Attachment 5 - Deed of Variation to Infrastructure Agreement (22.01.20)

 

 

CHOOSING FUTURES: Shire Business Centre Master Plan - Stage 2 16

Subsequent development stages will address-

Completion of the access intersections leading into the site

Completion of further stages of the internal loop road

Completion of further stages of development within the sub-precincts
Completion of the pedestrian and bikeway network

Construction of the link road to Rene Street/Production Avenue industrial area
Completion of the stormwater management systems .

Completion of landscaping design elements

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Further dedication of !and to public open space.

3.5 TRANSPORT
The following principles should apply to the development of transport infrastructure at the site-

a.

"The functioning of Eenie Creek Road and Walter Hay Drive are of key importance to traffic flows across

the coastal area of the Shire. The Shire Business Centre site should be designed such that peak traffic
flows to the site do not impact on the wider functions of those roads.

The proposed point for Walter Hay Drive to cross Eenie Creek has been relocated from that shown for
MP1 to a place to the east approximately 140 metres.

There should be deliberate planning for pedestrian and bikeway networks within the site and for
appropriate extemal connections. ‘End of trip’ facilities such as racks, showers and lockers should also be
provided.

The development should be designed on the principle of equity in access opportunities.

Intersections, both internal and external to the Shire Business Centre site should be designed to operate
without the need for traffic lights.

There are traffic and economic imperatives that necessitate connectivity between the existing Noosaville
industrial estate and the Shire Business Centre; however the potential for conflict between heavy vehicles
and both other traffic and certain land uses, requires control.

Traffic distribution through the site will benefit from provision of a loop road providing for circulation and
distribution of traffic. ,

Key parking areas need to be located immediately adjacent to key generators. In this respect, the key
generators will be the main retail areas and the key employment nodes.

Pedestrian movements and many bicycle movements between key nodes within the site should be
designated to minimise the need to cross over roads. If road crossovers are necessary, central refuges
should be provided.

Carparking should be designed to avoid the appearance of large carparks. This can be achieved through
landscape and preferably retention of existing established vegetation in key areas to frame the car parking
into almost discrete areas. It is acknowledged that the car parks need to be visible with clear accesses.
Carparking is preferred underground or under buildings for reason of efficiency of land use, weather
protection and an opportunity for more open space to be provided. However it is acknowledged the high
cost of such parking can be prohibitive for the uses proposed, without some other means of
encouragement. Covered parking at ground level can also be considered for the purpose of offering
weather protection. For non-retail development Council is prepared to re-consider the maximum plot ratio
for development if underground or under building parking constructed provided there is also a significant
increase in open space on the site. Retention of existing vegetation is preferred to landscaping treatment
should the circumstances allow.

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