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Attachment 5 - Traffic Impact Assessment Final PTT · 132005.638.06
NOOSA RESOURCE RECOVERY CENTRE
TRAFFIC IMPACT ASSESSMENT
22 SEPTEMBER 2026
PREPARED FOR
NOOSA SHIRE COUNCIL
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DOCUMENT CONTROL RECORD
DOCUMENT
Report Title: Noosa Resource Recovery Centre – Traffic Impact Assessment
Client: Noosa Shire Council
Project Number: 26-369
REV PURPOSE DATE AUTHOR REVIEWER APPROVED SIGNED
RL
A FINAL MAR-25 RL AP
(RPEQ 32326)
COPYRIGHT
This work is copyright. Apart from any use permitted under the Copyright Act 1968, no part may be
produced without prior permission. Requests and inquiries concerning reproduction and rights should be
directed to:
The Director
Pekol Traffic and Transport
Level 2, 62 Astor Terrace
Spring Hill QLD 4000
DISCLAIMER
This document is produced solely for the benefit of and use by our client in accordance with the terms
and conditions of our appointment. PTT does not accept liability to third parties arising from their use of
or reliance upon the contents of this report.
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EXECUTIVE SUMMARY
INTRODUCTION
In February 2026, PTT was commissioned by Noosa Shire Council (Council) to undertake a traffic impact
assessment for a proposed compost facility at the Noosa Resource Recovery Centre (NRRC). The subject
site is located at 561 Eumundi Noosa Road, Doonan. Eumundi Noosa Road is a state controlled road.
EXISTING CONDITIONS
The existing site layout is shown in Figure E.1.
Figure E.1: SUBJECT SITE
The main points to note are:
— approximately 92,600 tonnes of waste in total were received for the 2023 / 2024 financial year
— approximately 17,000 tonnes of green waste are received by the site annually
— green waste is currently converted to mulch, with an estimated yield of 80% by weight
— there is currently one weighbridge which weighs inbound, outbound and internal movements
— the weighbridge service time is about 20 to 30 seconds per vehicle
— if more than 100 vph arrive at the site, queues would extend back onto Eumundi Noosa Road
— the site is accessed via a priority-controlled intersection with Eumundi Noosa Road
— the peak operating hours of the NRRC are Tuesdays (11:00am to 12:00pm) and Sundays
(11:15am to 12:15pm)
— intersection analyses indicate that the intersection currently experiences LOS A operations under
existing Tuesday and Sunday peak hour conditions
— right turns at the site exit have been banned in response to recent crashes
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PROPOSED DEVELOPMENT
The proposal comprises a new compost facility and the layout is shown in Figure E.2.
Figure 3.1: PROPOSED SITE LAYOUT
The main points to note are:
— the proposed composting facility has been designed with a capacity of 25,000 tonnes per annum,
with the flexibility to increase to 30,000 tonnes per annum within the existing infrastructure (ie a
total increase of 13,000 tonnes per annum)
— all green waste would be processed into compost with an estimated yield of 60% by weight
— in addition, the proposal includes two new weighbridges (one inbound and one outbound
weighbridge)
— the existing weighbridge would be retained, accommodating inbound traffic only
— the following modifications to the internal intersection are recommended to prioritise inbound
traffic travelling to either the existing or proposed weighbridges:
— aligning the eastern leg with the western leg
— the addition of give-way line marking on the northern and eastern approaches
— the addition of white edge line marking to more clearly define the intersection area and
access to the waste contractor parking
— wayfinding signage directing traffic to the on-site facilities
— with two inbound weighbridges, if more than 170 vph arrive at the site, queues would extend back
onto Eumundi Noosa Road
— five additional parking spaces are required to accommodate the five additional staff associated
with proposed expansion
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TRAFFIC IMPACT
A traffic impact assessment has been undertaken in accordance with TMR’s Guide to Traffic Impact
Assessments. The main points to note are:
— the proposal is expected to increase traffic by 34vph and 34vph in the Tuesday and Sunday peak
hours, respectively
— the results of the intersection analysis indicate that the Eumundi Noosa Road / Site Access priority-
controlled intersection is expected to experience LOS A operations during the Tuesday and Sunday
peak hours under 2028 and 2038 pre and post-development scenarios.
— the addition of development generated traffic does not warrant mitigation works to be undertaken
on the state-controlled road network (ie results in a 0.8% increase in average delay for pre-
development traffic)
— it is recommended that consideration be given to upgrading the existing CHR(s) on Eumundi Noosa
Road to a CHR based on the results of a turn warrant assessment
— the minimum requirements for a CHR on Eumundi Noosa Road (ie 90km/h design speed =
80km/h speed limit plus 10km/h) consist of the following:
— a 75.0m diverge length, including a 25m long taper
— a 19.0m storage length to cater for one design turning vehicle (ie AV)
ROAD SAFETY
A road safety assessment has been undertaken in accordance with TMR’s Guide to Traffic Impact
Assessments. The main points to note are:
— Council has banned right turns at the site exit
— the risk of angle crashes between through traffic on Eumundi Noosa Road and right-turning
vehicles from the site access has been mitigated
— proposed development is not expected to increase the risk score of the state-controlled road
network
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CONTENTS
EXECUTIVE SUMMARY II
1.0 INTRODUCTION 1
1.1 Background 1
1.2 Aim 1
1.3 Scope of Report 1
2.0 EXISTING CONDITIONS 2
2.1 Subject Site 2
2.2 Access 2
2.3 Surrounding Area 3
2.4 Surrounding Road Network 3
2.5 Traffic Data 3
2.6 Queuing 6
2.7 Access Operations 7
3.0 PROPOSED DEVELOPMENT 10
3.1 Proposal 10
3.2 Access 11
3.3 Internal Layout 11
3.4 Queuing 12
3.5 Parking 13
4.0 TRAFFIC OPERATIONS 14
4.1 Development Profile 14
4.2 Traffic Generation 14
4.3 Trip Distribution 16
4.4 Site Access 16
5.0 ROAD SAFETY ASSESSMENT 20
5.1 Requirement 20
5.2 Methodology 20
5.3 Crash Data 20
5.4 Risk Assessment 21
6.0 CONCLUSIONS AND RECOMMENDATIONS 22
6.1 Conclusions 22
6.2 Recommendations 22
APPENDIX A MASTERPLAN REPORT
APPENDIX B TRAFFIC DATA
APPENDIX C PTT PRACTICE NOTES
APPENDIX D SIDRA RESULTS
APPENDIX E MASTERPLAN LAYOUT
APPENDIX F TURNING MOVEMENT FORECASTS
APPENDIX G TURN WARRANT ASSESSMENT
APPENDIX H INTERSECTION DELAY
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1.0 INTRODUCTION
1.1 BACKGROUND
In February 2026, PTT was commissioned by Noosa Shire Council (Council) to undertake a traffic
impact assessment for a proposed compost facility at the Noosa Resource Recovery Centre
(NRRC). The location of the subject site is shown in Figure 1.1.
Figure 1.1: SITE LOCALITY
1.2 AIM
The aim of this assessment is to evaluate the proposed development in terms of its access,
queuing, peak hour traffic generation and impact on the surrounding road network.
1.3 SCOPE OF REPORT
This report begins by summarising the characteristics of the existing road network (Chapter 2),
followed by a description of the scope and scale of the development, including consideration of
the site access, internal intersection arrangements and queuing (Chapter 3). The likely traffic
generation of the site is quantified, and its impact considered (Chapter 4). A road safety
assessment has been undertaken (Chapter 5), and the report concludes with a summary of key
findings and recommendations (Chapter 6).
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2.0 EXISTING CONDITIONS
2.1 SUBJECT SITE
The subject site is located at 561 Eumundi Noosa Road, Doonan and is formally identified as Lot
77 on SP298776. According to the Council’s Planning Scheme 2020, the site is zoned as
‘Community Facilities – Utility Installation’ and comprises a total area of approximately 9.3
hectares.
The NRRC currently operates on the subject site, as shown in Figure 2.1, and includes:
— a single weighbridge for both inbound and outbound vehicles
— waste contractor compound and parking
— the Reviva Reuse Shop, selling second-hand items
— a transfer station with nine bays
— a concrete crushing area
— a green waste area
Figure 2.1: SUBJECT SITE
Council has advised that the NRRC receives:
— approximately 17,000 tonnes of green waste annually
— approximately 92,600 tonnes of waste in total for the 2023 / 2024 financial year
2.2 ACCESS
The site is accessed via the minor approach of a priority-controlled T-intersection with Eumundi
Noosa Road, as shown in Figure 2.1. The access is supported by a 75m long short channelised
right turn lane (CHR(S)) and a 130m long auxiliary left turn lane (AUL) on Eumundi Noosa Road.
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2.3 SURROUNDING AREA
The subject site is bounded to the north by Noosa Hills Golf Course, to the south by Emu
Mountain Road, to the east by Walter Hay Drive and to the west by Eumundi Noosa Road.
The surrounding area consists primarily of Environmental Management uses.
2.4 SURROUNDING ROAD NETWORK
Key attributes of the surrounding road network are summarised in Table 2.1.
Table 2.1: ROAD NETWORK ATTRIBUTES
EUMUNDI NOOSA EMU MOUNTAIN WALTER HAY
ATTRIBUTE
ROAD ROAD DRIVE
Road Hierarchy Arterial Arterial Arterial
Undivided with one lane Undivided with one lane Undivided with one
Cross-Section
per direction per direction lane per direction
Jurisdiction TMR TMR Council
Speed Limit (km/h) 80 80 80
Environmental Environmental Environmental
Predominant Land
Management and Management and Management and
Use
Community Facilities Community Facilities Community Facilities
Emu Mountain Road intersects Eumundi Noosa Road and Walter Hay Drive at the south-west
and south-east corners of the site, respectively, as roundabouts, as shown in Figure 1.1.
2.5 TRAFFIC DATA
2.5.1 Weighbridge Data
A review of the Noosa Resource Recovery Facility Efficiency Optimisation and Masterplan report
prepared by Aurecon (dated 7 February 2025) has been undertaken (attached in Appendix A).
A month’s worth of weighbridge data for November 2023 was used to inform the proposed
master plan layout. Since the raw weighbridge data is not available for this traffic impact
assessment, the Aurecon report has been used to understand existing weighbridge operations.
The key data used for this report are summarised below:
— typical weighbridge service times of 20 to 30 seconds per vehicle
— the number of weighbridge passes, summarised in Table 2.2
— the quantity and type of waste, summarised in Table 2.2
Table 2.2: WEIGHBRIDGE DATA FOR NOVEMBER 2023
QUANTITY OF QUANTITY OF
WEIGHBRIDGE WEIGHBRIDGE
INBOUND WASTE OUTBOUND WASTE
PASSES (VEH) PASSES (VEH)
(TONNES) (TONNES)
Green Waste 4,356 2,960 Mulch Sales 492 2,347
Other Waste 10,753 9,803 Other 276 1,118
Total 15,109 12,763 Total 768 3,465
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Currently, green waste is processed into mulch and sold to residents and local businesses. As
shown in Table 2.2, the quantity of mulch (in tonnes) is approximately 80% of the green waste
by weight. The November 2023 green waste quantity was approximately 16.5% of the annual
green waste received in the 2023 / 2024 financial year.
2.5.2 Tube Count Data
Tube count data was collected at the site access for three weeks (19 March 2025 to 1 April 2025,
and 8 April to 14 April 2025). Figures 2.2 and 2.3 summarise the average weekday and weekend
traffic volumes, respectively.
Figure 2.2: AVERAGE WEEKDAY DEMAND VOLUMES
Figure 2.3: AVERAGE WEEKEND DEMAND VOLUMES
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Figures 2.2 and 2.3 demonstrate that:
— Tuesday is the busiest weekday and typically peaks between 11:00am and 12:00pm
— Sunday is the busiest weekend day and typically peaks between 11:15am and 12:15pm
Table 2.3 summarises the Tuesday and Sunday peak hour demand volumes and other key
operational attributes of the site access. The raw survey data is attached in Appendix B. Based
on these data the average vehicle length has been calculated using the design vehicle lengths
provided in the Austroads Design Vehicles and Turning Path Templates Guide (2023)
Table 2.3: INTERSECTION ATTRIBUTES – PEAK HOUR
ATTRIBUTE TUESDAY PEAK HOUR SUNDAY PEAK HOUR
Peak Hour 11:00am to 12:00pm 11:15am to 12:15pm
Total Volume (vph) 189 180
— Eastbound (In) 93 87
— Westbound (Out) 96 93
% Heavy Vehicles 30% 29%
Average Vehicle Length 6.7m 6.2m
The weighbridge data, summarised in Table 2.2, represents a month of activity at the site. For
comparison, the tube count data has been converted to represent a monthly volume, as follows:
— eastbound (in): 19,450 vehicles per month
— westbound (out): 19,580 vehicles per month
— total volume: 39,030 vehicles per month
2.5.3 Intersection Turning Movement Data
To assist in the quantification of existing road network operations proximate to the site, turning
movement surveys were conducted at the Eumundi Noosa Road / Site Access priority-controlled
intersection. Surveys were undertaken from 10:00am to 2:00pm on Tuesday, 12 May 2026, and
on Sunday, 10 May 2026, to capture the peak hours identified in Table 2.3.
Table 2.4 summarises the existing demand volumes and other key operational attributes of the
intersection. The raw survey data is attached in Appendix B.
Table 2.4: INTERSECTION ATTRIBUTES
ATTRIBUTE TUESDAY PEAK HOUR SUNDAY PEAK HOUR
Peak Hour 11:30pm to 12:30pm 11:00am to 12:00pm
Total Volume (vph) 1,020 1,120
% Heavy Vehicles 8.6% 0.6%
Peak Flow Factor 95.4% 93.7%
Access Volume (vph) 156 110
— In 84 58
— Out 72 52
% Heavy Vehicles (Access) 16.1% 4.5%
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2.5.4 Data Application
As discussed, there are three main datasets that have been used for this assessment. All three
datasets represent different months of the year and different observation periods (eg three weeks
of tube counts compared to two 3-hour peak periods for the traffic counts). As such, there is
some variation in observed peak hours and volumes. The application of each dataset is
summarised below:
— The weighbridge dataset provides an understanding of the relationship between vehicles
entering the site and the type and quantity of waste delivered. This has been used to inform
queuing at the weighbridge and quantify monthly trip generation rates for the site in
vehicles per tonne.
— The tube counts capture three weeks of site access operations. These data have been used
to determine the typical weekday and weekend peak hours, peak arrival rates and
average vehicle lengths. This has been used to quantify queuing and to convert the
monthly traffic generation to peak hour values.
— The turning movement surveys reflect traffic volumes on the external road network and
the distribution of existing traffic generated by the site (eg the north/south split of NRRC
traffic on this road). This has been used to assess the site access operations and to inform
the trip distribution of the additional traffic generated by the proposed development.
2.6 QUEUING
2.6.1 Existing Conditions
The NRRC has a single weighbridge to weigh both inbound and outbound vehicle movements.
It is located approximately 155m from the site access. Council have advised that queuing from
the weighbridge sometimes extends onto Eumundi Noosa Road. Queuing from the weighbridge
also blocks access to other on-site facilities, such as the Reviva Shop and offices.
The 95th percentile queue at the weighbridge has been calculated using queuing theory, as
outlined in Section 4.4.1 of Austroads Guide to Traffic Management: Part 2 (2026), based on
the following assumptions:
— peak arrival rates (Table 2.3):
— Tuesday: 93vph
— Sunday: 87vph
— weighbridge service time of 30s per vehicle (Section 2.5.1, the higher service time has
been adopted for a more conservative assessment)
— average spacing between queuing vehicles of 3.2m (NearMap survey)
— average vehicle length during peak hours (Table 2.3):
— Tuesday: 6.7m
— Sunday: 6.2m
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Based on these assumptions, the 95th percentile design queues from the weighbridge have been
calculated as follows:
— Tuesday: approximately 11 vehicles (~109m)
— Sunday: approximately 9 vehicles (~85m)
2.6.2 Sensitivity Analysis
It is expected that the site would experience fluctuations in demand. For example, peak arrival
rates may increase during holidays, when people have time to bring waste to the dump, or after
storm events. As such, a sensitivity analysis has been undertaken to determine the peak arrival
rate that would result in unacceptable queue lengths from the weighbridge. Based on the
assumptions above, if arrival rates exceed 100vph, the queue would extend onto the external
road network (ie unacceptable queue length). This represents a relatively small (eg 3%) increase
over the typical peak hour rates observed at the NRRC site access and highlights the sensitivity of
the existing NRRC layout and operations to small changes in demand.
2.7 ACCESS OPERATIONS
2.7.1 Intersection Assessment Parameters
A series of SIDRA analyses were conducted to quantify the existing traffic operations at the
Eumundi Noosa Road / Site Access priority-controlled intersection. The analyses were based on
the traffic count data presented in Appendix B, with:
— Peak Flow Factors (PFF), as detailed in Table 2.4
— the observed proportion of heavy vehicles (%HV) for each movement
— SIDRA default values for other parameters
The level of reduction with opposing flow rate factor is used to reflect the tendency of drivers to
accept reduced gaps in circumstances where the opposing traffic volume is high. The adopted
value of “low” is the lowest of three available values (excluding “none”). The application of this
factor is consistent with guidance published in the SIDRA User Manual and is expected to
accurately reflect the operation of the above intersections under existing, pre and post-
development scenarios (refer to Appendix C for further information).
The results are presented in terms of the degree of saturation (DOS), 95 th percentile vehicle
queues, and critical movement at the intersection. The DOS for a movement is defined as the
ratio of traffic demand to the capacity of the movement. The critical movement relates to the
approach or movement with the highest DOS. Table 2.5 is an extract from the SIDRA manual
and defines the operational rating and level of service for all intersection types.
The Department of Transport and Main Roads’ (TMR) Guide to Traffic Impact Assessments (GTIA)
states that the threshold for acceptable operations is LOS C/D, which translates to a maximum
DOS of 80% for priority-controlled intersections.
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Table 2.5: SIDRA INTERSECTION RATINGS
LEVEL OF DEGREE OF SATURATION
SERVICE SIGNALS ROUNDABOUT PRIORITY
LOS A x ≤ 60% x ≤ 60% x ≤ 60%
LOS B 60% < x ≤ 70% 60% < x ≤ 70% 60% < x ≤ 70%
LOS C 70% < x ≤ 90% 70% < x ≤ 85% 70% < x ≤ 80%
LOS D 90% < x ≤ 95% 85% < x ≤ 95% 80% < x ≤ 90%
LOS E 95% < x ≤ 100% 95% < x ≤ 100% 90% < x ≤ 100%
LOS F 100% < x 100% < x 100% < x
2.7.2 Eumundi Noosa Road / Site Access
The existing layout of the Eumundi Noosa Road / Site Access priority-controlled intersection and
equivalent SIDRA representation are shown in Figure 2.4.
Figure 2.4: EUMUNDI NOOSA ROAD / SITE ACCESS LAYOUT
The results of the intersection analyses are summarised in Table 2.6 and included in Appendix
D. The results indicate that the intersection currently experiences LOS A operations under existing
Tuesday and Sunday peak hour conditions, resulting in relatively low levels of delay and short
vehicle queues (at the intersection).
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Table 2.6: EUMUNDI NOOSA ROAD / SITE ACCESS OPERATIONS
PEAK HOUR DOS AVG DELAY 95% QUEUE CRITICAL MOVEMENT
Tuesday 26% 1.8s 0.6 veh North – Through
Sunday 29% 1.1s 0.4 veh North – Through
2.73 Site Access Upgrades
Council have advised that the site access no longer allows right turns out. Vehicles travelling
north from the site have to turn left onto Eumundi Noosa Road and undertake a U-turn at the
Eumundi Noosa Road / Emu Mountain Road roundabout. The revised access arrangements have
been adopted as a result of recent crashes, discussed further in Section 5, and are reflected in
the access intersection modelling in Section 4.
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3.0 PROPOSED DEVELOPMENT
3.1 PROPOSAL
3.1.1 Site Layout
The proposal comprises a new compost facility and two weighbridges. The new weighbridges
would be located to the north of the proposed compost facility and would include one inbound
and one outbound weighbridge. The existing weighbridge would be retained and would facilitate
inbound traffic only (ie a total of three weighbridges). The proposed layout is shown in Figure
3.1, with the full masterplan layout attached in Appendix E.
As discussed in Section 2.1, currently, approximately 17,000 tonnes of green waste is received
per annum. Council has advised that the proposed composting facility has been designed with
a capacity of 25,000 tonnes per annum, with the flexibility to increase to 30,000 tonnes per
annum within the existing infrastructure. For this assessment, the ultimate capacity (ie 30,000
tonnes) has been considered. The proposed expansion would be supported by an additional five
full-time staff.
Figure 3.1: PROPOSED SITE LAYOUT
3.1.2 Green Waste Processing
Currently, the NRRC processes green waste into mulch. As discussed in Section 2.5.1,
approximately 20% of green waste mass is lost in the process (ie a yield of 80%). Losses typically
occur from moisture evaporation and the removal of contaminants.
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Under this proposal, the NRRC would process green waste into compost. The composting process
is an aerobic reaction in which microorganisms break down organic matter (Sherman 2020) 1.
The aerobic reaction releases carbon dioxide gas, water vapour (lost through evaporation) and
heat, which further intensifies moisture loss. As such, the compost yield (mass) is typically less
than mulch. For this assessment, a compost yield of 60% of green waste mass has been adopted
based on data from another resource recovery centre in Australia (Scapova 2025) 2.
3.2 ACCESS
The analysis of the site access operations with the proposed development is discussed in detail
in Section 4.
3.3 INTERNAL LAYOUT
The site includes a four-way internal intersection approximately 60m from the access, as shown
in Figure 3.1. Currently, priority is given to inbound traffic travelling to the weighbridge, in an
attempt to manage on-site queuing.
The proposal includes a second weighbridge to the east of the internal intersection. To prioritise
inbound traffic travelling to either the existing or proposed weighbridges, it is recommended that
the internal intersection be modified, as shown in Figure 3.2.
Figure 3.2: RECOMMENDED INTERNAL INTERSECTION MODIFICATIONS
1
Sherman, R (2020), Large-scale organic materials composting, NC State Extension Publications, viewed 20
May 2026, https://content.ces.ncsu.edu/large-scale-organic-materials-composting.
2
Schapova, N (2025), ‘How Geelong's green waste is feeding its most vulnerable residents’, ABC News, 23
April, viewed 20 May 2026, https://www.abc.net.au/news/2025-04-24/green-waste-to-plate-food-share-
compost-organic-material/105180292.
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The recommended modifications include:
— aligning the eastern leg with the western leg
— addition of give-way line marking on the northern and eastern approaches
— addition of white edge line marking to more clearly define the intersection area and access
to the waste contractor parking
— wayfinding signage directing traffic to the on-site facilities
In addition to the above, consideration could be given to using coloured line marking, with
supporting signage, to direct customers to the various facilities on-site (eg green line for green
waste, yellow line for recycling, blue line for general waste etc). An example for reference is the
Nudgee Resource Recovery Centre.
3.4 QUEUING
3.4.1 Proposed Development
The proposed expansion includes a second weighbridge location, shown in Figure 3.1. As shown
in Figure 3.3, approximately 90m on-site queuing space is available from the existing
weighbridge and 140m from the proposed weighbridge, measured to the internal intersection.
This assessment considers queuing to the internal intersection to ensure that neither weighbridge
would be blocked by the queue at the other weighbridge.
The split of inbound traffic to each weighbridge has been determined based on Table 4 of the
Aurecon Noosa Resource Recovery Facility Efficiency Optimisation and Masterplan report. In
addition, the internal road to the existing weighbridge would accommodate traffic related to the
staff parking area and Reviva shop, resulting in approximately 55% of inbound traffic travelling
towards the existing weighbridge and approximately 45% to the proposed weighbridge.
Figure 3.3: PROPOSED ON-SITE QUEUING PROVISION
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The 95th percentile queues at the weighbridges have been calculated using the methodology
detailed in Section 2.6. The following assumptions related to the post-development scenario
(detailed in Section 4.2) include:
— peak arrival rates:
— Tuesday: 107vph
— Sunday: 99vph
— approximately 55% of inbound traffic would travel south to the existing weighbridge or to
the other on-site facilities
— approximately 45% of inbound traffic would travel east to access the proposed
weighbridge
The 95th percentile queues from each weighbridge and for each peak hour scenario are
summarised in Table 3.1.
Table 3.1: 95TH PERCENTILE QUEUES
EXISTING WEIGHBRIDGE PROPOSED WEIGHBRIDGE
Arrival Rate (vph)
— Tuesday Peak Hour 59 48
— Sunday Peak Hour 55 45
Available Queuing (m) 90 140
95th Percentile Queues
— Tuesday Peak Hour 4 veh (40m) 3 veh (30m)
— Sunday Peak Hour 3 veh (28m) 3 veh (28m)
As shown, there is sufficient queuing from both weighbridges to accommodate the expected 95 th
percentile queues, based on a 45:55 share of incoming traffic.
3.4.2 Sensitivity Analysis
A sensitivity analysis has been undertaken to determine the arrival rates that would result in
unacceptable queuing on-site. The critical weighbridge is the existing one as it has less queuing
space (ie 90m) and receives a higher proportion of inbound traffic (ie 55%).
Based on the assumptions above, if arrival rates exceed 170vph (ie 94vph to the existing
weighbridge), the queue would extend to the internal intersection. This would obstruct access to
the proposed weighbridge, which could then result in queues extending out onto the external
road network (ie unacceptable queuing).
3.5 PARKING
As discussed in Section 3.1, the proposed expansion would be supported by an additional five
full time staff. For utility installations (ie waste management services), Council’s Planning Scheme
requires that sufficient parking be provided for the intended use. As such, it is recommended that
an additional five staff parking spaces be provided.
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4.0 TRAFFIC OPERATIONS
4.1 DEVELOPMENT PROFILE
4.1.1 Staging
For the purpose of quantifying the traffic impact of the proposed development, the following
development staging has been adopted:
— Traffic Counts: 2026
— Development Application: 2028
— Construction and Occupation: 2028
— 10-Year Design Horizon: 2038
4.1.2 Assessment Scenarios
This has led to the following assessment scenarios being considered:
— opening year (2028) pre-development
— opening year (2028) post-development
— future year (2038) pre-development
— future year (2038) post-development
4.1.3 Background Traffic Growth
The background traffic growth for the impact assessment area has been estimated based on the
10-year growth in Average Annual Daily Traffic (AADT) as reported by TMR for Eumundi Noosa
Road (identification number 20363). A simple growth has been used, as required by Section 4
of TMR’s GTIA. This calculation is summarised in Table 4.1.
Table 4.1: BACKGROUND TRAFFIC GROWTH
SITE 2014 VPD 2024 VPD % INCREASE
20363 Eumundi Noosa Road 11,700 13,920 19.0% over last 10 years
Forecast (= 12 / 10 x 19.0%) 25.3% over next 12 years
Accordingly, background traffic between 2026 (the year of the counts) and 2038 (year of opening
plus ten years) is expected to grow by 25.3%.
4.2 TRAFFIC GENERATION
The traffic generation for the site has been determined as follows:
— weighbridge data was used to determine a trip generation rate for:
— green waste: 1.47 vehicles per tonne
— mulch / compost sales: 0.21 vehicles per tonne
— of the 30,000 tonnes of green waste expected post development, approximately 5,220
tonnes would be received in an equivalent month to the weighbridge data (ie 17.4%)
— once processed, this would result in approximately 3,130 tonnes of compost (ie 60% of
green waste mass)
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The traffic generation calculation is summarised in Table 4.2.
Table 4.2: TRAFFIC GENERATION (MONTH)
QUANTITY (TONNE / TRIP RATE VEHICLES
MONTH) (VEH / TONNE) (VEH / MONTH)
Pre-Development
Green Waste 2,960 1.47 4,356
Mulch 2,347 0.21 492
Post-Development
Green Waste 5,223 1.47 7,687
Compost 3,143 0.21 657
Increase
Green Waste 2,263 - 3,331
Compost 787 - 165
Total Vehicles 3,496
Total Trips 6,992
The increase in trips was converted from a monthly value to Tuesday and Sunday peak hour
values based on the tube count data. As shown in Table 4.3, traffic is expected to increase by
30vph and 28vph in the Tuesday and Sunday peak hours, respectively.
Table 4.3: INCREASE IN TRAFFIC GENERATION (PEAK HOUR)
IN OUT TOTAL
Tuesday
% of Trips in Peak Hour 0.48% 0.49% 0.48%
Traffic Generation (vph) 17 17 34
Sunday
% of Trips in Peak Hour 0.44% 0.48% 0.46%
Traffic Generation (vph) 16 17 32
It is anticipated that the amount of waste brought to site and processed would increase over time.
To quantify the increase, a growth rate factor based on population growth has been applied to
the development generated traffic. The forecast population data for Noosa Statistical Area 3, as
published by the Queensland Government Statisticians Office, indicates a population growth rate
of 0.5% per annum.
Accordingly, a background growth rate of 0.5% per annum has been adopted. The application
of this rate equates to a 6.4% increase in development generated traffic over a 12 year period
(ie 2026-2038).
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4.3 TRIP DISTRIBUTION
The distribution of development-related traffic on the surrounding road network is estimated
based on the directional splits inherent in the traffic surveys. The resulting distribution of
development generated traffic is shown in Figure 4.1 for the Tuesday and Sunday peak hours.
Figure 4.1: TRIP DISTRIBUTION
4.4 SITE ACCESS
4.4.1 Impact Area
TMR’s GTIA defines the impact assessment area for intersection delay and road safety as all
intersections where development traffic exceeds more than 5% of the base traffic for any
movement in the year of opening (ie 2028).
The 2028 development generated traffic for the design peak periods (ie Tuesday and Sunday
peak hours) is only expected to exceed 5% of the base traffic at the Eumundi Noosa Road / Site
Access priority-controlled intersection, as shown in Appendix F. Therefore, this intersection has
been assessed further in terms of intersection delay and road safety.
4.4.1 Site Access Operations
The likely impact of the proposed expansion on the peak hour operations of the Eumundi Noosa
Road / Site Access priority-controlled intersection has been assessed using SIDRA. The analysis
is based on the peak hour turning movement forecasts presented in Appendix F. As discussed in
Section 2.8.3, the site access no longer allows right-turns out.
The results of the intersection analyses are summarised in Table 4.4 and attached in Appendix
D. The results indicate that the Eumundi Noosa Road / Site Access priority-controlled intersection
is expected to experience LOS A operations during the Tuesday and Sunday peak hours under
2028 and 2038 pre and post-development scenarios.
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Table 4.4: EUMUNDI NOOSA ROAD / SITE ACCESS
ATTRIBUTE DOS AVG DELAY 95% QUEUE CRITICAL APPROACH
Tuesday Peak Hour
2028 Pre-Development 27% 1.4S 0.5 veh North – Through
2028 Post-Development 27% 1.6s 0.6 veh North – Through
2038 Pre-Development 32% 1.4s 0.7 veh East – Right Turn
2038 Post-Development 32% 1.6s 0.8 veh East – Right Turn
Sunday Peak Hour
2028 Pre-Development 30% 1.2s 0.5 veh North – Through
2028 Post-Development 30% 1.3s 0.6 veh North – Through
2038 Pre-Development 36% 1.2s 0.6 veh East – Right Turn
2038 Post-Development 36% 1.3s 0.7 veh East – Right Turn
4.4.2 Turn Warrant Assessment
An assessment of suitable turn treatments at the site access has been undertaken in accordance
with Figure 4A-1 of TMR’s Road Planning and Design Manual (RPDM) Volume 3: Supplement to
Austroads’ Guide to Road Design Part 4A. The assessment was undertaken using the forecast
2028 background traffic volumes (under the post-development scenario) presented in Appendix
F and the development generated traffic volumes shown in Table 4.5. The adopted parameters
are as follows, with results shown in Figure 4.3 and Appendix G.
Table 4.5: TURN WARRANT ASSESSMENT RESULTS
Design Vols Left Turn Right Turn
(vph): QM QL QM QR
AM: 477 68 1011 41
PM: 553 65 1169 37
Treatment AUL CHR
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Figure 4.3: TURN WARRANT ASSESSMENT RESULTS
As shown in Figure 4.3, the provision of an AUL and a CHR would be required at the site access.
As discussed in Section 2.2, the site access is currently supported by an AUL and a CHR(s).
Therefore, it is recommended that consideration be given to upgrading the existing CHR(s) on
Eumundi Noosa Road to a CHR in accordance with the requirements of Section 5.2 of Austroads
Guide to Road Design Part 4A: Signalised and Unsignalised Intersections.
The minimum requirements for a CHR have been determined based on a design speed of 90
km/h on Eumundi Noosa Road (ie 80km/h speed limit plus 10km/h) and consist of the following:
— a 75.0m diverge length, including a 25m long taper
— a 19.0m storage length to cater for one design turning vehicle (ie AV)
4.4.3 Intersection Delay
TMR’s GTIA defines the impact assessment area for intersection delay and road safety as all
intersections on the state-controlled road network where development traffic exceeds more than
5% of the base traffic for any movement in the year of opening (ie 2028).
The methodology for calculating the impact of a development in terms of intersection delay is
discussed in Section 11.2 of TMR’s GTIA. Consistent with the GTIA, net-change in delay is
calculated across the impact assessment area for the opening year (2028).
TMR’s GTIA outlines the following desired outcome with respect to intersection delay:
“The desired outcome is to ensure that the sum of intersection delays on base traffic in the
impact assessment area does not significantly worsen (ie does not increase average delay
be more than 5% in aggregate). In other words, the additional delays created by traffic
generated by the development need to be mitigated by upgrades to intersection in the impact
assessment area which reduce delays (in aggregate) to at least pre-development levels.”
Net-change in delay is calculated by summing the total vehicle minutes at the intersection for all
design peak periods assessed for the pre-development scenario (ie Tuesday and Sunday peak
hours). The post-development delay is calculated by multiplying the post-development average
delay per movement by the pre-development volume on each movement.
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The expected net change in delay has been calculated for the Eumundi Noosa Road / Site Access
priority-controlled intersection, as indicated in Table 4.6 and Appendix H.
Table 4.6: NET CHANGE IN DELAY
PRE-DEV DELAY (VEH-MIN) INCREASE IN
PEAK HOUR
VOLUME PRE-DEV POST-DEV DELAY
Tuesday 1,180 1,715 1,729 +0.8%
Sunday 1,340 1,624 1,637 +0.8%
Total 2,520 vph 3,339 3,366 +0.8%
Table 4.6 indicates that the additional development generated traffic would result in a 0.8%
increase in average delay for pre-development traffic at the Eumundi Noosa Road / Site Access
priority-controlled intersection. Therefore, the addition of development generated traffic does not
warrant mitigation works to be undertaken on the state-controlled road network.
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5.0 ROAD SAFETY ASSESSMENT
5.1 REQUIREMENT
TMR’s GTIA requires a risk assessment of the likelihood and consequence of safety risks being
increased on the state-controlled road network due to the development generated traffic. A risk
assessment has been undertaken using the methodology prescribed in Section 9.3.2 of TMR’s
GTIA, to assess the potential impacts of the proposed expansion on the safety of the Eumundi
Noosa Road / Site Access intersection.
5.2 METHODOLOGY
The risks inherent on the existing state-controlled road network and associated with the addition
of development generated traffic were scored using the risk scoring matrix outlined in TMR’s
GTIA, as reproduced in Figure 5.1. In undertaking the risk assessment:
— the likelihood of a crash was determined based on the number of similar crashes reported
in the historical crash data
— the consequence of a crash was based on the Killed or Serious Injury (KSI) Indexes reported
in Part 4 of TMR’s Manual of Uniform Traffic Control Devices (MUTCD) for different crash
types / DCA Codes
Figure 5.1: SAFETY RISK SCORE MATRIX
5.3 CRASH DATA
Historic crash data supplied by TMR has been reviewed for Eumundi Noosa Road / Site Access
priority-controlled intersection for the past five years (ie July 2020 to June 2025). This data
indicates that no crashes were recorded over the five-year period.
However, Council has advised that four crashes have been recorded between March 2025 and
June 2026, all involving angle crashes between through traffic and right-turning vehicles from
the site access (ie DCA Code 104). This indicates that there may be safety issues at this
intersection.
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5.4 RISK ASSESSMENT
The increase in traffic at Eumundi Noosa Road / Site Access priority-controlled intersection may
increase the likelihood of the following safety risks on the state-controlled road network:
— angle crashes between right-turning and through vehicles from adjacent approaches
(DCA Code 102)
— angle crashes between through and left-turning vehicles from adjacent approaches (DCA
Code 107)
— angle crash between through and right-turning vehicles from opposite approaches (DCA
Code 202)
In response to the recent crashes, Council has banned right turns at the site exit. As such, the risk
of angle crashes between through traffic on Eumundi Noosa Road and right-turning vehicles
from the site access has been mitigated.
The outcomes of the road safety assessment are identified in Table 5.2 and are discussed below.
Table 5.2: ROAD SAFETY RISK ASSESSMENT
EXISTING – PRE- PROPOSED – POST
DEVELOPMENT DEVELOPMENT
CONSEQUENCE
CONSEQUENCE
LIKELIHOOD
LIKELIHOOD
RISK ITEM
RISK
RISK
Mount Lindesay Highway / Veresdale Scrub Road
DCA 102 1 2 L 2 2 L
DCA 107 1 2 L 2 2 L
DCA 202 1 2 L 2 2 L
As shown in Table 5.1, the proposed development is not expected to increase the risk score of
the state-controlled road network. However, it is recommended that the CHR(s) on Eumundi
Noosa Road be upgraded to a CHR to address the safety concerns identified in Section 4.4.2.
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6.0 CONCLUSIONS AND RECOMMENDATIONS
6.1 CONCLUSIONS
The proposed development at 561 Eumundi Noosa Road, Doonan has been evaluated in terms
of the site access, internal intersection arrangements, queuing and likely traffic impact. The main
points to note are:
— access to the development is via an existing all-movements crossover on Eumundi Noosa
Road, which forms the minor approach of a priority-controlled T-intersection
— currently, green waste is processed into mulch at a yield of approximately 80% by weight
— there is approximately 155m of queuing space from the existing weighbridge to the site
access
— queuing from the weighbridge would extend onto the external road network if the vehicle
arrival rate exceeded 100vph
— the development proposal is for a compost facility
— the yield of compost from green waste is approximately 60% by mass
— in addition to the compost facility, the proposal includes a second weighbridge location
with separate inbound and outbound bridges
— both weighbridges would be access via an internal intersection, located approximately
60m east of the site access
— approximately 90m on-site queuing space is available from the existing weighbridge and
140m from the proposed weighbridge, measured to the internal intersection
— queuing from the weighbridges would extend onto the external road network if the vehicle
arrival rate exceeded 160vph
— the proposed development is expected to generate a total of 30 additional trips during
the Tuesday and 28 additional trips during the Sunday peak hours
— the Eumundi Noosa Road / Site Access priority-controlled intersection is expected to
experience LOS A operations during the Tuesday and Sunday peak hours under 2028
and 2038 pre and post-development scenarios
6.2 RECOMMENDATIONS
Based on the above, it is recommended that:
— the internal intersection be modified by:
— aligning the eastern leg with the western leg
— installing give-way line marking on the northern and eastern approaches
— installing white edge line marking to more clearly define the intersection area and
access to the waste contractor parking
— install wayfinding signage directing traffic to the on-site facilities
— five staff parking spaces be provided
— the CHR(s) on Eumundi Noosa Road be upgraded to a CHR
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APPENDIX A MASTERPLAN REPORT [OCR of page images] TRAFFIC & TRANSPORT ENGINEERING APPENDIX A MASTERPLAN REPORT
Page 30
Noosa Resource Recovery Facility Efficiency Optimisation and Masterplan Noosa Masterplanning Report Noosa Shire Council Reference: 526384 Revision: 0 2025-02-07
Page 31
Document control record
Document prepared by:
Aurecon Australasia Pty Ltd
ABN 54 005 139 873
Ground Floor, 25 King Street
Bowen Hills QLD 4006
Locked Bag 331
Brisbane QLD 4001
Australia
T +61 7 3173 8000
F +61 7 3173 8001
E [email protected]
W aurecongroup.com
A person using Aurecon documents or data accepts the risk of:
a) Using the documents or data in electronic form without requesting and checking them for accuracy against the original hard copy
version.
b) Using the documents or data for any purpose not agreed to in writing by Aurecon.
Document control
Report title Noosa Masterplanning Report
Document code Project number 526384
File path Https://aurecongroup.sharepoint.com/sites/526384/5_WorkingFiles/Masterplanning
report/Noosa Masterplanning Report.docx
Client Noosa Shire Council
Client contact Michael Iliff Client reference
Rev Date Revision details/status Author Reviewer Verifier Approver
(if required)
A 2024-09-18 Initial draft G Tripcony D McLean - D McLean
0 2025-02-07 Final Issue G Tripcony D McLean - D McLean
Current revision 0
Approval
Author signature Approver signature
Name Grace Tripcony Name Danette McLean
Title Manager, Environment and Title Principal, Circular
Planning, Aurecon Economy, Aurecon
Cover Image: Noosa Today. (14 August 2023). (Noosa Council waste supervisor Chris Jordan on the "mountain").
https://noosatoday.com.au/news/14-08-2023/noosas-mountain-of-waste/attachment/landfill_353295_01-jpg/
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0
Page 32
Executive summary
Review of the current NRRF operations across the transfer area, RRA1 and WMC area has been
undertaken by Aurecon to develop an integrated upgrade to these areas that will improve diversion from
landfill. Primary objectives of the masterplan include improved customer and operator safety, optimised
efficiency, reduced delay and queuing on site, and reduced capital and operational costs. Concept design
drawings and design requirements have been provided to inform and support the detailed design phase of
this project. The masterplan design includes layout, surface water and traffic design. It is estimated that the
masterplan updates will cost approximately $37 million with 30% contingency applied. Key changes to the
layout of the NRRF proposed as part of this masterplan include:
◼ Combination of transfer bays and bulk bay into a single transfer area for all vehicles
− Transfer bays provided for both small and rigid vehicles, and vehicles towing trailer
− Bulk tipping floor for larger vehicles including compactor trucks and articulated vehicles
◼ Provision of covered area for secondary sorting of transfer waste
◼ Reconfiguration of internal roadways for separation of operational traffic and reduced interactions
− Roundabout incorporated at entry access
− Culvert crossing of the main drain to shorten route to RRA1
− Weighbridge bypass for operational and contractor vehicles
◼ Additional dual Weighbridge (incoming and outgoing) to reduce queuing and improve traffic flow
◼ Consolidation of areas for free-of-charge disposal prior to transfer to support increased landfill diversion,
reduce customer internal site movements, and differential pricing
− Separated disposal and operational access for collection of items, and processing by NSC
◼ Expansion and reconfiguration of the WMC Area
◼ Replacement of the HES basin and bio-basin, with an integrated basin for water treatment, addition of a
small basin to treat surface flow from timber processing areas and landfill capped area
− Surface topography, open drainage and diversion bunds to support overland flow through site.
Figure ES1 Masterplan layout for RRA1, taken from masterplan drawings set
Aurecon Project name, Select date I
Page 33
Contents
1 Basis of Masterplan design ................................................................................................................ 1
1.1 Introduction ............................................................................................................................... 1
1.2 Project approach ...................................................................................................................... 2
1.2.1 Area specific requirements ........................................................................................ 2
1.2.2 Masterplanning layout development.......................................................................... 2
2 NRRF access and transport ............................................................................................................... 4
2.1 Operational vehicle movements ............................................................................................... 4
2.1.1 Primary movements................................................................................................... 4
2.1.2 Minor movements ...................................................................................................... 5
2.1.3 Data limitations .......................................................................................................... 5
2.2 Weighbridge review .................................................................................................................. 5
2.2.1 Traffic movements weighed ...................................................................................... 5
2.2.2 Queuing before weighbridges ................................................................................... 7
2.2.3 Waste contractor vehicle truck scales ....................................................................... 8
2.3 Waste quantity and area requirements .................................................................................... 8
2.3.1 Waste quantity estimation ......................................................................................... 8
2.3.2 Area specific requirements ........................................................................................ 9
3 Masterplanning layout by area ......................................................................................................... 12
3.1 Transfer station....................................................................................................................... 12
3.1.1 Current operation..................................................................................................... 12
3.1.2 Masterplan design considerations ........................................................................... 15
3.1.3 Transfer station design capacity .............................................................................. 19
3.1.4 Transfer station sorting ............................................................................................ 21
3.2 Concrete crushing area .......................................................................................................... 22
3.2.1 Current operation..................................................................................................... 22
3.2.2 Masterplan design considerations ........................................................................... 24
3.3 Steel stockpile and sorting ..................................................................................................... 25
3.3.1 Current operation..................................................................................................... 25
3.3.2 Masterplan design considerations ........................................................................... 25
3.4 Composting area .................................................................................................................... 26
3.4.1 Masterplan design considerations ........................................................................... 26
3.5 Treated and untreated timber ................................................................................................. 26
3.5.1 Current operation..................................................................................................... 26
3.5.2 Masterplan design considerations ........................................................................... 27
3.6 Free of charge disposal area .................................................................................................. 28
3.6.1 Current operation..................................................................................................... 28
3.6.2 Masterplan design considerations ........................................................................... 29
3.7 Northern Operational Area ..................................................................................................... 31
3.7.1 Current operation..................................................................................................... 31
3.7.2 Masterplan design considerations ........................................................................... 32
4 Best practice and circular economy................................................................................................ 33
5 Surface water and drainage ............................................................................................................. 43
5.1 Stormwater design.................................................................................................................. 45
5.2 Surface water quality .............................................................................................................. 46
5.2.1 Water quality considerations per area ..................................................................... 46
Page 34
5.2.2 Surface water quality controls ................................................................................. 47
5.2.3 Implementation guidance for flocculants and coagulants ....................................... 49
6 Cost estimate and staging ................................................................................................................ 52
6.1 Cost estimate and basis ......................................................................................................... 52
6.2 Inclusions and exclusions ....................................................................................................... 52
6.3 Assumptions and information required ................................................................................... 54
7 References ......................................................................................................................................... 56
Appendices
Appendix A
Masterplan Drawings
Appendix B
Design Decisions Register
Appendix C
Transfer Station Access Duration
Appendix D
Small Bays Sensitivity
Appendix E
Trailer Bay Sensitivity
Appendix F
Bulk Floor Sensitivity
Appendix G
Concrete Crushing Area Volumes
Appendix H
Steel Incoming and Outgoing Movements
Appendix I
Free of Charge Volumes
Appendix J
Cost estimate
Appendix K
Waste Quantities
Figures
Figure 1 NRRF resource recovery areas including RRA1 provided by NSC
Figure 2 Hourly vehicle access of transfer areas
Figure 3 Existing transfer station areas of the NRRF
Figure 4 Frequency of vehicle access of transfer bay types across opening hours
Figure 5 Vehicle access of transfer bay types across opening hours in the proposed
masterplan
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Figure 6 Vehicle access of transfer bay types across opening hours in the proposed
masterplan
Figure 7 Walking floor example to demonstrate applicability in moving materials to
accumulation area
Figure 8 Rose of wind direction versus wind speed in km/h, 9am (left) and 3pm (right)
Figure 9 Vehicle portions concrete drop-off
Figure 10 Vehicle portions concrete collection
Figure 11 Steel stockpile and concrete crushing areas showing access locations
Figure 12 Areas for timber sorting and processing within RRA1
Figure 13 Free-of-charge area including existing Reviva Building, eastern and western aisles
Figure 14 Frequency of cardboard collection vehicles at the NRRF in November 2023
Figure 15 Example cardboard compactor with 30m3 compaction chamber
Figure 16 Images of the waste initiatives baler from schematic drawing and chamber placement
Figure 17 Northern Operational Area layout
Figure 18 Existing site drainage layout
Figure 19 Proposed site drainage layout
Figure 20 SW4 drainage outlet configuration
Tables
Table 1 Monthly weighbridge passes at the NRRF
Table 2 Weighbridge requirements for traffic streams
Table 3 Traffic streams not requiring weighbridge
Table 4 Weighbridge Location and Expected Vehicle Passes
Table 5 Minutes between vehicle weighbridge passes and number of vehicle arrivals per
minute
Table 6 Consecutive instances of multiple vehicle passes per minute
Table 7 Waste types and quantity received at the NRRF in November 2023
Table 8 Issues and current deficiencies identified in Area Specific Requirements, RRA1
Table 9 Issues and current deficiencies identified in Area Specific Requirements, Transfer
Station Area
Table 10 Current process and vehicle direction for transfer operations
Table 11 Compactor trucks and vehicle carrying containers, November 2023
Table 12 Transfer bays and utilisation, minimum number of bays required
Table 13 Sensitivity on vehicle hours November 2023 design bay numbers
Table 14 Sensitivity on vehicle hours November 2023 minimum bay numbers
Table 15 Sensitivity on vehicle hours November 2023 Case 1 bay numbers
Table 16 Sensitivity on vehicle hours November 2023 Case 2 bay numbers
Table 17 Areas for timber sorting and processing within RRA1
Table 18 Current practice to edge circular economy and best practice
Table 19 Drainage design criteria
Table 20 Water quality impacts from waste areas and mitigation requirements
Table 21 Key considerations, advantages and disadvantages
Table 22 Summary of CAPEX estimate
Table 23 CAPEX estimate inclusions
Table 24 CAPEX estimates exclusions
Page 36
1 Basis of Masterplan design
1.1 Introduction
The Noosa Shire Council (NSC) is investigating opportunities to improve the efficiency of resource recovery
and optimise landfill diversion at the Noosa Resource Recovery Facility (NRRF). This is to be done through
development of a Masterplan design for Resource Recovery Area 1 (RRA1) and the WMC area north. The
NRRF, located at 561 Noosa-Eumundi Road Doonan, is the Noosa Shire Council’s primary waste transfer
and sorting operation, receiving six distinct waste streams from kerbside, residential and commercial and
industrial (C&I) sources. While much of this waste is sorted and processed, recycled or for reuse, issues
have been identified with traffic congestion, delays associated with the drop-off and sorting of mixed waste,
and long internal routes to various waste areas, that diminish the efficiency and also potentially the utilisation
of the NRRF by residents and C&I sources. Key drivers of the Draft Noosa Waste Plan 2023-2028 relate to
operations at the Noosa Resource Recovery Facility and have been incorporated into this Masterplan:
◼ Reducing landfilled waste to reduce landfill emissions
◼ Investigation of feasibility of innovative solutions for waste collection, treatment, and recycling
◼ Promoting waste avoidance, reduction and resource recovery actions.
◼ Encouraging waste avoidance and the recovery, reuse and recycling of waste.
◼ Transitioning towards a circular economy, minimising waste and recycling and reuse of materials
Figure 1 NRRF resource recovery areas including RRA1 provided by NSC
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 1
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NSC have identified issues with drainage and surface flow across the Reviva and Transfer Station areas with
significant flow through the site during weather events, and ongoing water quality issues associated with the
current HES Basin. This masterplan includes catchment review to determine internal and external
contributing catchments including external infrastructure. Catchment delineation has been completed to
inform peak and operational flows and used with consideration of water quality of surface water streams to
develop concept drainage design for site stormwater and surface water drainage, basins and water
treatment devices to achieve required water quality parameters at discharge.
1.2 Project approach
1.2.1 Area specific requirements
Area specific requirements were initially summarised for each of the treatment or recovery areas and the
buildings and facilities at the NRRF, provided in Appendix A. For each, the type and throughput quantity of
waste, processing methodology, plant and equipment, vehicle movements and logistics requirements were
determined, along with capture of issues currently experienced that are to be mitigated either through
Masterplanning of the layout or management, including:
◼ Commercial and industrial (C&I) waste, delivered in light vehicles, consists of a large proportion of mixed
trade and building waste, which is difficult and/or time consuming to sort
◼ Congestion is currently experienced in the transfer area from sorting operations, light vehicle C&I
◼ Long access route for vehicles utilising various recovery areas that are required to use the weighbridge
◼ Reviva facility would be more effective if expanded
◼ Difficulty in trailer reversing movements, insufficient space, poor geometry
◼ Site layout and driveway design causing excess queuing and delays for visitors to the site
◼ Limited space impacting operations at the concrete crushing and green waste processing areas
As part of the review of area specific requirements, the current operation and waste processing undertaken
at the NRRF was assessed against best practice recycling and waste management, summarised in
Section 4. Options and barriers in moving towards best practice including where applicable description of the
opportunity, impact, high level cost, and benefits achievable by the Noosa Shire Council. These will be
implemented into Masterplanning where practicable.
1.2.2 Masterplanning layout development
In identifying potential layout options and arrangements for the NRRF, area-specific requirements for each of
the waste treatment and recovery areas and facilities have been considered. Existing infrastructure at the
NRRF and site constraints relating to space and existing operational issues have also been considered to
ensure practicality of the solution and cost efficiency. In identification of the preferred layout, the following
criteria were prioritised in refining masterplan layout concept design:
◼ Capital costs (CAPEX) and operational costs (OPEX)
◼ Separation opportunity for vehicle interactions, public and operations, waste streams
◼ Access and use of existing infrastructure and site utilities
◼ Efficiency of transport movements and logistics
◼ Ease of use and access for public and commercial customers
◼ Mitigation of existing issues and potential for congestion on site
◼ Operational risks and requirements
◼ Emissions mitigation
◼ Differential pricing and promotion of disposal for free-of-charge items
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 2
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Options that will improve efficiency and streamlining of facility operations to improve the attractiveness of the
NRRF to both commercial sources and residents are evaluated in Section 3 with a view to optimising
diversion from landfill and maximising participation in recycling and circular economy at the NRRF. In
support of implementation of this masterplan design, potential staging of this work to maintain operational
waste facilities during construction and estimate of probable project costs including detailed design and
capital construction costs have been developed in Section 5.
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 3
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2 NRRF access and transport
2.1 Operational vehicle movements
2.1.1 Primary movements
Data provided from the NRRF weighbridge for November 2023 has been reviewed to determine the primary
movements for prioritisation and ease of access in the masterplan. By a significant margin, the incoming
vehicles bringing general waste and green waste require the greatest number of weighbridge passes.
Table 1 Monthly weighbridge passes at the NRRF
Source Destination Type of waste Weighbridge passes
Offsite RRA1 General Waste 4845
Offsite RRA1 Green Waste 4356
Offsite RRA1 Steel 2320
Offsite RRA1 Cardboard 1541
Offsite RRA1 Concrete 888
Offsite Landfill General waste 848
RRA1 Offsite Sales Green Waste 492
RRA1 Landfill General Waste 336
RRA1 Offsite Sales Crushed Concrete 193
RRA1 Landfill Treated Timber 91
RRA1 RRA1 Steel 75
Offsite RRA1 Oil 70
Offsite RRA1 Clean Fill 69
Offsite RRA1 Tyres 69
Offsite RRA1 Comingled Recycling 46
RRA1 Offsite Sales Steel 29
RRA1 Offsite Sales Cardboard 24
Offsite RRA1 RVM Containers 24
RRA1 Landfill Clean Fill 16
Offsite Deliveries Fuel etc. delivered 13
Offsite Landfill Asbestos 11
RRA1 Offsite Processing Comingled Recycling 9
RRA1 Offsite Processing Tyres 7
Offsite Landfill Treated Timber 5
RRA1 Offsite Sales RVM Containers 5
RRA1 Offsite Processing E-Waste 4
Offsite Landfill Dead Animals 4
RRA1 Landfill Green Waste 4
RRA1 Offsite Sales E-Waste 2
RRA1 Offsite Processing Chemicals 1
RRA1 Offsite Processing Batteries 1
RRA1 Offsite Sales Polystyrene 1
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2.1.2 Minor movements
The weighbridge data does not include vehicles accessing the Reviva store, Reverse Vending Machines
(RVM) for containers for change bottles and cans deposit, operational staff accessing the WMC and NSC
offices and the NSC Ed Shed. These are considered minor movements, Reviva store averages 465
customer sales per week, with an estimated 68 vehicles per day (8 vehicles per hour over 8.5 operational
hours). The operational team for WMC is estimated at four management staff and eight site-based operators
(not including waste vehicle drivers), 14 movements entering and leaving site per day on all days of the
week. The NSC projects and site based operational team is estimated at six management and projects staff
and six site-based operators, 12 movements entering and leaving site daily, this halved on weekends where
the projects team and management are not present at site.
2.1.3 Data limitations
The data available for this analysis, provided by NSC constitutes 1 month of weighbridge data, collected for
November 2023. A greater timespan of data collection of 12 months incorporated into the analysis would
enable identification and consideration of seasonal variability (high and low growth periods), annual trends
(Christmas period, holidays) and operational anomalies (free or sale green waste or other). This data may or
may not be a reliable indication of the waste traffic and quantities for other months of the year, and analysis
is therefore general in nature.
2.2 Weighbridge review
2.2.1 Traffic movements weighed
NSC have identified ongoing issue with queuing from weighbridges extending along site roads and out onto
Eumundi-Noosa Road, causing congestion and safety issue with road users of Eumundi-Noosa Road.
Queuing behind the weighbridge was observed on multiple site visits. There is currently a single weighbridge
at the NRRF and single lane leading up to the weighbridge. There is surveillance and CCTV coverage of
weighbridge operation and queuing including vehicle identification capability. Weighbridge traffic data
provided by NSC has been reviewed to determine streams requiring weighbridge pass and bypass for
incoming and outgoing movements, this is provided in Table 2.
Table 2 Weighbridge requirements for traffic streams
Vehicles Vehicles collecting WMC MSW Vehicles bringing Vehicles containing
purchasing goods materials for offsite collection vehicles materials to RRA1 sensitive landfill
processing and transfer materials
◼ Compost ◼ Steel (SIMS ◼ Landfill waste ◼ Green waste ◼ Dead animals
purchase collection) ◼ MSW collected ◼ Scrap steel ◼ Asbestos
◼ Crushed concrete ◼ E-waste green waste ◼ Concrete ◼ Contaminated
purchase ◼ Paint soil
◼ Clean fill
◼ Mattress foam ◼ Mixed waste
◼ Processed ◼ General Waste
polystyrene
◼ Co-mingled
recycling
◼ Bottles and Cans
from RVM
◼ Motor oil
◼ Cardboard
Vehicles not requiring weighing over weighbridge are diverted where possible from for operator efficiency
and reduced queuing on site. Traffic movements not requiring weighbridge are included in Table 3, though it
is noted that many of these streams pass the weighbridge under the current operation.
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Table 3 Traffic streams not requiring weighbridge
Vehicles disposing of free-of-charge items Empty vehicles Operational and
leaving site other vehicles
◼ E-waste ◼ Domestic ◼ Cardboard/paper ◼ WMC landfill ◼ Vehicles
◼ Paint batteries ◼ Domestic vehicles, green accessing
◼ Lead-acid chemicals waste vehicles Reviva, NSC
◼ White goods offices, WMC
(degassed batteries (e.g., ◼ Domestic ◼ Vehicles from
car batteries) RRA1 after Offices, the Ed
fridges, washing polystyrene Shed
machines, dryers, ◼ Scrap metals material drop off
◼ Empty gas ◼ Deliveries to site
dishwashers) ◼ Comingled bottles ◼ Vehicles exiting
◼ Motor oil recycling Transfer Station
Weighbridge locations have been selected based on site layout, as part of the Masterplanning process. The
anticipated weighbridge passes are provided in Table 4. Through the provision of multiple weighbridges, the
pressure on the current single weighbridge is alleviated, where possible all streams not requiring
weighbridge pass have been allocated a bypass, please refer to the Design Decisions Register (refer
Appendix B). The anticipated passes are based on data provided by NSC for November 2023, a
conservative sensitivity estimate is provided for 120% of the passes, limited seasonal or monthly variation
advised by NSC.
Table 4 Weighbridge Location and Expected Vehicle Passes
Weighbridge Location Direction Vehicles Number of
Number vehicles per month
100% 120%
1 At existing Reviva Incoming Vehicles to Transfer Bays 4934 5921
Building Vehicles to Bulk Tipping Floor
2 Before proposed Incoming Vehicles to RRA1 for Green Waste, 7552 9062
culvert crossing to Concrete, Steel and Clean Fill
RRA1
3 Before proposed Outgoing Sales vehicles 879 1055
culvert crossing to Vehicles carrying recoverables from smalls
RRA1 Vehicles carrying recoverables from RRA1
Weighbridge N/A N/A Internal movements, vehicles to landfill, 3034 3641
passes deliveries, vehicles to free of charge area.
eliminated
Currently, there are a significant number of internal movements that pass over the weighbridge from RRA1
to another location in RRA1 and from RRA1 to the landfill. The waste materials moved include steel, treated
timber, landfill, and clean fill. Steel is the sole of these streams not taken to landfill. There is not an
associated cost payable to NSC for these movements, or purpose to weighing these movements, such as
quantity tracking or otherwise. Hence, this traffic has mostly been removed from the weighbridge passing
volume. At the time of preparing this report, the WMC services contract was not available for review of
services required, hence it is not known if there are service payments for WMC associated with internal
movement of waste. In terms of NSC waste charges, all waste to transfer stations and RRA1 areas are
weighed upon entry to site and there are no further applicable payments for this waste. Materials removed
from site for offsite processing and as part of the sales operation (compost and crushed concrete) are
weighed at the outgoing weighbridge at the northern section of site (WB3).
Landfill waste from RRA1 to the landfill constitute the majority of internal movements for weighbridge passes,
required for the purposes of regulatory reporting of landfill waste quantities. Landfill cover material including
incorporated treated timber does not contribute to regulatory waste reporting, and internal movement of this
waste to landfill has been removed from weighbridge passes internally. Where NSC cannot confirm treated
timber (rather than untreated timber) inclusion to landfill cover material, this waste stream is also landfilled, in
this case vehicles transporting treated timber will be required to pass over a weighbridge for regulatory
reporting of quantity of landfilled waste. Similarly, clean fill received on site and transported to the landfill for
inclusion to cover materials, has not been considered to require internal weighing and vehicle movements
have been removed from weighbridge streams.
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All current vehicle movements of landfill waste from RRA1 to the landfill are vehicles carrying containers
(type M). It is recommended that vehicles dispose of this waste stream at the bulk tipping floor, for operator
sorting recovery, and ultimately transport to the landfill as part of the stream from the Transfer Station area.
This will minimise traffic interactions between users of the NRRF and operational vehicles, eliminate the
inefficiency of operators accessing WB1, 2 or 3 for these movements, and to optimise recycling and recovery
of materials in this waste stream. There are a low number of vehicles carrying sensitive landfill materials to
the NRRF including dead animals, contaminated soil and asbestos (15 vehicles in November data). This
waste requires special disposal at the landfill (not for deposit at RRA1, or combination with other landfill
waste at the Transfer Station in open areas). It is recommended that these vehicles be directed to the Bulk
Tipping Floor via WB1 for NSC escort to disposal areas and monitoring on a case-by-case basis.
2.2.2 Queuing before weighbridges
Passing the weighbridge includes collection of information on registration, customer details, waste type,
weight of vehicle, payment and wayfinding support. Passes over the weighbridge are estimated to take less
than one minute, occurrences of up to four passes per minute were present in the November data, it is
assumed that the weighbridge is likely able to pass two to three vehicles per minute (20-30 seconds
processing each). This is consistent with observations of weighbridge operations during multiple site visits
and is assumed to be consistent regardless of vehicle type. To review queuing likelihood and length at the
weighbridge, incoming vehicle weighbridge passes have been separated into weighbridge streams, however
there is no data for the arrival time of vehicles prior to passing the weighbridge. Without arrival time or
processing time data there is reduced accuracy in assessing required queue length prior to weighbridges.
The maximum queue length to WB1 is 40m prior to queuing into the roundabout and access entryway. For
the maximum vehicle size (19m) this queue length is two arrivals during a vehicle being processed, or three
simultaneous arrivals. In the data, there are occurrences of multiple vehicle weighbridge passes per minute,
likely due to multiple arrivals per minute refer Table 5. However, there are few instances where this occurs
for multiple minutes in a row, refer Table 6. At the highest frequency, there were multiple vehicles passing
weighbridge for additional 2 consecutive minutes (three minutes of processing multiple vehicles total). This
occurred once for weighbridge 1 and twice for weighbridge 2.
With removal of traffic streams from weighbridges, option for vehicle bypass, and addition of a second
incoming vehicle weighbridge, it is anticipated that queuing into Eumundi-Noosa Road can be managed.
This should be monitored after implementation and the risk evaluated by the NSC operational team.
Table 5 Minutes between vehicle weighbridge passes and number of vehicle arrivals per minute
Minutes between weighbridge passes Weighbridge 1 - Transfer Station Weighbridge 3 - RRA1 Access
0:00 855 1150
0:01 1057 1372
0:02 1036 1326
0:03 300 384
0:04 357 447
0:05 109 143
Table 6 Consecutive instances of multiple vehicle passes per minute
Number of consecutive multiple Weighbridge 1 - Transfer Station Weighbridge 3 - RRA1 Access
vehicle per minute passes
1 73 93
2 1 2
The weighbridge included in the masterplan is for vehicles 20m or less in length, with option to bypass and
weight of waste deemed. This is consistent with the articulated design vehicle of overall length 20 m from
Australian Standards (AS289003:2018 - Off-street commercial vehicle facilities), noting that Eumundi-Noosa
Road and Emu Mountain Roar are not part of the B23 route (B-Double 23m network) under the National
Heavy Vehicle Regulator (NHVR).
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2.2.3 Waste contractor vehicle truck scales
It is recommended that in-truck scales be installed in front lift compactor trucks, as used by the Waste
Management Contractor (WMC) on site, currently Cleanaway. This would offer significant benefits,
streamlining of operations and ensuring accurate load measurements while removing these vehicles from
weighbridge queues. The scales would allow real time weight measurements as waste is collected, reducing
the need for stops at weighbridges. Incorporating the in-truck scales would improve operational efficiency as
well as ensuring vehicles are not overloaded, reducing wear and tear on both the vehicles and roads.
Current data shows that over 900 WMC trucks are utilising the weighbridge each month. Inclusion of in-truck
scales directly supports the masterplan by enhancing data accuracy, enabling more effective tracking of
waste volumes and optimising overall facility management by reducing traffic and queuing at the
weighbridge. The data collected can be used to predict capacity needs and adjust resource allocation
allowing the facility to operate more efficiently. Additionally, accurate weight data can improve billing
accuracy and transparency, fostering better relationships with clients and the local community. Overall, in-
truck scales offer a long-term return on investment, contributing to the facilities sustainability goals and future
proofing the operation against potential regulatory changes. For future improved traffic management NSC
could also look to add scales to trucks carrying containers to further reduce the number of vehicles utilising
the weighbridges on site.
2.3 Waste quantity and area requirements
2.3.1 Waste quantity estimation
Table 7 contains waste quantities received at the NRRF in November 2023 from weighbridge data, with
volume estimated using specific conversion factors from DESI to support area requirement estimation.)
Detailed breakdown of the various streams is provided in Appendix I.
Table 7 Waste types and quantity received at the NRRF in November 2023
waste type over weighbridge Monthly weight Monthly volume
(Deemed or Net) (t) (m3)
Waste to landfill 3752.44 13091.94
◼ Mixed waste direct to landfill
◼ Treated Timber
Mixed waste to transfer 2149.47 3070.67
Waste processed on site, for offsite use 11.86 232.40
◼ Polystyrene
◼ Mattress Foam
Waste transferred on site and for offsite processing 1622.51 6151.75
◼ Cardboard
◼ Tyres
◼ Comingled Recycling
◼ E-waste
◼ Steel
◼ Batteries
◼ RVM Containers
Waste products received on site for processing 4656.72 20862.92
◼ Green Waste
◼ Clean Concrete
Processed products sold 3399.79 4734.72
◼ Crushed concrete
◼ Mulch
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2.3.2 Area specific requirements
Table 8 Issues and current deficiencies identified in Area Specific Requirements, RRA1
Area Issue or consideration Mitigation through layout Mitigation through management
Concrete ◼ Long access route via weighbridge, there is a significant ◼ Locate concrete crushing close to entry point or ◼ Include the liquid waste and slurry into
Crushing number of concrete vehicles accessing this area (888 from with improved access, there is a significant water quality considerations and scope
offsite, 193 sales) portion of sales, 2-way required ◼ From received concrete quantities,
◼ Insufficient space impacting operations, a large portion of this is ◼ Separation of public and operational areas determine optimised stockpile size
taken up by stockpiled uncrushed concrete considering contractor crushing operations
◼ Concrete slurry and liquid waste received
Green ◼ Green Waste Area to be converted to composting area. ◼ Refer to concept design for layout ◼ Consider additional weighbridge for waste
Waste Area ◼ High number of vehicle movements (4356 from offsite, 492 considerations to Green Waste Area
sales) this is anticipated to increase significantly once ◼ Locate green waste area close to main entry and ◼ Separation of public and operational
composting begins consider sole access, 2-way access
Bulk ◼ C&I waste in light vehicles with a large proportion of mixed ◼ Increase the size and capacity of the Bulk ◼ Consider additional weighbridge for waste
Transfer trade and building waste, difficult and/or time consuming to Transfer Area to Bulk Transfer Station
Area sort. Congestion experienced in the transfer area from sorting. ◼ Locate the Bulk Transfer Area close to the entry ◼ Implement Public/ Operator side operations
◼ Long access route for vehicles utilising various recovery areas and provide access to the landfill (operations) to minimise interactions
that are required to use the weighbridge ◼ Consider turning movements for vehicle and ◼ Increased guidance for patrons and review
◼ Largest number of vehicles over the weighbridge (4845) trailer, queuing length within Bulk Transfer Area of fees and charges for unsorted waste.
Steel ◼ Long access route via weighbridge ◼ Prioritise access from offsite, with consideration ◼ Implement public and operational access,
Stockpile ◼ Simultaneous operations with the concrete drop off and less trips internally between Bulk Transfer Area, excavator sorting of steel stockpile, public
operation Public Transfer Area, and the steel stockpile drop off of steel materials, internal transfers
◼ Internal movements (75) to transport steel from public and bulk ◼ Locate close to bulk transfer area ◼ Co-locate white goods area for de-gassing
transfer areas to steek stockpile, high vehicles incoming (2320)
Asphalt ◼ Unclear the processing or disposal of asphalt, if this is inert ◼ Determine placement based on source, likely ◼ Understand process for asphalt – if
Stockpile inclusion to landfill, or recycled offsite? TBC council or DTMR projects not public, locate in crushed and combined with concrete, co-
◼ Vehicles to travel through the concrete drop-off and crushing operational access area not close to entry locate with concrete stockpile
area ◼ Locate with treated timber, no fixed plant. ◼ Investigate local asphalt recycling options
Treated ◼ No issues with the current operation or location ◼ Maintain current location separate from public ◼ From received treated timber quantities,
Timber ◼ Vehicles from RRA1 to landfill (91) and from offsite to landfill (5) access, internal transfers only from the public determine optimised shredding frequency.
Area and bulk transfer stations ◼ Establish a visual inspection area and
stockpile for removal of non-treated timber
Biochar ◼ Area and technology not yet known, space allowance only ◼ Potential for location near treated timber area – ◼ Operational access only – locate away
Area non-fixed plant, and close to source from public areas, and back of site.
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Table 9 Issues and current deficiencies identified in Area Specific Requirements, Transfer Station Area
Area Issue or consideration Mitigation through layout Mitigation through management
WMC area ◼ NSC are looking to move WMC truck maintenance offsite, ◼ Removal of WMC from one of the concepts for ◼ Movement of bin and skip storage location
unclear whether this is confirmed. optionality to RRA2 or other area of the NRRF
◼ Reinstatement of WMC based on advice from ◼ Review the number of waste vehicle
NSC, retain location in northern section spaces required
◼ Implement in-truck scales to reduce
weighbridge passes
NSC Office ◼ Access through Reviva is required for the Ed Shed, reduced ◼ Ed Shed to be moved to a location out of Reviva ◼ Traffic management plan and designated
and Ed efficiency and disruption to Reviva operation. area, with direct access to carpark pedestrian pathways included to design
Shed ◼ NSC office is a demountable building, can be moved ◼ Where possible, Ed Shed to be co-located with ◼ Separated access from other waste vehicle
◼ NSC access of Ed Shed requires driving to public carpark or NSC office streams and WMC operational vehicles
walking across roadway with no crossing facilities ◼ Include carparking layout, access and line through barrier walls
◼ Carpark is not line marked, reduced capacity marking in layout to optimise spaces
◼ Inclusion of bus parking for Ed-Shed
Reviva ◼ Not enough people are pulling into the drop off at Reviva at ◼ Incorporate recoverables drop-off into small free ◼ Provide incentives to increasing recovery,
Complex entry, recoverables are noted in transfer area of charge items aisles, and also provide skips for including to small items, free of charge
◼ Reviva facility would benefit from additional space recoverables at bulk transfer bays
◼ Weighbridge queuing delays entry to Reviva carpark ◼ Increase the size of the Reviva Facility
◼ Reduce delays to public carpark by moving
weighbridges or provision of bypass
Cardboard ◼ Cardboard skips block access to operator side (collection) at ◼ Cardboard collection moved to free of charge ◼ Management of cardboard skips by forklift
and RVM RVM for bottles and cans small items recovery area, in aisle. in non-public accessible area
◼ Cardboard passes over weighbridge are excessive considering ◼ Cardboard access not through weighbridge ◼ Remove cardboard skip collections from
cardboard is deposited free of charge. ◼ Move RVM into aisle for small recyclable items transfer area through provision go
◼ RVM access is from a separated carpark, requires parking at and not separated separated collection and traffic
RVM then secondary movement of vehicle to transfer bays, management plan
◼ Entry to small waste items prior to weighbridge
reduced likelihood of use due to inefficiency.
◼ RVM access is blocked/ delayed due to queuing from
weighbridge
Oil and ◼ Engine oil collection system is aged, reduced integrity. On ◼ Separate the collection of oil, paints and other ◼ Remove collections from transfer area
Chemicals recent site visit blocked regulated waste and public use of transfer through provision go separated collection
◼ Chemicals not sorted, potentially an issue with segregation of station bays and traffic management plan
chemical co-storage.
◼ Interaction between operational vehicles collecting paints and
oil and public users of transfer station bays
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Area Issue or consideration Mitigation through layout Mitigation through management
Public ◼ Only 2 of 3 bays operational at a time due to skips filling and ◼ Combine bulk transfer and transfer station bays ◼ Provide tyre collection skips at transfer
transfer becoming unavailable – relies on WMC operator and plant into a singular area station bays for the collection and
station area availability to get the skips replaced to empty. ◼ Placement of bulk waste into skips (timber, steel, movement of tyres
- general ◼ Significant amount of recoverable waste is entering landfill concrete, mixed building) eliminated for bulk ◼ Operators present to oversee and support
stream at transfer bays and also at bulk transfer pad due to deposits. recovery operation at transfer station bays
lack of public sorting. No secondary sorting of stream. ◼ Provide tipping floor and operator sorting area and reduce sorting effort after drop-off
◼ Deposit locations for waste on both sides of the roadway result for bulk waste to reduce manual handling risk ◼ Provide timber bins at bays for ease of
in necessary road crossing by pedestrians without crossings where public are self-loading skip bins with access rather than timber bins as an
◼ Public have difficulty manoeuvring trailers, insufficient space, heavy items. isolated area, reduce vehicle movements
poor geometry of bays ◼ Provide some additional space (wider than ◼ Removal of a direct to landfill stream
◼ Internal vehicles collect and change skips during operation, lanes) for manoeuvring trailers where space ◼ Provide recovery skips at transfer station
interaction, and safety risk with public. Crossings not provided. permits. Angle bays for ease of manoeuvrability bays to capture all free of charge waste
◼ There is a section of the transfer bays area used as lunchroom ◼ Limit WMC and operator removal of waste from items and divert from landfill. These items
unofficially, unnecessary space and hygiene risk. transfer bay area by implementing walking floor are more difficult to sort and susceptible to
to mechanically move waste to sorting area. damage resulting in landfilling. Examples
◼ Signage is limited and not clear regarding areas and include e-waste, Reviva items, cardboard.
progression ◼ Provide bulk tipping floor for larger vehicles to
alleviate difficulty in manoeuvring, safety ◼ Implement clear and consistent signage
◼ Separation of bulk transfer and transfer bays increases interaction large vehicles and public, and with colours and demarcation of areas
difficulty of secondary sorting, oversight and management, different loading and unloading mechanisms. ◼ Collection of full skips from interim storage
◼ Flooding of the lower level during adverse weather conditions ◼ Arrange and size bays according to type of area during non-peak periods or outside of
◼ There is not space for multiple vehicles to pass through the vehicle rather than waste type to reduce public use hours to reduce interaction.
lower level, interruptions to operations. interactions and movements required.
◼ There is not a mechanism for separated tyre collection. ◼ Provide additional weighbridge for incoming
◼ Multiple stops are required for cardboard, waste, timber, vehicles, outgoing vehicles and divert vehicles to
resulting in additional effort and time required, additional alternate weighbridges where possible to
vehicle interactions, potentially contributing to lack of sorting. mitigate queuing.
◼ Queuing of vehicles from the weighbridge into Eumundi-Noosa ◼ Provide an area close to transfer bays for full
Rd skips and empty replacement skips
◼ Interim storage area for full skips is not close to transfer area ◼ Skips provided to be shared by 2 bays (either
side) to reduce interaction
Mattress ◼ Mattress foam contained in shipping container at south western ◼ Bulker bags are small and difficult to transport ◼ Operational plans show separated public
Processing corner of site and move, susceptible to moisture ingress, drop off in small waste items area,
and ◼ Mattress foam is required to be kept dry, there is excessive potentially there are more efficient options. processing area, collection lane.
Polystyrene effort and manual handling for operational teams to bale foam ◼ Road crossing is required for polystyrene to load ◼ Line marking and marked bays for
Processing and roll heavy bales into shipping containers to achieve dry the machine, safety vehicle interactions collection
storage. ◼ Provide covered and sealed storage for mattress ◼ Separate operator collection of processed
◼ Processed polystyrene balls are required to be kept dry and foam and processed polystyrene product polystyrene product and baled mattress
clean foam from public transfer access.
◼ Interaction between operational vehicles collecting mattress
foam from shipping containers and public transfer bay users.
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3 Masterplanning layout by area
3.1 Transfer station
3.1.1 Current operation
In the weighbridge data, the movements of mixed waste from offsite to RRA1 captures waste to both the
public transfer station and the bulk transfer station (recovery pad), without identification of final sorting
location. There is a mix of vehicle types using the public small waste transfer station area and the bulk
transfer station. Anecdotally, and observed during site visits, there are only ever two of the three transfer
bays open at any time to ensure an empty bay is available while skips are full at a bay and unavailable for
further filling until replaced with empty skips. Cars, and cars towing trailers are directed to the public transfer
station bays by the weighbridge, all other vehicle types are diverted to the bulk waste transfer area in RRA1.
During site visits, other vehicles including utility vehicles were observed using the transfer station bays.
The portion of cars and cars towing trailers using the public transfer bays was 1559 in the November 2023,
approximately one third of all vehicles to transfer areas (32.2%), the majority of vehicles are larger (67.8%)
and access the bulk transfer bay in RRA1. During weekends, there is a higher frequency of cars and cars
towing trailers over the weighbridge accessing the public transfer bays, refer to Table 10. The maximum
number of cars and cars towing trailers in an hourly period from November 2023 was 15, but the highest
frequency of occurrence was 6 vehicles per hour. These vehicles were using the three bays in the public
transfer area for waste category MM Rubbish (not smaller areas within the transfer area e.g. batteries,
chemicals, e-waste, paint, Minoil, etc.). During site visits it was also raised that weekend traffic volumes were
higher than weekday, occasionally resulting in queuing into Eumundi-Noosa Road.
Due to variable ability and experience of drivers accessing the transfer station bays, difficulty in manoeuvring
vehicles into individual bays was observed during site visits and also noted as an ongoing issue by NSC
operators. Vehicles without trailers were seen to manoeuvre quicker and with improved ease in and out of
bays, but were delayed by manoeuvring of vehicles towing trailers. The current layout of the transfer station
for cars and cars towing trailers requires operator and public traversing of the roadway access to bays to
deposit paints, LPG gas bottles, batteries, and other waste. Pedestrian movements through roadways and
vehicles access presents a safety for both public users of the transfer station and operators which will be
removed where possible in the Masterplanning process.
Under the current process, there is limited sorting of general waste at the transfer and bulk bays by public
and commercial users of the transfer station observed by NSC and WMC operators. This results in a greater
quantity of recyclable materials entering the general waste stream via 30m3 containers at the transfer bays
and also observed in bulk dumped waste at the bulk bay. There is also limited opportunity or area with the
current site arrangement to empty 30m3 containers for further sorting, or to undertake sorting at the bulk bay
while maintaining access for waste drop-off.
45
40
42
39
Frequency of Occurrence in
35
36
30 34
November 2023
25 29 29
20 24
15
16
10 13 14
5 8 5 4 4 2 1
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Number of vehicles
Figure 2 Hourly vehicle access of transfer areas
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Existing Bulk Transfer Bay
Existing Transfer Bays
Figure 3 Existing transfer station areas of the NRRF
Table 10 Current process and vehicle direction for transfer operations
Vehicle Description Estimated Waste type Number of Comments
type unload time vehicles
(mins)
Total to Public Transfer Station Bays 1559 Directed to bays by weighbridge
A Car 5 C&I 70 Most do not have a weight attached –
deemed is 0.05 tonnes, 18 weighed total.
MSW 897
Average deemed weight 0.05 tonnes,
average net weight 0.24 tonnes.
B Car towing a 10 104 x C&I 592 Mostly deemed but some weighed (36)
trailer 484 x MSW Average deemed weight 0.2 tonnes,
4 x C&D average net weight 0.52 tonnes.
Total to Bulk Transfer Station Area 3286 Directed to bulk area by weighbridge
E Van or ute 10 31 x C&I 1814 Mostly deemed but some weighed (80)
1223 x MSW Average deemed weight 0.25 tonnes,
average net weight 0.33 tonnes.
F Van or ute 15 333 x C&I 746 Mostly deemed but some weighed (71)
towing a 412 x MSW Average deemed weight 0.4 tonnes,
trailer 1 x C&D average net weight 0.48 tonnes.
J Light 15 79 x C&I 116 Mostly deemed but some weighed (25)
commercial 37 x MSW Average deemed weight 0.42 tonnes,
vehicle average net weight 0.48 tonnes.
H Rigid truck 25 378 x C&I 526 Mostly deemed, almost 50% weighed (199)
146 x MSW Average deemed weight 2.91 tonnes,
2 x C&D average net weight 0.77 tonnes.
G Rigid truck 35 46 x C&I 57 Roughly half weighed (29)
towing a 11 x MSW Average deemed weight 10.06 tonnes,
trailer average net weight 0.58 tonnes.
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Vehicle Description Estimated Waste type Number of Comments
type unload time vehicles
(mins)
L Articulated 25 1 x C&I 2 Both have deemed weight of 1tonne,
motor vehicle 1 x MSW capacity 10tonnes.
M Vehicle 10 9 x C&I 9 Any vehicle carrying containers measured
carrying by a weighbridge
containers All were weighed, average was 2.36
tonnes.
N Vehicle 10 0 For deeming, where container is 0-50% full
carrying
containers
K Compactor 5 14 x C&I 16 Mostly weighed, one deemed.
truck 2 x MSW Average deemed weight 1 tonne, average
net weight 3.26 tonnes.
Vehicles not suited to transfer station bays include articulated vehicles, vehicles carrying containers and
compactor trucks due to the time required and manual nature in moving waste from vehicle to transfer. There
are a small number of WMC and non-WMC compactor trucks, and WMC Vehicles Carrying Containers
taking waste to the bulk transfer pad (25 vehicles in the month) at irregular intervals, refer to Table 11. This
waste is mostly C&I stream waste collected offsite and taken to the recovery pad for sorting, only two
instances of MSW. The weight and converted volume of this waste is significant, weights have been
converted to tonnes in Table 11 using the DESI conversion factor for mixed building waste of 0.7 tonnes per
cubic metre. The bulk tipping floor will be retained to accommodate these, and other large vehicles including
articulated vehicles and rigid truck and trailer arrangement which require significant manual effort and time
where unloading of waste is undertaken at the transfer station.
Table 11 Compactor trucks and vehicle carrying containers, November 2023
Date Time Tonnes net Volume Vehicle registration Vehicle type Waste
weight (t) (m3) type
1/11/2023 8:22 1.92 2.74 048XMY– WMC, not Vehicle Carrying C&I
internal Containers
2/11/2023 8:55 1.72 2.46 375KKA Compactor Truck C&I
2/11/2023 9:48 3.28 4.69 048XMY– WMC, not Vehicle Carrying C&I
internal Containers
2/11/2023 13:08 4.4 6.29 048XMY– WMC, not Vehicle Carrying C&I
internal Containers
2/11/2023 13:23 5.82 8.31 764XLG Compactor Truck C&I
2/11/2023 14:01 2.74 3.91 602WDT Compactor Truck C&I
3/11/2023 9:37 2.52 3.60 627TOX Compactor Truck C&I
3/11/2023 12:47 7.9 11.29 823TGD Compactor Truck C&I
3/11/2023 14:16 0.92 1.31 048XMY– WMC, not Vehicle Carrying C&I
internal Containers
10/11/2023 16:09 3.38 4.83 602WDT Compactor Truck C&I
14/11/2023 11:19 6.56 9.37 602WDT Compactor Truck C&I
14/11/2023 12:50 2.44 3.49 602WDT Compactor Truck C&I
16/11/2023 7:08 1 (deemed) 1.42 XD24RO- not WMC Compactor Truck MSW
17/11/2023 12:23 2.4 3.43 048XMY– WMC, not Vehicle Carrying C&I
internal Containers
17/11/2023 12:40 0.94 1.34 XB01GI- not WMC Compactor Truck MSW
17/11/2023 13:59 2.12 3.03 893YYE- not WMC Compactor Truck C&I
20/11/2023 13:37 3.4 4.86 048XMY– WMC, not Vehicle Carrying C&I
internal Containers
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Date Time Tonnes net Volume Vehicle registration Vehicle type Waste
weight (t) (m3) type
21/11/2023 12:08 3.38 4.83 048XMY– WMC, not Vehicle Carrying C&I
internal Containers
24/11/2023 13:17 0.56 0.8 181XGM- not WMC Compactor Truck C&I
25/11/2023 8:21 2.02 2.89 627TOX Compactor Truck C&I
26/11/2023 8:36 1.78 2.54 627TOX Compactor Truck C&I
27/11/2023 8:05 0.84 1.20 033VRI– WMC, not internal Vehicle Carrying C&I
Containers
27/11/2023 9:53 2.56 3.66 627TOX Compactor Truck C&I
27/11/2023 15:45 5.82 8.31 XB01CP Compactor Truck C&I
28/11/2023 11:00 0.7 1.00 033VRI– WMC, not internal Vehicle Carrying C&I
Containers
3.1.2 Masterplan design considerations
The traffic stream of vehicles from offsite to transfer station areas (transfer bays and bulk bay) has the
highest number of weighbridge passes of all waste movements in the November data. This is therefore a
priority for ease of accessibility within the masterplan and positioned in a location as close as possible to site
entry and exit points. To mitigate operator internal movements required and optimise supervision of the
waste transfer operation, the transfer bays and bulk tipping floor are co-located in the masterplan design.
This also enables retention and continued use of grade separated landfill containers and cover structures at
the existing transfer bays, and some existing site roadways and pavement areas. The combined transfer bay
area and bulk tipping floor will require an increase in size to accommodate larger vehicles and vehicles
towing trailers, which are currently using the bulk transfer area, with bulk tipping located in the southernmost
section to limit public interaction.
A review of the traffic composition of transfer vehicles was undertaken to evaluate various combinations of
bays based on vehicle type, size, and unloading mechanism. To minimise the interaction between smaller
and larger vehicles, public and commercial traffic, operational traffic and patrons of the facility, the number
and complexity of vehicle movements and manoeuvring required at transfer bays and the bulk tipping floor,
as well as limiting interactions and associated hazards where vehicles contain mixed waste, transfer bays
have been categorised into three types based on vehicle size and type. The distribution of vehicle access
frequency for each bay type across opening hours in November 2023 are shown in Figure 4. To support
increased diversion of waste from landfill, the following controls are proposed as part of the masterplan
design of the transfer bays, sorting and bulk tipping area:
◼ Retain shared skips and collection crates at transfer bays
◼ Pedestrian access to facilitate operation supervision and support
◼ Secondary sorting location for landfill stream from transfer bays
◼ Mechanical sorting area for larger items, or quantities where manual sorting is not practical
◼ Bulk tipping floor has increased area for operator sorting
◼ Signage
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To provide secondary sorting, a walking floor structure has been incorporated in the design to transfer waste
from the landfill stream to a secondary location accessible only by operators for sorting, prior to loading of
containers destined for landfill. A walking floor arrangement has been selected to optimise transfer bay
space, reduce cost in constructing a grade-separated, concrete covered area required for a loader push pit,
and to optimise the hours of safe use and waste disposal. Where waste is deposited directly into the loader
push pit, at grade or separated, there is safety risk of interaction between the loader and waste disposer, and
also for the loader from waste falling into operational areas. To mitigate this risk a large area would be
required with breaks in waste deposit to allow for loader push. It is intended that the existing site levels be
incorporated to design through a lower-level deposit location for waste at the end of the walking floor to
reduce capital cost. Safety barriers and operator supervision will be required to prevent public entering the
walking floor during operations, and breaks in waste deposit will not be required, as loader push of
accumulated waste at the base of the walking floor can be undertaken simultaneously by stopping the
walking floor periodically during loading.
The secondary sorting location includes 15m3 containers for collection of recyclable and diversion streams,
and leverages existing grade separated structures for collection for landfill. It is proposed that these
structures be modified to remove the existing safety bar preventing a fall to 30m3 containers and add steel-
faced push walls to improve ease of loader pushing waste into containers. Internally within the operator
sorting area, 15m3 containers are spaced for limited travel distance and improved speed of sorting by
operators in either bobcat with grab attachment or small loader. Access is provided in the eastern end of this
shed for loader push, and in the western end for vehicle carrying container access. The placement of 15m3
containers supports ease of load and removal, as well as replacement of containers. Visibility is reduced
during loader sorting due to bulky items and required turning movements, as such this area is not accessible
by public or commercial users of the waste transfer station and is restricted to operators with limited access
(separated by 15m3 containers within the transfer shed).
The larger section of the transfer station shed is the covered bulk tipping floor, which is sized to suit the
larger vehicles accessing site for waste transfer. This area includes an area for parking of the bobcat or
small loader (operational vehicle) and shared access to 15m3 containers and structures with grade separated
30m3 landfill containers. It is proposed that an additional structure be constructed to process the additional
quantities of waste to landfill from the combined facility and to improve access and fill volumes available to
operators. Mechanical sorting with a bobcat or small loader is likely to result in damage to more delicate
streams to be diverted from landfill, including items for Reviva and e-waste. To prevent this waste from
entering the landfill stream due to damage, crates for recoverable items are included at transfer bays.
250
200
Frequency of Occurrence Nov23
150
100
50
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Vehicles in the Hour
Small Bays Trailer Bays Bulk Tipping Floor
Figure 4 Frequency of vehicle access of transfer bay types across opening hours
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Figure 5 Vehicle access of transfer bay types across opening hours in the proposed masterplan
Figure 6 Vehicle access of transfer bay types across opening hours in the proposed masterplan
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The transfer station incorporates separation of operational and public traffic to optimise safety and efficiency
of operations through reduction of interactions between vehicles with other vehicles and pedestrians. In
areas of the transfer bays the presence of collection vehicles has been restricted to the small forklift to move
full skips and the hook truck to collect full timber hook bins from aisles. Large vehicles including container
trucks, compactor trucks and articulated vehicles bypass transfer bays to access the bulk tipping floor,
reducing the interaction with these larger vehicles and removing more difficult and reduced visibility
manoeuvring in the transfer bay area. The loader operator sorting is separated from public and transfer by a
barrier wall, and is also grade separated, there is also no public or customer access to the operator sorting
area. At the bulk tipping floor there is an area indicated for operator sorting to increase separation from areas
where disposal to ground is undertaken.
Trailer bays are separated from small bays reducing delay where vehicles accessing smaller bays previously
needed to wait for trailer vehicles with a single accessway. There is increased opportunity for recovery and
recycling incorporated to the Masterplan design to address the NSC concern of limited effective landfill
diversion at transfer, which was observed at both transfer bays and bulk pad during site visits. The first
opportunity for diversion is through the free-of-charge area, where vehicles can pass through on route to the
transfer station and deposit free-of-charge waste, incentivised by reduced cost of disposal prior to
weighbridge 1. The second diversion opportunity is at the transfer bays, where there are skips and bins in
shared aisles to remove timber, tyres and recoverables from the general waste stream. The third option for
sorting and diversion is by operator in the operator sorting area, where incorrect landfill transfer of items can
be captured into various hook bins for internal transfer to other areas within RRA1.
Operational cost is reduced through increasing the stages of sorting of transfer station waste to increase
recovery, concrete pavement in areas more susceptible to damage requiring pavement repair. Capital cost is
optimised primarily through the following:
◼ Retention of landfill container drop structures including concrete retaining walls and steel covers
◼ Maintaining surface levels in the transfer station area to minimise earthworks
◼ Restriction of the transfer station to west of the existing pond and wet areas
◼ Retention of pavement and roadways where possible
◼ Minimising roof coverage to only high frequency operational areas and areas of waste
◼ Minimising structure and earthworks required through implementation of a walking floor
◼ Reduction in transfer station area for manoeuvring with angled bays
◼ Elimination of leachate management required at transfer station areas
Roof structures have been included to cover operational areas, including public sorting at transfer bays
loader sorting operations at bulk tipping floor and operator sorting areas, to increase operational safety and
comfort of customers to undertake sorting in wet weather conditions. Roofs also provide coverage of the
mixed waste stream at the transfer station including the walking floor and accumulation area. The increase in
roof coverage is minimal and eliminates the need for leachate management at transfer areas. There is
potential for leachate generation at the transfer areas due to the mixed nature of this waste stream and
potential inclusion of contaminants in due to material source, lack of customer awareness or incorrect
sorting. Leachate under the NRRF EA is defined as liquid that has passed through or emerged from, or is
likely to have passed through or emerged from, a material stored, processed or disposed of at the site that
contains soluble, suspended or miscible contaminants.
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3.1.3 Transfer station design capacity
To determine the number of bays required data provided by NSC for November 2023 weighbridge passes
have been analysed to evaluate various arrangements and the associated level of service, and queuing from
transfer. Clearing time for each bay type, including vehicle manoeuvring and unloading after weighbridge
access, has been taken as the limiting design factor in selecting the number transfer station bays required.
There is approximately 40m of available queue length from the entry roundabout to the weighbridge at
transfer areas. The estimated time to manoeuvre in, unload and manoeuvre out, with sorting by patrons at
transfer bays for each vehicle type is provided in Appendix A. Sensitivity of total time required, wait time and
queue length by number of bays is provided in Appendix B and has been used to select the number of each
bay type, where queue length does not extend into the roundabout area at site entry. Vehicle volume
estimated average unload time and frequency are provided in Table 12.
Bay lengths are assigned for small vehicles, vehicles towing trailers, and large vehicles. Each of the three
categories have differing manoeuvring and length requirements. Large vehicles can be assigned to transfer
station bays or diverted to open tipping floor (preferred). This separation of bays also addresses the issue
identified with trailer manoeuvring difficulty; particularly public vehicles raised by the NSC operational team.
Table 12 Transfer bays and utilisation, minimum number of bays required
Bay category Vehicle types Number of Weighted average Maximum Minimum
vehicles unload time vehicles per bays
hour observed required
Small A - car 3423 11.06 minutes 22 4
vehicles E - van or ute + 1 minute 4 occasions,
J - light commercial vehicle manoeuvring into November
bay and entering/ 2023
H - rigid truck exiting
Vehicles B – cars towing trailers 1338 12.79 minutes 12, occurs 3
towing trailers F – vans and utes towing + 2 minutes once.
trailers manoeuvring into Saturday,
bay and entering/ 18 November
exiting 2023
Large K - compactor truck 84 26.37 minutes 3, occurs once. Bulk
vehicles G - rigid truck towing a trailer + 2 minutes Friday, Tipping
manoeuvring, bulk 17 November Floor
L - articulated motor vehicle
tipping floor is a loop 2023
M - vehicle carrying containers access road but
N - vehicle carrying requires positioning
containers (Deeming) of vehicle.
Sensitivity on number of bays has been determined for vehicle volumes up to 20% exceeding the volumes
observed in the November 2023 data to understand the impact of traffic volume variations. Peak periods of
high volume can be managed through reduced public sorting (reducing time in transfer bays) and deferred
operator sorting to mitigate traffic queuing. However, increasing the number of bays to five small bays, four
trailer bays and a bulk tipping floor for large vehicles provides additional risk management, queue length and
level of service (wait time) benefits that outweigh the loss of operational space and have been incorporated
into the Masterplan Design. These impacts are provided in tables in Appendix D to Appendix F. In
considering cumulative queuing between bay types, the vehicles to bulk tipping floor (BTF) are not included
as there is opportunity for vehicle staging within the warehouse, small and trailer bays are captured in
Table 13 to Table 16.
The minimum number of bays that will accommodate the anticipated traffic volumes without exceeding 40m
of queue length is four small bays and four trailer bays from the sensitivity cases. At 120% sensitivity, this is
1m from reaching the maximum queue length available and provides no opportunity for operational activities
or delays within the bays. Five small bays, four trailer bays and a bulk tipping floor arrangement can
accommodate the 120% sensitivity case of vehicle volumes within the available queuing length of 40m in the
Masterplan design, this was selected for implementation in the masterplan design. There is capacity in this
arrangement to accommodate operations including change of full skips, bays not in use due to full skips,
long duration unloading by the public, or interactions with operators.
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Table 13 Sensitivity on vehicle hours November 2023 design bay numbers
Check type Bay category Sensitivity of maximum vehicles in the hour
80% 85% 90% 95% 105% 110% 115% 120%
Number of Small vehicles 17.6 18.7 19.8 20.9 23.1 24.2 25.3 26.4
vehicles
Vehicles towing trailers 9.6 10.2 10.8 11.4 12.6 13.2 13.8 14.4
Large vehicles 2.4 2.55 2.7 2.85 3.15 3.3 3.45 3.6
Number of Small vehicles 5 5 5 5 5 5 5 5
bays
provided Vehicles towing trailers 4 4 4 4 4 4 4 4
Large vehicles BTF BTF BTF BTF BTF BTF BTF BTF
Cumulative Small and trailer bays 0 0 0 0 3.29 6.48 9.67 17.48
queuing in combined queue length,
coinciding maximum is 40m
peak hours
Table 14 Sensitivity on vehicle hours November 2023 minimum bay numbers
Check type Bay category Sensitivity of maximum vehicles in the hour
80% 85% 90% 95% 105% 110% 115% 120%
Number of Small vehicles 17.6 18.7 19.8 20.9 23.1 24.2 25.3 26.4
vehicles
Vehicles towing trailers 9.6 10.2 10.8 11.4 12.6 13.2 13.8 14.4
Large vehicles 2.4 2.55 2.7 2.85 3.15 3.3 3.45 3.6
Number of Small vehicles 4 4 4 4 4 4 4 4
bays
provided Vehicles towing trailers 3 3 3 3 3 3 3 3
Large vehicles BTF BTF BTF BTF BTF BTF BTF BTF
Cumulative Small and trailer bays 0.00 4.93 8.91 21.65 42.36 55.09 59.08 71.82
queuing in combined queue length,
coinciding maximum is 40m
peak hours
Table 15 Sensitivity on vehicle hours November 2023 Case 1 bay numbers
Check type Bay category Sensitivity of maximum vehicles in the hour
80% 85% 90% 95% 105% 110% 115% 120%
Number of Small vehicles 17.6 18.7 19.8 20.9 23.1 24.2 25.3 26.4
vehicles
Vehicles towing trailers 9.6 10.2 10.8 11.4 12.6 13.2 13.8 14.4
Large vehicles 2.4 2.55 2.7 2.85 3.15 3.3 3.45 3.6
Number of Small vehicles 5 5 5 5 5 5 5 5
bays
provided Vehicles towing trailers 3 3 3 3 3 3 3 3
Large vehicles BTF BTF BTF BTF BTF BTF BTF BTF
Cumulative Small and trailer bays 0.00 2.43 2.43 11.18 23.23 35.17 38.36 50.30
queuing in combined queue length,
coinciding maximum is 40m
peak hours
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Table 16 Sensitivity on vehicle hours November 2023 Case 2 bay numbers
Check type Bay category Sensitivity of maximum vehicles in the hour
80% 85% 90% 95% 105% 110% 115% 120%
Number of Small vehicles 17.6 18.7 19.8 20.9 23.1 24.2 25.3 26.4
vehicles
Vehicles towing trailers 9.6 10.2 10.8 11.4 12.6 13.2 13.8 14.4
Large vehicles 2.4 2.55 2.7 2.85 3.15 3.3 3.45 3.6
Number of Small vehicles 4 4 4 4 4 4 4 4
bays
provided Vehicles towing trailers 4 4 4 4 4 4 4 4
Large vehicles BTF BTF BTF BTF BTF BTF BTF BTF
Cumulative Small and trailer bays 0.00 2.49 6.48 10.47 22.42 26.41 30.39 39.00
queuing in combined queue length,
coinciding maximum is 40m
peak hours
3.1.4 Transfer station sorting
To facilitate separation by the public, supported by NSC operators, in addition to operator sorting of waste
destined for landfill, aisles for shared skips are included in the transfer station layout. This alleviates operator
sorting effort after the walking floor. Sorting after the walking floor provides an opportunity for diversion of
recyclables and other streams for landfill that are not sorted or incorrectly identified for landfill by public. In
peak periods waste can be staged for delayed sorting. A walking floor has been included to the transfer
station design to convey waste from the transfer bay disposal points to an area for accumulation and
movement to sorting south of the transfer bays. An example of this used in similar waste application is
provided in Figure 7. The walking floor is controlled by an on/off mechanism enabling pause to accumulation
to provide a window for loader to clear the stockpile area. Safety concern raised by NSC regarding
inappropriate use of the walking floor and entering the walking floor is managed through full time operators
and the implementation of the on/off mechanism. This design element was selected as an opportunity for:
◼ Optimising use of available space and ease of customer use
− Providing adequate manoeuvring room for vehicles accessing transfer bays
− Retained drainage and water storage east of the transfer bays
◼ Reducing cost associated with a full length and width loader surge pit to southern accumulation
− Turnaround manoeuvring required
◼ Mitigation of interaction risk of customers with loader through separation of loader movements
◼ Pause to loading to mitigate the risk of concurrent waste disposal and clearing
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Figure 7 Walking floor example to demonstrate applicability in moving materials to accumulation area
3.2 Concrete crushing area
3.2.1 Current operation
The Concrete Crushing Area (CCA) is operated by WMC, managing the stockpiles of crushed and
uncrushed concrete 7 days per week and utilising a loader and excavator shared with green waste and
mulch operation. Concrete is deposited in a designated stockpile area and crushed on an as-needed basis
by an external contractor, engaged directly by NSC. The frequency of concrete crushing is determined by the
NSC Operations Manager based on accumulated quantity to optimise cost efficiency. NSC have advised that
based on crushing contractor pricing, the most cost-efficient quantity accumulated is between 5,000 and
7,000m3 of concrete. Based on data for waste volumes on site, it is estimated that crushing occurs 2-3 times
per year, including a 120% sensitivity on waste quantity received (refer Appendix D). Specific pricing,
including mobilisation and cubic rates per output size, are not available for use in this report, however it is
assumed that cost efficiency increases with quantity of uncrushed concrete available with space being the
primary constraint.
Concrete received at the CCA includes solid clean concrete from construction and demolition, excess
concrete (liquid non-placed), and concrete truck washout water. All types are added to the same receival
stockpile. Crushed concrete is also stockpiled at the CCA by size, with 20mm, 40mm and 80mm available for
purchase from the NRRF. Crushed concrete stockpiles, including loading of purchaser vehicles is part of the
WMC operation of the area. The sales breakdown for 2023 provided by NSC is 12% for 80mm size, 23% for
40mm, and 65% for 20mm size. Crushed concrete is sold at $20 per cubic metre for all sizes, uncrushed
clean concrete costs $35 per cubic metre or pro rata per tonne to dispose at the Concrete Crushing Area.
Dust has been raised as an issue, currently causing delay to the concrete crushing operation due to dust
migration to public and Reviva areas. There is not currently an operational envelope or formalised trigger for
dust risk implemented by the NSC when planning or executing concrete crushing. During crushing, water
applied by water truck as a spray is used as a dust suppression as required but has been noted to not
manage dust to a level that prevents delays during crushing operations.
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A review of primary wind directions has been undertaken for data provided by the BoM from 6 July 1994 to
11 August 2023 shows the morning and afternoon wind speed and direction in the northern Sunshine Coast
region. Figure 8 shows that that the annual average wind direction at 9am is from the south, blowing from
this direction around 30% of the time. By 3pm, the annual average data for the same span of years indicates
that the wind blows primarily from the south-east (over 30% of the time) and that a further 20% of the time
the wind blows from the north-east. The majority of dust impacts are likely to felt in areas north and north-
western of the CCA.
Figure 8 Rose of wind direction versus wind speed in km/h, 9am (left) and 3pm (right)
Source: BoM, 2023
All vehicle types currently access the CCA to drop-off concrete, less vehicle types are recorded that
purchase crushed concrete from the Concrete Crushing Area. The majority of vehicle movements to the
CCA are undertaken by rigid vehicles, comprising 44% of vehicles dropping off concrete and 55% of vehicles
making a crushed concrete purchase, refer to Figure 9 and Figure 10. Access to the CCA has been noted to
have previously been an issue at the NRRF with additional weighbridge bypass needing to be constructed to
accommodate the crushing plant, which is too large to pass over a weighbridge. Overall, deposit of concrete
is the fifth most prevalent vehicle movement type based on weighbridge passes of across the NRRF.
M - Vehicle carrying
continers
4% A - Car 5%
L - Articulated motor
vehicle B - Car towing a
2% trailer 7%
K - Compactor truck E -Van or ute
1% 16%
J - Light commercial F - Van or ute
vehicle towing a trailer
1% 7%
H - Rigid truck
G - Rigid truck
44%
towing a trailer
13%
Figure 9 Vehicle portions concrete drop-off
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K - Compactor truck
1%
J - Light commercial
vehicle
12% B - Car towing a
trailer
17%
E -Van or ute
9%
F - Van or ute towing
a trailer
H - Rigid truck 6%
55%
Figure 10 Vehicle portions concrete collection
3.2.2 Masterplan design considerations
CCA stockpiles and designated areas have been sized and configured considering the following:
◼ Alignment with purchase portions for 20mm, 40mm, 80mm
◼ Crushed concrete area is co-located with area assigned for crushing and drop-off
◼ Separation around crushing area to eliminate interactions with public
◼ Separation of drop-off and sales areas
Walls have been included around the northern CCA to provide a hard barrier between the internal site
access roadway and the areas allocated for positioning of concrete crushing plant and collection of 20mm
crushed concrete. Internal walls between the various stockpiles are also included to reduce interaction
between collections of each size. Internal walls are proposed to consist of moveable concrete barriers similar
to those currently used on site, to accommodate fluctuations in volume and temporary operations. Another
example includes movement of barriers to create a barrier between the concrete crushing operation and the
stockpile for concrete drop-off on the 2-3 instances of crushing that occur per year to prevent interaction
between drop-off vehicles and the crushing plant. Internal Walls have not been incorporated between the
crushed concrete stockpiles and drop-off stockpile as the placement of stockpiles eliminates access between
the piles (drop-off and collection occur on their respective roadsides). A designated path remains between
the stockpiles for operational vehicles for movement of crushed concrete to each of the stockpiles and
excavator/ loader management of stockpiles.
A concrete sump is included to service the CCA as a capture for concrete wash water from operations
involving the washout of concrete trucks at the CCA. Concrete wash water is not suitable for capture within
the site stormwater drainage system due to high pH and presence of other mobilised contaminants (such as
heavy metals and other materials). The concrete sump is to prevent entry of this to open channels and
overland flow streams. For the concrete crushing operations that occur, access to the CCA by concrete
crushing plant will be via the north-south running road past transfer station areas due to the size of crusher
plant being unsuitable for access via weighbridge north of free-items drop-off area. Access movement will
likely require access and risk management by the NSC operational team.
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The location of the CCA is further from outdoor Reviva operations in the Masterplan than the current
operation to mitigate impacts from dust on Reviva outdoor operations, with the Reviva building, concrete
barrier wall and 20mm crushed stockpile positioned between the Reviva outdoor area and concrete crushing
location. It is recommended that the NSC operations team monitor the impacts of dust from crushing and
where required implement additional controls to manage this risk. Risk management controls could include
increased dust suppression during crushing via watercart, wetting of crushed concrete prior to movement,
crushing during non-peak transfer station hours, scheduling of crushing when wind conditions are forecast to
be low, crushing concrete in the morning, outside of opening hours or on public holidays, development of an
operating envelope to identify conditions where crushing can be undertaken, and maintaining the current
control of visual observation of dust and ceasing crushing where dust levels are significant.
Figure 11 Steel stockpile and concrete crushing areas showing access locations
3.3 Steel stockpile and sorting
3.3.1 Current operation
The Steel Stockpile and Collection Area (SSCA) is currently co-located with the concrete stockpile and
crushing area. Steel is delivered to the steel stockpile area from offsite and also internally from transfer
areas. Steel is collected by SIMS at intervals determined by the NSC operational team directly from the
stockpile area. SIMS are equipped with an external excavator for undertaking pre-sorting of stockpiled steel
and loading of collection vehicles. The collection frequency from the November 2023 data was weekly, with
the number of vehicles for collection variable based on the steel quantity (the same collection vehicles
complete repeat trips to clear the stockpile). During site visits to the NRRF the operations team also note that
collections are varied based on the market price of steel to ensure highest rebate at collection, at the most
recent site visit the steel accumulation time was noted to be three months due to pricing influences.
3.3.2 Masterplan design considerations
To provide NSC with the highest flexibility for collection frequency, the SSCA has been optimised for size at
the selected location. Area required to accommodate collection frequency up to quarterly have been
determined, refer to Appendix E. The steel area has been located to allow for separated operational and
public access, operational access from the eastern end and operational access from the northern end. The
steel stockpile forms a physical barrier between the deposit of steel to stockpile and the collection and
sorting, this arrangement also reduces vehicle interaction in accessing the stockpile.
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Weighbridge passes from vehicle movements of steel incoming to site are the third most prevalent vehicle
movement across site, the SSCA is accessible via the northernmost weighbridge and the route of incoming
steel vehicles through site is short and simple. The access for operational vehicles is possible using the
bypass running north-south of the transfer station area to reduce the number of weighbridge passes and
interaction with customers using the transfer station.
3.4 Composting area
3.4.1 Masterplan design considerations
Concept drawings and design of the composting area are provided in the report Feasibility Study into
Composting at the NRRF, developed by Aurecon in 2023. The placement of the composting area within the
NRRF Masterplan design has been selected based on the following:
◼ Ease of access and route length
◼ Access by WMC vehicles for the deposit of MSW type green waste
◼ Maintained separation of green waste stockpiles from MSW collection and drop-off at the NRRF due to
varying contamination rates
◼ Location of surface water drainage and water quality and treatment devices
◼ Operational access only to composting areas and exclusion of non-operational vehicles
Weighbridge passes for incoming green waste deposit are the second most prevalent vehicle movement
occurring at the NRRF and location, even with the removal of weighbridge passes where internal scales are
incorporated to MSW internal vehicles. Access to the green waste drop-off area is prioritised in the
Masterplan Layout, through short, simple route length through site and proximity of green waste drop off to
the entry to site. Access to the green waste area by customers is restricted to the drop-off area, moveable
concrete barrier walls have been included to separate the internal access road from green waste shredding
and screening, compost arrays and the mature compost stockpile. There is not an internal barrier wall along
the drop off area as the operational movements of green waste to trommel screener and shredder will be
frequent and undertaken from the southern side of the stockpile potentially outside of operational hours
(daily) or in off-peak periods. Green waste deposit is at the central northern section of the green waste
processing area and accessed by WMC vehicles via the north-south weighbridge bypass, preventing
interaction with customers and operational vehicles accessing or working in the green waste area.
3.5 Treated and untreated timber
3.5.1 Current operation
Timber currently only enters the RRA1 areas and is reprocessed via the transfer station areas, with incoming
vehicles transporting solely to the landfill. Although there are known internal movements including timber
movements occurring that include the movement of timber to the eastern area of RRA1 for shredding and
incorporation to landfill day cover (mixing with spoil). NSC operational teams have advised that shredding or
stockpiling of shredded timber is stored on top of the landfill cap due to waste levy areas of the landfill. The
levy areas of the NRRF are not publicly available or provided by NSC for the purposes of this
Masterplanning report, as such it has been assumed that the whole of site is within the levy zone.
NSC have advised that DESI have previously provided approval for the shredding of timber for inclusion to
the landfill cover material, approval in writing detailing this allowance has not been provided by NSC. Some
untreated timber is currently incorporated to day cover spoil won from the site, at approximately 50:50
incorporation.
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3.5.2 Masterplan design considerations
Timber stockpile and crushing area in RRA1 is maintained in the current location, with expansion due to
proximity to site won spoil for day cover and access to the landfill minimising interaction with other waste
areas in RRA1. The timber operation employs contractor shredding, with no required fixed plant. This is of
priority as the timber processing areas are located in areas of Future Landfill Cell 3.1 and 3.2, which can be
reclaimed by NSC in future where these cells are to be opened for landfilling operations. There is currently
poor sorting of treated and untreated timber undertaken by the public at transfer station bays and no sorting
currently undertaken by NSC or WMC. The arrangement of the timber area will include the following areas:
Table 17 Areas for timber sorting and processing within RRA1
Area Description
Unsorted/ poorly sorted Area for the stockpiling of timber received at transfer that is unsorted or poorly sorted.
Timber Stockpile Loads of timber that have been confirmed by NSC as sufficiently sorted could bypass
this stockpile and sorting and be diverted straight to treated timber or untreated timber
stockpiles.
Untreated Timber Stockpile Stockpile for timber that is sorted and identified as untreated, less area required as
there is less untreated timber within the waste stream.
Treated Timber Stockpile Stockpile for timber that is sorted and identified as treated, majority of timber is treated,
or cannot be determined (assumed treated), this area is larger.
Area for shredding or Area typically cleared hardstand to be used for placement of shredding plant during
mixing shredded timber timber shredding, or area for mixing shredded timber with spoil material for use as
with cover material landfill day cover.
Shredded Untreated Stockpile area for shredded untreated timber for transfer to composting area and
Timber Stockpile inclusion to compost feedstock.
Shredded Timber Stockpile Stockpile area for shredded treated timber for mixing with site won spoil and use as day
cover on the landfill
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Figure 12 Areas for timber sorting and processing within RRA1
3.6 Free of charge disposal area
3.6.1 Current operation
Free of charge disposal items are currently spread over a broader area of the NRRF including the pull in bay
to covered Reviva crates, Reverse Vending Machines (RVMs), isolated 3m3 cardboard skips, assorted skips
among transfer bays including polystyrene, e-waste 15m3 skips, and co-mingled recycling wheelie bins along
the road at the southernmost transfer area. Collections from these locations are necessarily undertaken in
the same area as waste disposal and sorting by customers, resulting in a high frequency of vehicle
interactions, vehicle-pedestrian interactions within transfer areas. The NSC operational team have noted that
there is limited utilisation of some of the free-of-charge disposal locations including the Reviva pull in bay,
and co-mingled recycling wheelie bins. This is assumed to be exacerbated by the separation of these
facilities requiring an increased number of vehicle movements and time taken for customers to optimally
dispose of waste and recyclable materials at the NRRF.
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3.6.2 Masterplan design considerations
The free-of-charge streams have been grouped into a condensed area which is accessed prior to the
transfer station areas by customers to optimise collection of these streams. As these streams do not require
passing over weighbridge, the entry to free-of-charge area is prior to the transfer station weighbridge. The
flow of traffic entering the stream does not significantly differ from the traffic passing through the free-of-
charge area, reducing the delay, number of stops and time required for customers to access both areas of
the NRRF and optimise collection. There is an office included to the free-of-charge area, required to take
payment for mattress disposal only (the sole payable disposal in this area) and to support customers in
sorting and disposing of the items in this area. The free-of-charge area is set up for traffic in a roundabout
formation, enabling shortening of trips for customers and providing an option to continue onto the transfer
station area rather than exiting site or returning to the site entry roundabout.
To optimise cost efficiency of upgrades, the existing Reviva buildings are retained in the Masterplan design
to provide indoor areas for processing and storage of polystyrene, storage of e-waste, and mattress
processing and storage. Though there are roof structures over the two aisles in the free-of-charge area,
there are no enclosed rooms, increasing ventilation in these areas and reducing capital cost. The aisles have
been designed with a concrete barrier wall and wall to roof steel mesh for separation between public areas
and the operational area, allowing for secure storage of materials, and barrier to prevent customer and
operational interactions. The western aisle includes chemical, battery, motor oil, paint and other regulated-
type wastes, with a collection via pull in bay for collection vehicles, preventing interaction with customers
using the free-of-charge area. There is racking in the operational side of this aisle for accumulation of
materials to optimise collection, tank, camlock, and receival bay for motor oil, and cut windows, roller doors
and access points to transfer these streams to collection vehicles.
The southern building also incorporates separation, with collections occurring on the southern side of the
building and receivals along the north, preventing interaction. The eastern aisle includes cardboard, bottles
and cans, co-mingled recycling collection, with access provided adjacent to the pull in bay for customers to
break down boxes and take time in processing bottles and cans into the correct receptacles. The eastern
aisle also includes a steel-mesh barrier wall between operational and public sides of the aisle preventing
public access to operational areas. The collection area on the eastern side is a forklift only operational area
and is not intended to have operator access on foot. This area includes crates and 3m3 skips able to be
rotated by the forklift when filled, without interrupting customer disposal of items, and provide a collection
pull-in bay for operational vehicles collecting these streams.
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 29
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Figure 13 Free-of-charge area including existing Reviva Building, eastern and western aisles
Operationally, the collection mechanism for free-of-charge items changes minimally from the original
operation with the exception of cardboard to minimise impact to operations. In November 2023, there were
1,537 collection vehicles accessing the NRRF for cardboard collection, with collection interval governed by
the capacity of 3m3 cardboard collection skips at the Transfer Station. In the Masterplanning design, two
cardboard compactors have been incorporated to the eastern aisle to enable compacted cardboard
collection and reduction in vehicles accessing the NRRF for collection. Having two compactors and space
allocation for this will allow for the second to be filled during the removal of the first compactor. Figure 15 and
Figure 16 show the Waste Initiatives SC2500 Compactor, an example of a cardboard compactor that would
be suitable for this application, with 30m hook-truck collection capability that would meet WMC fleet
requirements. It is estimated that with a compaction ratio of 6:1, the monthly cardboard collection vehicles is
reduced to 20. There is easy loading of chambers for these compactors, however based on previous NSC
concerns regarding safety and inappropriate use of equipment by customers, it is recommended that the
steel mesh operations divider is sized to prevent access to the compactor chamber by customers.
60
Frequency of Occurrence
48
50 43
40 36
33 31
30 24
Nov23
17 18
20 13 15
6 8
10 3 2 2 1
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Vehicles in the Hour
Figure 14 Frequency of cardboard collection vehicles at the NRRF in November 2023
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 30
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Figure 15 Example cardboard compactor with 30m3 compaction chamber
Figure 16 Images of the waste initiatives baler from schematic drawing and chamber placement
3.7 Northern Operational Area
3.7.1 Current operation
Currently, the northern operational area is occupied by WMC, other than a newly placed modular building for
the NSC projects team, and used for the following purposes:
◼ LV carparking for WMC and NSC projects team
◼ Vehicle washdown (vehicle washbay with oily water separator)
◼ WMC vehicle maintenance
◼ WMC bin storage areas
◼ Park-up of compactor trucks, 24 spaces required
◼ WMC offices and amenities
The office buildings include a combination of older standalone buildings and fixed modular buildings, which
are ageing and of reduced layout optimisation.
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 31
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3.7.2 Masterplan design considerations
An area for WMC to perform the functions listed in Section 3.7.1 is required under the WMC contract with
NSC to be retained at the NRRF and has been included to the Masterplan design. To optimise cost, existing
buildings and infrastructure are retained in this area, including the WMC workshop, vehicle washbay and
existing drainage and water treatment devices. NSC have requested the addition of a single warehouse
containing NSC and WMC offices and area for Reviva showroom and operations. Due to the limited space in
the northern area, the area has been extended to 10m from the Eumundi-Noosa Road boundary to
accommodate the addition of offices and Reviva. Vehicle manoeuvring in this area is constrained due to
existing buildings and operations, requiring a separated WMC office east of the Workshop to optimise the
available space.
Figure 17 Northern Operational Area layout
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 32
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Appendix A
Masterplan Drawings
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0
Page 69
Eumundi -Noosa road
Amenities
Crib
Cleanaway
Workshop Offices Proposed
Forebay
HES Basin Cleanaway
(Type B) Collected
Green Waste
Workshop
1
Reviva
SK-0002
Reviva
Outdoor Reviva Bioretention Public
Store Showroom Basin Drop-off
Amenities Surface Green Waste
Noosa Council Office
Exit Only
Crushed Concrete
Concrete Crushing
20mm Area
2
SK-0003
Crushed
Office Concrete d
rte
40mm so r
Un imbe ile
Mature T ckp
Polystyrene Concrete Sto area
Processing Compost
drop-off and
Crushed Stockpile
Reviva Reviva stockpile
Un
Concrete
(Recovery)
tre
(Recovery) 80mm
ate
d T area
Loading e-wate
im
f f f
Tr
be
f f f
zone Compost
ea tock
rS
f f
ted pil
toc
S
for sale with
Tim e
kp
ile
be
Bagging
r
plant Concrete Steel
3 Stockpile
SK-0004 slurry 6
capture SK-0005
TS
Tim ate e
Loader Waste
Tre ckpi
be d
Sto
r
Operator
Operator
l
area
sorting
area
Operator
Un
tre tock ea
sorting
ate pi
S ar
d T le
room
im
be
r
4 Landfill
SK-0005 Bulk
Tipping
Floor
5
Sh cov nd st
an rea a
red er
SK-0006
d
a
de fill m rage
d T ix
im ing
be
r
o
Plot Date: 2025-02-06 10:28 AM Filename: 524971-W00001-SKT-RO-0002(REV1)OPT4.DWG
Are ioch er
Proposed Solar panels by others
a f ar o
B oth
or
fut r
ure
LEGEND NOTES
1. New Reviva building to incorporate offices upper level (Cleanaway, Reviva,
Property Boundary Noosa Shire Council) and ed shed on educational facility and meeting room.
2. Cleanaway Workshop, Reviva Workshop, and Reviva Retail on store lower level.
REFERENCE DRAWINGS REFERENCE MODELS All written dimensions CONSTRUCTION STATUS PROJECT
1:1000
10 0 20 40 m take precedence over NOT FOR FEASIBILITY STUDY
scaled dimensions.
CONSTRUCTION OF A COMPOST SITE FOR NOOSA
PREPARED BY CLIENT TITLE
Coordinate system DRAWN BY
MGA EDITH R. GENERAL CONCEPT LAYOUT
Height datum DESIGNED BY OPTION 2
AHD GRACE T.
REV DATE REVISION DETAILS REV DRAWN DESIGNED VERIFIED APPROVED
STATUS CODE DOCUMENT CODE
5 06/02/25 GENERAL ARRANGEMENT 5 E. RIVERA G. TRIPCONY D. McLEAN
SUITABLE FOR
STAGE APPROVAL S4 524971 - W00003 - SKT - EN - 0001
PRINT ALL COPIES DOCUMENT STATE SCALE SIZE REFERENCE No. REV
No.
CERTIFICATION CERTIFIER DATE CLIENT DOCUMENT NUMBER REV IN COLOUR WORK IN PROGRESS AS SHOWN A1 CN-524971 5
Page 70
LEGEND
Bank - Top Right
Proposed HES
Forebay
Basin (Type B) Bank - Top Left
Machinery footprint
Cleanaway Composting process operational
area boundary
Collected Green
Aeration pipes - Heaps system
Waste Pile section
Control panel
Fan
Water tank
Wall
Solar Panels
Bioretention
Basin Surface Public Drop-off
Green Waste
Joins sheet 1,2 & 3
Crushed Concrete
Concrete Crushing Area
20mm A
-
Crushed
Concrete
40mm
Mature
Compost
Concrete Stockpile
drop-off and
Crushed stockpile
Plot Date: 2025-02-06 10:20 AM Filename: 524971-W00001-SKT-RO-0002(REV1)OPT4.DWG
Concrete
80mm
NOTES
1. Each pile has 4 pipes each, and is 6m wide
2. It is estimated that 4 piles per week will be filled with
Compost for shredded green waste.
3. Each pile has a separate aeration fan, two heaps
sale with control panels are required to operate the 72 piles.
Bagging plant Steel 4. 5,000KL Slimline tanks are positioned near control
Stockpile panels, between compost arrays, these are tied into
Concrete future pond local to composting area by NSC.
slurry 5. Areas 1 to 6 have a minimum 2% fall northwest to
indicative pond location.
capture 6. Composting process operational area has a minimum
2% fall toward indicative pond location, north.
7. Earthen safety bund, to half the height of the largest
DETAIL A operational vehicle operating in the area.
1:200 -
REFERENCE DRAWINGS REFERENCE MODELS All written dimensions CONSTRUCTION STATUS PROJECT
1:500
5 0 10 20 m
take precedence over NOT FOR FEASIBILITY STUDY
scaled dimensions.
CONSTRUCTION OF A COMPOST SITE FOR NOOSA
PREPARED BY CLIENT TITLE
Coordinate system DRAWN BY
MGA EDITH R. DETAIL AREA 5 - CONCEPT LAYOUT
Height datum DESIGNED BY BASIN AREA,CONCRETE AREAS, PIPES
AHD GRACE T. ARRANGEMENT & PILE DETAIL - SHEET 5
REV DATE REVISION DETAILS REV DRAWN DESIGNED VERIFIED APPROVED
STATUS CODE DOCUMENT CODE
5 06/02/25 INITIAL DRAFT 5 E. RIVERA G. TRIPCONY D. McLEAN
SUITABLE FOR
STAGE APPROVAL S4 524971 - W00002 - SKT - EN - 0006
PRINT ALL COPIES DOCUMENT STATE SCALE SIZE REFERENCE No. REV
CERTIFICATION No. CERTIFIER DATE CLIENT DOCUMENT NUMBER REV IN COLOUR WORK IN PROGRESS AS SHOWN A1 CN-524971 5
Page 71
LEGEND
Proposed solar panels by others
Untreated Timber Stockpile
area
Unsorted Timber
Timber
Untreated Timber
Stockpile
Treated Area for future
area
Stockpile
Treated Timber Stockpile Stockpile area Shredded Timber and Biochar or other
cover fill mixing area
and storage
Plot Date: 2025-02-06 10:21 AM Filename: 524971-W00001-SKT-RO-0002(REV1)OPT4.DWG
REFERENCE DRAWINGS REFERENCE MODELS All written dimensions CONSTRUCTION STATUS PROJECT
1:500
5 0 10 20 m
take precedence over NOT FOR FEASIBILITY STUDY
scaled dimensions.
CONSTRUCTION OF A COMPOST SITE FOR NOOSA
PREPARED BY CLIENT TITLE
Coordinate system DRAWN BY
MGA EDITH R. DETAIL AREA 6 - CONCEPT LAYOUT
Height datum DESIGNED BY TIMBER STOCK PILES & OTHER
AHD GRACE T.
REV DATE REVISION DETAILS REV DRAWN DESIGNED VERIFIED APPROVED
STATUS CODE DOCUMENT CODE
5 06/02/25 INITIAL DRAFT 5 E. RIVERA G. TRIPCONY D. McLEAN
SUITABLE FOR
STAGE APPROVAL S4 524971 - W00002 - SKT - EN - 0007
PRINT ALL COPIES DOCUMENT STATE SCALE SIZE REFERENCE No. REV
CERTIFICATION No. CERTIFIER DATE CLIENT DOCUMENT NUMBER REV IN COLOUR WORK IN PROGRESS AS SHOWN A1 CN-524971 5
Page 72
Appendix C
Transfer Station Access Duration
Table D.1 Vehicle transfer bay access times used in number of bay selection
Bay type Vehicle type Frequency Time to unload Sum (minutes) Weighted average
(minutes) (minutes)
Small Bays Vehicle Type A 967 5 9670 11.06
Vehicle Type E 1814 10 36280
Vehicle Type J 116 15 2320
Vehicle Type H 526 25 15780
Trailer Bays Vehicle Type B 592 10 11840 12.79
Vehicle Type F 746 15 14920
Bulk Tipping Vehicle Type G 57 35 2280 26.37
Floor
Vehicle Type L 2 25 80
Vehicle Type M 9 10 135
Vehicle Type N 0 10 0
Vehicle Type K 16 5 80
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Appendix D
Small Bays Sensitivity
Transfer bay sensitivity tables – Small Bays
Table D.1 November 2023 data for small vehicle bay types accessing transfer station during opening hours
Day Date 7am-8am 8-9am 9-10am 10-11am 11-12pm 12-1pm 1-2pm 2-3pm 3-4pm 4-5pm
Wednesday 1/11/2023 12 9 4 21 17 11 16 12 6 4
Thursday 2/11/2023 4 11 17 14 13 20 10 7 8 2
Friday 3/11/2023 5 15 11 16 22 10 16 8 6 5
Saturday 4/11/2023 6 5 12 18 16 12 6 6 13 9
Sunday 5/11/2023 4 4 10 16 22 16 19 16 9 8
Monday 6/11/2023 11 11 18 18 15 18 12 11 6 7
Tuesday 7/11/2023 7 11 14 19 7 11 11 9 6 10
Wednesday 8/11/2023 2 6 12 11 9 11 17 21 11 9
Thursday 9/11/2023 9 10 11 18 17 14 15 10 10 5
Friday 10/11/2023 12 7 16 15 17 6 11 7 12 6
Saturday 11/11/2023 8 6 12 12 14 12 9 20 9 8
Sunday 12/11/2023 2 5 10 12 19 19 16 11 15 7
Monday 13/11/2023 6 14 10 12 19 19 16 10 5 5
Tuesday 14/11/2023 12 8 13 19 14 16 12 14 18 5
Wednesday 15/11/2023 12 12 10 12 18 14 11 18 12 7
Thursday 16/11/2023 11 9 9 16 18 11 12 13 9 11
Friday 17/11/2023 10 17 14 14 12 17 8 14 10 3
Saturday 18/11/2023 3 12 13 20 14 20 16 14 13 4
Sunday 19/11/2023 2 13 6 15 12 12 13 16 10 3
Monday 20/11/2023 10 11 7 9 18 19 5 13 6 8
Tuesday 21/11/2023 11 9 11 19 20 14 13 22 8 9
Wednesday 22/11/2023 5 9 2 9 8 13 7 8 9 9
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 1
[OCR of page images]
Appendix D
Small Bays Sensitivity
Transfer bay sensitivity tables —- Small Bays
Table D.1 November 2023 data for small vehicle bay types accessing transfer station during opening hours
Wednesday 1/11/2023 16
Thursday 2/11/2023 10
Friday 3/11/2023 5 16
Saturday 4/11/2023 6 6 6
Sunday 5/11/2023 4 19 16
Monday 6/11/2023 12 11
Tuesday 7/11/2023 11 9
Wednesday 8/11/2023 17 21
Thursday 9/11/2023 15 10
Friday 10/11/2023 11 7
Saturday 11/11/2023 8 9 20
Sunday 12/11/2023 16 11
Monday 13/11/2023 16 10
Tuesday 14/11/2023 12 14
Wednesday 15/11/2023 11 18
Thursday 16/11/2023 12 13
Friday 17/11/2023 8 14
Saturday 18/11/2023 3 16 14
Sunday 19/11/2023 13 16
Monday 20/11/2023 5 13
Tuesday 21/11/2023 13 22
Wednesday 22/11/2023 7 8 9
=
Oo
9
5
6
8
7
5
5
7
1
3
4
3
8
9
9
¢
aurecon Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 1
Page 74
Day Date 7am-8am 8-9am 9-10am 10-11am 11-12pm 12-1pm 1-2pm 2-3pm 3-4pm 4-5pm
Thursday 23/11/2023 11 8 7 10 10 17 13 11 11 6
Friday 24/11/2023 10 15 11 9 19 12 19 19 12 1
Saturday 25/11/2023 10 7 14 10 17 17 15 12 11 2
Sunday 26/11/2023 3 11 12 17 9 20 10 12 9 2
Monday 27/11/2023 11 11 15 11 21 14 9 11 17 9
Tuesday 28/11/2023 5 8 8 14 15 15 16 9 8 2
Wednesday 29/11/2023 12 15 7 22 13 11 11 17 7 7
Thursday 30/11/2023 12 8 9 9 19 10 13 11 7 4
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[OCR of page images]
Thursday 23/11/2023 11 8 7 10 10 17 13 11 11 6
Friday 24/11/2023 10 15 11 9 19 12 19 19 12 1
Saturday 25/11/2023 10 7 14 10 17 17 15 12 11 2
Sunday 26/11/2023 3 11 12 17 9 20 10 12 9 2
Monday 27/11/2023 11 11 15 11 21 14 9 11 17 9
Tuesday 28/11/2023 5 8 8 14 15 15 16 9 8 2
Wednesday 29/11/2023 12 15 7 22 13 11 11 17 7 7
Thursday 30/11/2023 12 8 9 9 19 10 13 11 7 4
¢
aurecon Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 2
Page 75
40
35
35
31
30
Frequency of Occurrence Nov23
27
25
22
20
17
16 16
15 15
15 14
13 13
12
11
10
10
8
7
6
5 4 4
3
1
0
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Vehices in the Hour
Figure D.1 Vehicles observed accessing transfer station during operational hours, vehicle types for small transfer bay category
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 3
[OCR of page images]
40
35
30
25
35
31
27
22
20
17
16 16
15 44 15
15 13
12
11
10
10 8
7
5 4
itd
0 ||
o 1 2 3 4 5 6 7 8 9 10 11 12 13 14 #15 #16 #17 18
Vehices in the Hour
Frequency of Occurrence Nov23
13
6
4
|
19 20 21 22
Figure D.1_ Vehicles observed accessing transfer station during operational hours, vehicle types for small transfer bay category
aurecon
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Table D.2 Total time required and sensitivity to bay number
Number of Frequency of Total time required
vehicles occurrence
1 bay 2 bays 3 bays 4 bays 5 bays 6 bays 7 bays 8 bays 9 bays 10 bays
0 0 0 0 0 0 0 0 0 0 0 0
1 1 13.06193398 6.530966988 4.353977992 3.265483494 2.612386795 2.176988996 1.865990568 1.632741747 1.451325997 1.306193398
2 8 26.12386795 13.06193398 8.707955984 6.530966988 5.22477359 4.353977992 3.731981136 3.265483494 2.902651995 2.612386795
3 4 39.18580193 19.59290096 13.06193398 9.796450482 7.837160386 6.530966988 5.597971704 4.898225241 4.353977992 3.918580193
4 7 52.2477359 26.12386795 17.41591197 13.06193398 10.44954718 8.707955984 7.463962272 6.530966988 5.805303989 5.22477359
5 11 65.30966988 32.65483494 21.76988996 16.32741747 13.06193398 10.88494498 9.32995284 8.163708735 7.256629987 6.530966988
6 15 78.37160386 39.18580193 26.12386795 19.59290096 15.67432077 13.06193398 11.19594341 9.796450482 8.707955984 7.837160386
7 16 91.43353783 45.71676892 30.47784594 22.85838446 18.28670757 15.23892297 13.06193398 11.42919223 10.15928198 9.143353783
8 16 104.4954718 52.2477359 34.83182394 26.12386795 20.89909436 17.41591197 14.92792454 13.06193398 11.61060798 10.44954718
9 27 117.5574058 58.77870289 39.18580193 29.38935145 23.51148116 19.59290096 16.79391511 14.69467572 13.06193398 11.75574058
10 22 130.6193398 65.30966988 43.53977992 32.65483494 26.12386795 21.76988996 18.65990568 16.32741747 14.51325997 13.06193398
11 35 143.6812737 71.84063687 47.89375791 35.92031843 28.73625475 23.94687896 20.52589625 17.96015922 15.96458597 14.36812737
12 31 156.7432077 78.37160386 52.2477359 39.18580193 31.34864154 26.12386795 22.39188682 19.59290096 17.41591197 15.67432077
13 14 169.8051417 84.90257084 56.6017139 42.45128542 33.96102834 28.30085695 24.25787738 21.22564271 18.86723797 16.98051417
14 17 182.8670757 91.43353783 60.95569189 45.71676892 36.57341513 30.47784594 26.12386795 22.85838446 20.31856396 18.28670757
15 12 195.9290096 97.96450482 65.30966988 48.98225241 39.18580193 32.65483494 27.98985852 24.49112621 21.76988996 19.59290096
16 15 208.9909436 104.4954718 69.66364787 52.2477359 41.79818872 34.83182394 29.85584909 26.12386795 23.22121596 20.89909436
17 13 222.0528776 111.0264388 74.01762586 55.5132194 44.41057552 37.00881293 31.72183966 27.7566097 24.67254195 22.20528776
18 10 235.1148116 117.5574058 78.37160386 58.77870289 47.02296231 39.18580193 33.58783022 29.38935145 26.12386795 23.51148116
19 13 248.1767455 124.0883728 82.72558185 62.04418639 49.63534911 41.36279092 35.45382079 31.02209319 27.57519395 24.81767455
20 6 261.2386795 130.6193398 87.07955984 65.30966988 52.2477359 43.53977992 37.31981136 32.65483494 29.02651995 26.12386795
21 3 274.3006135 137.1503067 91.43353783 68.57515337 54.8601227 45.71676892 39.18580193 34.28757669 30.47784594 27.43006135
22 4 287.3625475 143.6812737 95.78751582 71.84063687 57.47250949 47.89375791 41.0517925 35.92031843 31.92917194 28.73625475
23 0 300.4244814 150.2122407 100.1414938 75.10612036 60.08489629 50.07074691 42.91778306 37.55306018 33.38049794 30.04244814
24 0 313.4864154 156.7432077 104.4954718 78.37160386 62.69728309 52.2477359 44.78377363 39.18580193 34.83182394 31.34864154
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 4
[OCR of page images]
Table D.2 Total time required and sensitivity to bay number
O OINID a! S/W ny
MNilmli nln n{/ al alal aj al}a)a} aj} al a
BI WN] FC, ODO AINID A HPI/WINM) |=) oO
aurecon
0 0
13.06193398 | 6.530966988
26.12386795 | 13.06193398
39.18580193 | 19.59290096
52.2477359 | 26.12386795
32.65483494
39.18580193
45.71676892
52.2477359
58.77870289
0
4.353977992
8.707955984
13.06193398
17.41591197
21.76988996
26.12386795
30.47784594
34.83182394
39.18580193
43.53977992
47.89375791
52.2477359
56.6017139
0
3.265483494
6.530966988
9.796450482
13.06193398
16.32741747
19.59290096
22.85838446
26.12386795
29.38935145
32.65483494
35.92031843
39.18580193
42.45128542
45.71676892
48.98225241
52.2477359
55.5132194
58.77870289
0
2.612386795
5.22477359
7.837160386
10.44954718
13.06193398
15.67432077
18.28670757
20.89909436
23.51148116
26.12386795
28.73625475
31.34864154
33.96102834
36.57341513
39.18580193
41.79818872
44.41057552
47.02296231
49.63534911
52.2477359
54.8601227
57.47250949
0
2.176988996
4.353977992
6.530966988
8.707955984
10.88494498
13.06193398
15.23892297
17.41591197
19.59290096
21.76988996
23.94687896
26.12386795
28.30085695
30.47784594
32.65483494
34.83182394
37.00881293
39.18580193
41.36279092
43.53977992
45.71676892
47.89375791
50.07074691
52.2477359
0
1.865990568
3.731981136
5.597971704
7.463962272
9.32995284
11.19594341
13.06193398
14.92792454
16.79391511
18.65990568
20.52589625
22.39188682
24.25787738
26.12386795
27.98985852
29.85584909
31.72183966
33.58783022
35.45382079
37.31981136
39.18580193
41.0517925
42.91778306
44.78377363
0
1.632741747
3.265483494
4.898225241
6.530966988
8.163708735
9.796450482
11.42919223
13.06193398
14.69467572
16.32741747
17.96015922
19.59290096
21.22564271
22.85838446
24.49112621
26.12386795
27.7566097
29.38935145
31.02209319
32.65483494
34.28757669
35.92031843
37.55306018
39.18580193
0
1.451325997
2.902651995
4.353977992
5.805303989
7.256629987
8.707955984
10.15928198
11.61060798
13.06193398
14.51325997
15.96458597
17.41591197
18.86723797
20.31856396
21.76988996
23.22121596
24.67254195
26.12386795
27.57519395
29.02651995
30.47784594
31.92917194
33.38049794
34.83182394
0
1.306193398
2.612386795
3.918580193
5.22477359
6.530966988
7.837160386
9.143353783
10.44954718
11.75574058
13.06193398
14.36812737
15.67432077
16.98051417
18.28670757
19.59290096
20.89909436
22.20528776
23.51148116
24.81767455
26.12386795
27.43006135
28.73625475
30.04244814
31.34864154
Project number 526384 File Noosa Masterplanning Report 2025-02-07 Revision 0 4
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