toward Eumundi-Noosa Road (south)
24% toward Beckmans Road (west)
20% toward Eumundi Road (north)
33% toward Eenie Creek Road (east)
18% toward Walter Hay Drive (south)
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6.3 SIDRA Analysis Results
The current configuration of this intersection is a three-legged roundabout arrangement, however has been
assessed with a fourth leg as the north-east approach for the proposed lot access road.
Two scenarios were assessed for the impact to the existing roundabout. Initially the traffic generation from
Lots 23, 24 and 25 were added to the background traffic (existing level of development at Noosa Civic) and
additionally a scenario where the whole masterplan was developed (lots 1-25). The impacts of these
scenarios are reported below.
The SIDRA assessed layout is illustrated on Figure 6-1.
SIDRA Assessed Layout
The results of the SIDRA assessment, for all assessed scenarios, are summarised in Table 6-3.
SIDRA Results
Saturday AM Peak Thursday PM Peak
Scenarios 95th %ile 95th %ile
DOS Delay DOS Delay
Queue Queue
2020BG + Lots 23-25 0.312 13.8 sec 12.7m 0.291 13.6 sec 11.4m
2020BG + Full Dev 0.325 13.9 sec 13.5m 0.381 14.5 sec 16.8m
2030BG + Lots 23-25 0.352 14.2 sec 15.1m 0.323 13.9 sec 13.5m
2030BG + Full Dev 0.365 14.3 sec 16.0m 0.416 15.0 sec 19.4m
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The results of the analysis indicate that the four-legged roundabout arrangement operates within the typical
performance thresholds (DOS ≤ 0.85 for roundabout, delay <42 seconds), for all assessed scenarios.
It is noted that the assessed land use combination has been advised as likely developable uses over the
lots. It is acknowledged that other uses may eventually be developed on the lots which may yield different
trip generation, however given the operational results of the intersection indicate that there is plenty of
capacity available for all key factors (DOS, delay and queues), it is considered that the proposed form will be
able to accommodate the expected traffic demands for a number of higher generating uses. Nevertheless, a
detailed traffic assessment would be required to be undertaken when the Development Applications for each
lot are submitted which would ensure that the proposed access form is appropriate.
Following confirmation that the fourth leg to the roundabout is acceptable from a capacity point of view,
Cardno has prepared a concept sketch for the proposed layout of the roundabout with the inclusion of the
fourth access leg.
The proposed concept sketch is shown on Figure 6-2 and enclosed in Appendix C. It is illustrated that a
fourth approach to the roundabout is able to be accommodated. One approach lane is shown at Lot 25,
which is sufficient to accommodate the turning movements associated with the lot 23, 24, and 25
developments, with spare capacity.
Proposed Roundabout Configuration
Source: Nearmap
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Noosa Civic RaL AV ed ea N11, CONCEPT BUS STATION PLAN CY Cardna
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N L Y
T O
E P
C ONC
NO RY
ENT
ONLY
BUS
CAD File: G:\QTT19017 - Noosa Civil RAL\6_ACAD\QTT19017 - SK02 - C.dwg
© Cardno Limited
All Rights Reserved.
Stockwell
® Noosa Civic RAL
This document is produced by Cardno Limited
Transit Centre Concept
NORTH
solely for the benefit of and use by the client
in accordance with the terms of the retainer.
Cardno (Qld) Pty Ltd | ABN 57 051 074 992
Cardno Limited does not and shall not
assume any responsibility or liability Level 11, 515 St Paul’s Terrace Drawn Date Scale Size
Fortitude Valley, QLD 4006 JMM 09/04/2019 1:500 A3
0 5 10 15 20 25m whatsoever to any third party arising out of Drawing Number Revision
5 4 3 2 1 any use or reliance by third party on the Tel: 07 3369 9822 Fax: 07 3369 9722
SCALE 1:500 @ A3
content of this document. Web: www.cardno.com.au QTT19017 - SK02 C
Imagery supplied by nearmap, April 2019
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Noosa Civic RaL AV ed ea N11, CONCEPT ROUNDABOUT LAYOUT CY Cardna
Page 24
N L Y
T O
E P
C ONC
2
CAD File: G:\QTT19017 - Noosa Civil RAL\6_ACAD\QTT19017 - SK01_SK07 - C.dwg
© Cardno Limited
All Rights Reserved.
Stockwell
® Noosa Civic RAL
This document is produced by Cardno Limited
Concept Fourth Roundabout Leg
NORTH
solely for the benefit of and use by the client
in accordance with the terms of the retainer.
Cardno (Qld) Pty Ltd | ABN 57 051 074 992
Cardno Limited does not and shall not
assume any responsibility or liability Level 11, 515 St Paul’s Terrace Drawn Date Scale Size
Fortitude Valley, QLD 4006 T.Anang 08/04/2019 1:1000 A3
0 5 10 15 20 25 30m whatsoever to any third party arising out of Drawing Number Revision
5 4 3 2 1 any use or reliance by third party on the Tel: 07 3369 9822 Fax: 07 3369 9722
SCALE 1:750 @ A3
content of this document. Web: www.cardno.com.au QTT19017 - SK07 A
Imagery supplied by nearmap, April 2019