Submission regarding ARN 13200B.176.05

Page 2

3.2 Traffic Engineering Report (ttm)

Errors in Table 3.1 of ttm. The Speed limits on Noosa Drive and Sunshine Beach Road are 40km/h

and not 50km/h.

Although in this report it has been identified that there is a substantial increase in traffic, no
consideration has been made to change traffic speed limits, to implement shared zones or other
traffic mitigating measures for pedestrians & cyclists in the immediate surrounding road network.

 

Table 3-1: Local Road Hierarchy

3.1 The Road Network

3 Existing Transport Infrastructure

The hierarchy and characteristics of roads in the immediate vicinity of the site are shown in Table 3-1.

 

 

 

 

 

 

 

 

 

 

Road Speed Lane Configuration Classification Authority
Limit

Banksia Avenue SOkm/h Two lanes (undivided, two-way, informal | Local Council
kerbside parking

Grant Street SOkm/h_ | Two lanes (divided by median strip), Local Council
two-way, informal kerbside parking

Noosa Drive S0km/h | Two lanes (divided by median strip), Distributor Council
two-way, formal kerbside parking

Serenity Close SOkm/h Two lanes (eastern part is divided by Local Council
median strip and western part is
undivided), two-way, informal kerbside
parking

Sunshine Beach Road 50km/h Two lanes (divided by median strip), Distributor Council
two-way, formal kerbside parking

 

 

 

 

 

Avoidance: No information on the conditions of Grant Street, Katharina Street, Coral Tree Av. Jan

Street.

On page 12 no information is provided for Grant — and Katharina Street which are directly impacted

by this development.

Serenity Close consists of a 9.0m wide sealed carriageway on western part and 15.0m wide sealed
carriageway with median strip on eastern part of road.

Banksia Avenue consists of a 9.0m wide sealed carriageway on norther part and is a dead-end road with a
6.0m wide sealed carriageway on southern part.

The intersections in the vicinity of the subject site, including Banksia Avenue/Grant Street, Grant Street/Coral
Tree Avenue and Grant Street/Noosa Drive/Sunshine Beach Road are all roundabout controlled
intersections.

 

Page 3

The lane width of Grant Street.

The lane width of Grant Street from the roundabout of Banksia Av. N. to the Junction is only
3 m wide (white markings). The recommended General Traffic Lane width is 3.3 -3.5 m.
This section may need to be widened as it will become a safety concern for other vulnerable

members of traffic like cyclists.

Supplement to Austroads Guide to Road Design Part 3: Geometric Design

Therefore, lane widths narrower than 3.3 m should only be used in circumstances described in
Table 4.3 of Austroads Guide to Road Design — Part 3.

4.2.5 Urban road widths

Addition

Cyclist needs (refer Section 4.9) are to be taken into consideration in application of any lane widths
given in Table 4.3 of Austroads Guide to Road Design — Part 3.

Bus routes on existing roads

On existing roads with bus routes in extremely constrained locations, the kerbside lanes are to be
marked not less than 3 m width from the face of the kerb. Where lane widths are 3 m or less, the
kerbside lane should be marked wider than the adjacent lanes to offset the effects of kerbs, channels,
power poles and other roadside structures. Site specific measures to mitigate the effect of the narrow
lane should be investigated. These include parking restrictions, median adjustments and indented bus
bays.

The following is to be added to Table 4.3 of Austroads Guide to Road Design — Part 3.

 

 

 

 

Element Lane width (m) Comments
General traffic lane widths for use on roads in
General traffic lane 3.3-3.5 ceieieainnd caitian
General traffic lane General traffic lane widths for use on bus routes

 

 

 

 

 

Shortcomings for Pedestrians and Cyclists

 

 

Pedestrians will often seek the shortest route to reach their destination as they are exposed to the
environment. They will see Grant Street as a route to the Junction, or Katharina Street to other
locations. Hence a lot of visitors will inadvertently use Grant Street and Katharina Street which do
not have formal pedestrian footpath throughout the entire street. This is unsafe for pedestrians and

cyclists.

In ttm report only stated the following for Pedestrians:

 

 

ttm

Translink Routes 620, 622, 626, 627, 628, 629, 630, 631 and 632. Services operate 7 days a week, with a
frequency of 10-15 during peak period and 30 minutes off-peak.

Pedestrians

Formal pedestrian footpath is provided along both Banksia Avenue and Serenity Close providing connections
to the surrounding area.

 

 

 

 

Page 4

General information from the NSC on Cycling & Walking:

Noosa Cycling and Walking
Strategy and Implementation Plan
2020 - 2040

Loew elroy eA ReM OL. TALON Ce) ,CU4¢ Mem blr)
transport, tourism and the environment

 

rc me ei ea

Delivering the strategy

   
   
  
   
     
 

Actions

Delivering better connected and higher quality bike riding and walking networks can result in significant and broad-ranging
benefits for the community

The following actions have been identified to support the vision and objectives (outlined on page 7).

Deliver and maintain a safe and connected network
Addressing Objectives 1, 2.3, T and 8

The provision of sale and connected bike nding and walking network is the top pnionty for Council to
increase bike riding and walking participation in Noosa. This includes completing mesing links in the
network wih a focus on recreation, education and commuter tips. and providing connections to the Noosa
trail network, mountain biking tracks, and competitive cycling opportunities.

 

Action 1. Deliver and maintain a safe and connected network

 

41.1 Implement the prioritised bike riding and walking network plans
developed as part of the NCWSIP. if J/

41.2 Develop a detailed Trails Masterplan and Implementation Plan

that expands on Tourism Noosa’s Noosa Trail Masterplan 2020. A

coast to hinterland tril will be investigated as part ofthis plan. The JY
‘master plan wil identity upgrades to exstng tals, potential new

trails and an implementation plan,

1.3 ldentily priority locations for the construction of safe pedestrian
and bike crossings for all abilities, including bridges and Jf
underpasses

1.4 Investigate new and innovative safe design solutions for

pedestrian’ cyclist priority crossings at intersections (eg raised

priority pedestrian /cycle crossing, roundabout treatments), and pilot /
treatments which are safe and meet Noosa design principles

4.5 Continue to review and improve bike riding and walking asset

management systems and programs by working closely with

the community and promoting community members to report J/ J/
‘maintenance issues to Counc thal enables maintenance issues to

be quickly resolved

 

 

Page 5

Proposed walking network plan

In the proposed walking network plan only has Grant Street mapped as a future pedestrian access
street. There is no indication on when this may happen. Further this concept is competing with the
development proposal that this street is the main car, truck, and bus traffic access for the resort

 

 

 

 

 

ar ra
LEGEND
© Mayor Centre ———— Podestnan Transport Condor mm Loca! Path v= Rahway Network ‘Area within 400m Walking Distance
'

@ _ ve102t contre ———— Pedeaman Access Sreet _ ‘ Noosa LGA ‘Area within 800m Walking Distance
wom Pedestnan Actwity Street Trail Connectors:

@® _Lwcai contre ‘Area within 1.2km Walking Distance
— Pedestnan Recteaon Condor

@ —_Newhbourhood Cente

 

Figure 9: Proposed walking network plan

 

Page 6

Proposed bike riding network plan

 

Bike riding network plan - key coastal centres

 

Tewantin

 

 

 

 

 

 

 

 

LEGEND
© Major Cente = mee Principal Transport Secondary Recreabonal
© District Centre Secondary Transport Local Routes 1
Principal Recreational Trails
© Local Centre
Trail Connector
@ —_Neighvourhood

 

Shortcomings for Pedestrians and Cyclists

; Noosa LGA

Railway Network

 

The proposed development is generally not connected to the Council’s walking & bike riding plan.
There is one beautiful walkway from the river connecting the proposed development and then
leading to “The J”. This is an excellent example of what can and needs to be done in the surrounding
area to build a network where people can walk to the beach, the market, the lookout, etc.

In the SEQ priority route maps (from 2019) the proposed development might be connected in 10-15

years (Priority B). This is too late or the proposed development is too early.

 

 
  
 
 
 
 
 
 
 
 
 
 
 

1.2 Update of Priority Route Maps

In 2017, the Priority Route Maps were published, to be updated
every two years. In 2019, the department collaborated with
local government to update the maps to reflect current delivery
priorities. Principal routes were identified as:

Priority A (focus of delivery in the next 10 years)
Priority B (for delivery in the next 10 to 15 years)
Priority C (for delivery in the next 15 to 20 years)
Priority D (for delivery in the next 20 years or more)
Existing (as reported by local road authority).

Routes identified as Priority A, B, C, or D may have existing

cycling infrastructure on them. The priority reflects that the road
authority may intend to undertake further planning, design and/
or construction on the route such as an upgrade of the existing
infrastructure or filling missing links.

 

Page 7

 

     
     
       
         

Priority Route Map 4

South East Queensland Principal Cycle Network

 

 

The routes shown are indicative and exist to guide
further planning that will determine the precise
routes and design of cycle facilities.

 

 

 

Disclaimer: While every care is taken to ensure the accuracy of this data, Transport and
Main Roads and/or the State Government makes no representation or warranties about
its accuracy, reliability, completeness or suitability for any particular purpose and
disclaims all responsibility and all liability (including without limitation, liability in
negligence) for all expenses, losses, damages (including indirect or consequential
damage) and costs which you might incur as a result of the data being inaccurate or
incomplete in any way and for any reason.

 

SUNSHINE
BEACH

 

 

 

|| LEGEND

 

Route Priority A

Route Priority B

Route Priority C

Route Priority D

mans Existing (as reported by local road authority)
Waterway
State Controlled Road

+—+—. Railway

4 [___] tGABoundary

 

 

 

 

 

 

Page 8

Traffic Impact assessment

No Traffic Impact Assessment is reported or conducted on Katharina Street. This route is the
shortest way to get to Hastings Street and will therefore be frequented by all traffic participants.

This is a significant gap in the total Traffic Impact Assessment and needs to be rectified before any
decision on this development can be made.

 

 

9 Traffic Impact Assessment

TTM has assessed the performance of the following intersections to confirm the impact of the proposed
development on the external road network utilising Sidra analysis software (version 9).

1. Noosa Drive / Coral Tree Avenue Roundabout

2. Noosa Drive / Sunshine Beach Road Roundabout

3. Grant Street / Banksia Avenue Roundabout

 

 

 

 

 

3.3. Shortcomings of the Sustainability Strategy and alignment with the Noosa Cycling
and walking strategy

 

The Calile Hotel, Noosa

 

Oe Job Number: 4096421
Sustainability Strategy a os oni
Calile Malouf Investments Revision:

Revision Date: 06 October 2022

 

On page 9 in section 2.5 Transport there is no information how the employees, hotel guest and
visitors can access the facility as cyclists and pedestrians.

This could be due to the fact that there is no current infrastructure in the surrounding area to
facilitate the safe access by bicycle or walking from the proposed development to the network.
Further the cycling & walking networks plans are inadequate in scope and timeline.

ETE um. =

25 Transport

Sustainable projects should facilitate a reduction on the dependency of
occupants on using a private car and is an important means of
reducing overall greenhouse gas emissions. The use of motor vehicles
directly contributes to climate change through the direct emissions that
result from car operations.

The hotel will provide the following initiatives to promote sustainable
transport options:
Share bicycles for guests to utilise around Noosa
Electric vehicle charging infrastructure to promote guest to use
electric vehicles
Electric town car charged via renewable energy for zero
emissions transfers and resort quest usage
Electric solar powered shuttle boat to ferry people to and from
Hastings Street, reducing emissions, idle time and congestion in aa.

Noosa. Figure 4: Solar power transportation option

 

Page 9

The Sustainable Strategy is not explaining how it is going to facilitate cycling & walking and the
reduction of the occupants using a private care other than:

e A “solar powered transport option”
e Parking space for bicycles

There is no real solution from the developer nor the council to work towards the councils vision
stated below.

~ IE Be alll a
Background

  

Our vision

“More people riding a bike and
walking for health, transport,
tourism and the environment”

     
 

ting people
to bikes,

and getting
to where we need to go in
a safe and enjoyable way."

  
  

 

 

 

 

 

4.0 Conclusion:

Currently the surrounding area (Banksia Av., Grant St., Coral Tree Av., Katharina St.), of the proposed
development, is already inadequate for pedestrians, kids, cyclists as the streets are all a 50km/h
zone which should already now be a 30km/h zone. Many motorists are not even respecting the
current speed limit of 50km/h and there is no law enforcement that checks their speed either.
Further, on these streets there are no formal cycle ways and very little formal walkways / parking
areas. This is already creating an unsafe and noisy environment for many residents who like to walk,
exercise & living a healthy lifestyle, just walking their dog, walk to the shops or any kids cycling on
the street.

The proposed development in its existing format with all its employees, contractors, suppliers,
guests, and visitors will make the already unacceptable situation unbearable for the building phase
and for its ongoing operation due to insufficient consideration for,

e the pedestrians & cyclist of the facility itself and residents of the adjacent area

e the residents exposed to more motor vehicle traffic and road noise.
Therefore, the proposed development cannot be supported in its current state now. More needs to
be done to create an enjoyable walking & cycling network, with motorists limited to acceptable
speed limits that provide a peaceful liveable environment for all residents and guests. We are sure
that the relevant town planners will be able to provide a plan & timeline for such a network that can
be shared and discussed in the community.

We are looking forward that these shortcomings will be addressed before any final approval is made.

9