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MCU14/0106 Appendix D - Traffic Impact Assessment
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Traffic Impact Assessment
Noosa Civic Expansion
Noosa Civic Expansion
Traffic
J13041
Impact Assessment
J13041
Prepared for
QIC Noosa Civic Pty Ltd
December 2014
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Traffic Impact Assessment
Noosa Civic Expansion
Table of Contents
1 Introduction 1
1.1 Background 1
1.2 Assessment Scope 1
1.3 References 1
2 Existing Situation 2
2.1 Subject Site 2
2.2 Current Noosa Civic Development 2
2.3 Current Road Network 3
2.4 Existing Access Arrangement 5
2.5 Existing Public Transport Facilities 6
2.6 Existing Active Transport Network 7
3 Proposed Development 9
3.1 Development Proposal 9
3.2 Proposed Access Arrangement 9
3.3 Proposed Inner Ring Road Cross Section Design 11
4 Traffic Generation 12
4.1 Noosa Civic Traffic Generation 12
4.2 Traffic Distribution 15
5 Road Network Operation 18
5.2 Assessment Scenarios 19
5.3 Background Traffic Growth 19
5.4 Committed Development 20
5.5 Assessment Criteria 20
5.6 Intersection Analysis 21
6 Commercial Office Scenario 43
6.1 Commercial Office Scenario 43
6.2 Traffic Generation 43
7 Parking 46
7.1 Existing Car Parking Operation 46
7.2 Future Car Parking Assessment 47
7.3 Accessible Car Parking 47
7.4 Motorcycle and Scooter Parking 47
8 Sustainable Transport Provision 48
8.1 Public Transport 48
8.2 Active Transport 48
9 Development Servicing 50
9.1 Service Area Swept Path Assessment 50
10 Summary 52
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Tables
Table 2-1 Study Road Network 3
Table 2-2 Study Intersections 4
Table 2-3 Frequency of Bus Routes Servicing Noosa Civic 6
Table 3-1 Increase in Gross Lettable Area (GLA) 9
Table 4-1 Existing Peak Hour Traffic Generation 13
Table 4-2 Trip Generation Estimation – Proposed Expansion 15
Table 4-3 Retail Trade Road Network Split 15
Table 4-4 Access Usage Split 16
Table 4-5 Proportion of Generated Trips 16
Table 4-6 Proportion of Generated Trips 16
Table 4-7 Total Trips Generated by Expansion 17
Table 5-1 Intersection Peak Volumes 19
Table 5-2 Historical Population Growth 19
Table 5-3 Projected Population Growth 20
Table 5-4 TMR Thresholds for Intersection Performance 20
Table 5-5 Intersection 1: SIDRA Results – Existing Layout 21
Table 5-6 Intersection 1: SIDRA Results – Proposed Tewantin Bypass Layout 23
Table 5-7 Intersection 2: SIDRA Results – Existing Layout 24
Table 5-8 Intersection 3: SIDRA Results – Existing Layout 25
Table 5-9 Intersection 4: SIDRA Results – Existing Layout 26
Table 5-10 Intersection 4: SIDRA Results – Proposed Signalised Layout 28
Table 5-11 Intersection 5: SIDRA Results – Existing Layout 29
Table 5-12 Intersection 6: SIDRA Results – Existing Layout 30
Table 5-13 Intersection 7: SIDRA Results – Existing Layout 31
Table 5-14 Intersection 8: SIDRA Results – Proposed Layout 32
Table 5-15 Intersection 9: SIDRA Results – Proposed Layout 33
Table 5-16 Intersection 10: SIDRA Results – Proposed Layout 34
Table 5-17 Intersection 11: SIDRA Results – Existing Layout 35
Table 5-18 Intersection 12: SIDRA Results – Existing Layout 36
Table 5-19 Intersection 13: SIDRA Results – Proposed Layout 37
Table 5-20 Intersection 14: SIDRA Results – Proposed Layout 38
Table 5-21 Intersection 15: SIDRA Results – Proposed Layout 39
Table 5-22 Intersection 16: SIDRA Results – Proposed Layout 40
Table 5-23 Intersection Analysis Summary 42
Table 6-1 Trip Generation Estimation 43
Table 6-2 Total Trips Generated 43
Table 6-3 SIDRA Results for 2028 Commercial Office Scenario 45
Table 7-1 TTM Car Parking Survey Findings 46
Table 7-2 Adopted Car Parking Demand Rates 46
Table 7-3 Existing Car Parking Supply 46
Table 7-4 Future Car Parking Supply 47
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Table 7-5 Total Car Parking Space Supply 47
Table 7-6 Accessible Car Parking Spaces 47
Figures
Figure 2-1 Site Locality in Noosaville 2
Figure 2-2 Study Road Network 3
Figure 2-3 Study Intersections 4
Figure 2-4 Existing Access Arrangement 5
Figure 2-5 Existing Bus Stop Locations 6
Figure 2-6 Existing Pedestrian Crossing Features 7
Figure 2-7 Existing Pedestrian Linkages 7
Figure 2-8 Existing Bicycle Network 8
Figure 3-1 Proposed Access Arrangement 10
Figure 3-2 Proposed Cross Section Designs 11
Figure 4-1 Existing Noosa Civic Door Counts (Thursday) 12
Figure 4-2 Existing Noosa Civic Door Counts (Saturday) 13
Figure 4-3 Thursday Traffic Generation Curves 14
Figure 4-4 Saturday Traffic Generation Curves 14
Figure 4-5 Retail Trade Draw Assumptions 15
Figure 4-6 Drop-In Trip Distribution 17
Figure 5-1 Analysed Intersections 18
Figure 5-2 Intersection 1: Eumundi-Noosa Road/Beckmans Road 21
Figure 5-3 Intersection Upgrade Analysis 22
Figure 5-4 Intersection 1: Proposed Tewantin Bypass Layout 23
Figure 5-5 Intersection 2: Eumundi-Noosa Road/Rene Street 24
Figure 5-6 Intersection 3: Eumundi-Noosa Road/Walter Hay Drive/Venture Drive 25
Figure 5-7 Intersection 4: Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road 26
Figure 5-8 Intersection 4: Proposed Signalised Layout 27
Figure 5-9 Intersection 4: Proposed Signal Phasing 28
Figure 5-10 Intersection 5: Eenie Creek Road/Hofmann Drive 29
Figure 5-11 Intersection 6: Eenie Creek Road/Walter Hay Drive 30
Figure 5-12 Intersection 7: Walter Hay Drive/Northern Access 31
Figure 5-13 Intersection 8: Walter Hay Drive/Southern Access 32
Figure 5-14 Intersection 9: Central Road/Southern Access/Hofmann Drive 33
Figure 5-15 Intersection 10: Hofmann Drive/Southern Undercroft Access 34
Figure 5-16 Intersection 11: Hofmann Drive/Rene Street 35
Figure 5-17 Intersection 12: Hofmann Drive/Inner Ring Road 36
Figure 5-18 Intersection 13: Northern Access/Northern At-Grade Access 37
Figure 5-19 Intersection 14: Central Road/Eastern At-Grade Access 38
Figure 5-20 Intersection 15: Central Road/Eastern Undercroft Access 39
Figure 5-21 Intersection 16: Central Road/Southern At-Grade Access 40
Figure 5-22 Analysed Intersection Locations 41
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Figure 8-1 Pedestrian Connectivity 48
Figure 9-1 Service Area Locations 50
Appendices
Appendix A State Code Compliance Assessment
Appendix B Site Layout Plans
Appendix C Swept Path Assessments
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1 Introduction
1.1 Background
Cardno has been commissioned by QIC Noosa Civic Pty Ltd to provide traffic and transport engineering
advice in relation to the proposed expansion of Noosa Civic. The expansion will be situated south-east of
the existing development, with a network of access roads connecting the existing Noosa Civic, the proposed
expansion and the existing road network to the south, east and north.
1.2 Assessment Scope
In preparing the traffic impact assessment, Cardno undertook the following tasks:
> Commissioned traffic surveys for the surrounding road network to understand the current traffic flows
> Developed a desktop model to estimate the traffic flows for the various assessment scenarios
> Estimated the trip generation for the development
> Analysed the operation of key intersections surrounding the development site using SIDRA
Intersection
> Reviewed the parking and servicing arrangement for the development site to determine the adequacy
in terms of quantum, geometry, and safe and efficient operation of the site
> Reviewed the impact of the proposed expansion on the existing public and active transport network,
ensuring that no adverse impacts are produced.
1.3 References
In preparing this report the following background materials/reference documents have been reviewed:
> Austroads: Guide to Road Design Part 4A: Unsignalised and Signalised Intersections
> Department of Transport and Main Roads: Guidelines for Assessment of Road Impacts of
Developments
> Department of Transport and Main Roads: Preconstruction Processes Manual 2005
> Guide to Traffic Generating Developments, Roads and Maritime Services (RMS), NSW Government
Institute of Transportation Engineers Trip Generation Manual
> Planning schemes and policies
- Noosa Council: Part 14 – Assessment Criteria and Part 15 - Priority Infrastructure Plan, The
Noosa Plan 2013
- Department of State Development, Infrastructure and Planning: Module 19 – State Transport
Network Functionality, State Development Assessment Provisions (SDAP).
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2 Existing Situation
2.1 Subject Site
The proposed expansion is located south of Noosaville, and is bounded by the existing Noosa Civic to the
north, Walter Hay Drive and the North Weyba section of the Noosa National Park to the east, and the
Noosaville industrial precincts to the west. Figure 2-1 presents the site location in the context of the local
road network.
Figure 2-1 Site Locality in Noosaville
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
2.2 Current Noosa Civic Development
The current development, known as Noosa Civic, opened in October 2006. Based on existing tenancies and
site use, QIC has advised that the following land use breakdown represents the floor area of the existing
Noosa Civic:
> 18,585sq.m gross lettable area (GLA) of retail centre, anchored by a supermarket, discount
department store and a service station
> 7,056sq.m GLA Emporium retail showroom complex
> 5,000sq.m GLA of commercial floor space
> Total GLA of 30,641sq.m.
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2.3 Current Road Network
The study roads for this assessment are indicated on Figure 2-2, with characteristics of the study roads
summarised in Table 2-1.
Table 2-1 Study Road Network
ID Road Name Authority Classification Form
1 Eumundi-Noosa Road Council Arterial Four lane, median divided
2 Beckmans Road Council Arterial Two lane, undivided
3 Rene Street Council Collector Two lane, undivided
4 Eumundi Road Council Arterial Four lane, median divided
5 Eenie Creek Road Council Arterial Four lane, median divided
6 Walter Hay Drive Council Arterial Four lane, median divided
7 Inner Ring Road Private Collector Two lane, median divided
8 Hofmann Drive Council Collector Two lane, median divided
Figure 2-2 Study Road Network
Source: Street map image supplied by Google Maps, google.com.au/maps
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The study intersections which will be considered as part of the assessment are shown in Figure 2-3 with
details for each site summarised in Table 2-2.
Table 2-2 Study Intersections
ID Intersection Authority Form
1 Eumundi-Noosa Road / Beckmans Road Council Roundabout
2 Eumundi-Noosa Road / Rene Street Council Roundabout
3 Eumundi Road / Venture Drive / Walter Hay Drive Council Roundabout
4 Eumundi-Noosa Road / Eenie Creek Road / Eumundi Road Council Roundabout
5 Eenie Creek Road / Hofmann Drive Council Roundabout
6 Eenie Creek Road / Walter Hay Drive Council Roundabout
7 Walter Hay Drive / Northern Access Council Roundabout
8 Walter Hay Drive / Southern Access Council Roundabout
Figure 2-3 Study Intersections
Source: Street map image supplied by Google Maps, google.com.au/maps
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2.4 Existing Access Arrangement
The existing access arrangement for the development site is illustrated on Figure 2-4. All vehicle
movements are permitted into Noosa Civic via Hofmann Drive and Inner Ring Road. An early left-turn slip
lane is provided on the approach to Noosa Civic via the Northern Access. The Inner Ring Road access
locations are all movements permitted T-junctions. The Hofmann Drive access locations are provided via
roundabouts.
Figure 2-4 Existing Access Arrangement
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
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2.5 Existing Public Transport Facilities
Noosa Civic is an interchange for bus services within Noosaville. Four bus routes access the existing Noosa
Civic via the Inner Ring Road. Two bus stops, located approximately 500m north-west of the site, are also in
proximity to Noosa Civic providing access to four additional services. These bus stops are connected to
Noosa Civic by pedestrian footpaths. Passenger shelters are provided at the bus stop along Eumundi-
Noosa Road. The locations of these bus stops are indicated on Figure 2-5.
Figure 2-5 Existing Bus Stop Locations
Source: Street map image supplied by Google Maps, google.com.au/maps
Table 2-3 outlines the major stops along each bus route that travels via Noosa Civic and the frequency of
services during the Saturday morning and Thursday evening peak periods. The frequency of bus routes
servicing Noosa Civic is approximately one service every half an hour. In summary, the existing level of bus
services to and from Noosa Civic is considered to be sufficient to serve the existing development.
Table 2-3 Frequency of Bus Routes Servicing Noosa Civic
Thursday PM Peak Hour Saturday AM Peak Hour
Route Direction
4pm – 5pm 5pm – 6pm 11am – 12pm 12pm – 1pm
Noosa Junction, Peregian Spgs,
622 30 minutes 30 minutes 30 minutes 30 minutes
Coolum, Airport, Maroochydore Sth
Noosa Junction, Noosa Civic,
628 30 minutes 30 minutes 30 minutes 30 minutes
Tewantin, Parklands
Noosa Junction, Noosa Heads,
629 30 minutes 30 minutes 30 minutes 30 minutes
Noosa Civic, Tewantin
Noosa Junction, Noosa Civic,
632 - 60 minutes - 60 minutes
Tewantin, Cooroy, Pomona, Cooran
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2.6 Existing Active Transport Network
2.6.1 Existing Pedestrian Network
All roads within the study road network provide segregated pedestrian paths. Pedestrian refuge islands are
provided within the median strips at roundabouts, with mountable kerbs to allow a smooth connection
between the road surface and the pedestrian path, as identified on Figure 2.6.
Figure 2-6 Existing Pedestrian Crossing Features
Source: August 2014 site inspection photo supplied by Cardno
Pedestrian linkages between Noosa Civic and the car parks are provided in the form of zebra crossings.
These crossing points are illustrated on Figure 2.7. Two sheltered pedestrian walkways within the car park
provide direct linkages between the pedestrian crossings.
Figure 2-7 Existing Pedestrian Linkages
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
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2.6.2 Existing Bicycle Network
All roads included within the study road network provide dedicated bicycle lanes, indicated with the bicycle
symbol and highlighted with green asphalt for priority at most roundabouts. Figure 2.8 highlights the
dedicated bicycle lanes around the road network of the existing Noosa Civic.
Figure 2-8 Existing Bicycle Network
Source: Street map image supplied by Google Maps, google.com.au/maps
In summary, it is considered that the existing pedestrian and bicycle paths and lanes provide a level of
accessibility for active transport users that is sufficient and well connected for the existing development.
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3 Proposed Development
3.1 Development Proposal
3.1.1 Noosa Civic Expansion Proposal
The proposed development aims to expand on the existing retail provision at Noosa Civic. The Noosa Civic
expansion is to include the elements listed in Table 3-1 within the 58,160sq.m site area. Appendix B
provides the proposed site layout plans.
Table 3-1 Increase in Gross Lettable Area (GLA)
Proposed Expansion GLA Reconfigured Existing Noosa Civic GLA Total Increase in GLA
22,230sq.m 640sq.m 22,870sq.m
In summary, the development proposal will increase the Noosa Civic GLA from a total of 30,641sq.m to
53,511sq.m.
It must be noted that the traffic analysis herein has been undertaken based on a slightly greater increase in
GLA (22,920sq.m) due to recent minor changes to the plans. This difference is of no material difference to
the traffic volumes and impacts. All geometric car parking and service vehicle issues are based on the most
recent plans (as included in Appendix B).
3.2 Proposed Access Arrangement
The expansion of Noosa Civic is proposed to have five access points into the proposed car parks. The
development will be accessed by an internal private road, Central Road, which links the Northern Access
with the Southern Access, running parallel to Walter Hay Drive. Four of these driveways access Central
Road, with the fifth access adjoining to the southern extension of Hofmann Drive, south of the development.
Figure 3-1 outlines the proposed access arrangement for the new development.
Three at-grade access roads enter the development. At the ground level, 310 outdoor car parking spaces
will be accessible via circulating internal roads linking these three access points. Two undercroft access
driveways via the eastern and southern sides of the development lead to the undercroft parking facilities
which supplies 690 parking spaces. Therefore, the total proposed car parking supply added to Noosa Civic
is 1,000 spaces. This is discussed further in section 6.0.
The Northern At-Grade Access road links to the road network at a single lane four-way roundabout with the
Inner Ring Road, Central Road and the Northern Access. All other car park access points link to the road
network at single lane T-intersections with right-turn bays into Noosa Civic.
The main connections to the proposed car park areas along Central Road from the external road network are
to/from Eumundi-Noosa Road via northern Hofmann Drive, and to/from Walter Hay Drive via the Northern
Access and Southern Access.
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Figure 3-1 Proposed Access Arrangement
Source: Drawing Number DA-TBG-AR-1001-001[A] supplied by The Buchan Group
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3.3 Proposed Inner Ring Road Cross Section Design
Central Road will be a private road providing links to the car park circulation roads of Noosa Civic and
connecting the northern precinct to the southern precinct. The extension of Hofmann Drive and the Southern
Access road will be public roads, where the road reserves either side of the verges will be used for access to
utilities.
Both of the proposed roads (Hofmann Drive and Central Road) will be median-divided two-lane roads with
on-road cycle lanes similar to that existing within the existing Noosa Civic. The proposed cross sections of
these roads are based on the existing design of Hofmann Drive, and are illustrated on Figure 3-2.
Figure 3-2 Proposed Cross Section Designs
Source: Layout Plan, Drawing Number J13041-CI-C02 supplied by Cardno
On the proposed Hofmann Drive extension a concrete pedestrian footpath is proposed on the southern side,
consistent with the Shire Business Centre map. For the proposed Central Road, the Shire Business Centre
map indicates a future footpath on the eastern side. Since there is no proposed development on the eastern
side of the proposed private road, a concrete pedestrian footpath is not proposed as part of the current
development plan.
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4 Traffic Generation
4.1 Noosa Civic Traffic Generation
To determine the traffic generation potential of the proposed Noosa Civic expansion, Cardno has examined
a number of data sources:
> Traffic counts of Noosa Civic and the surrounding network recorded on Thursday 31 July 2014,
and Saturday 2 August 2014
> Daily door-count data for the year 2013
> RTA Guide to Traffic Generating Developments research.
The traffic generation of the existing Noosa Civic site was used to calibrate standard RTA retail development
rates. Using these calibrated rates, the traffic generation potential of the proposed Noosa Civic expansion
has been determined.
Since the existing Noosa Civic and the proposed expansion combine a mix of shopping centre uses (retail,
retail showroom, and commercial) all operating within a single centre, the traffic generation rates used herein
have combined the areas of all components. This will represent a conservative approach.
4.1.1 Existing Traffic Generation
In order to determine the traffic generation potential of the existing Noosa Civic site, traffic counts were
performed on each of the entrances to the site on 31 July 2014 and 2 August 2014, in addition to counts
performed on the surrounding road network. Comparing these counts to the centre size would give a
representative traffic generation of the site for a given day in July/August.
To consider the seasonal fluctuations of the Noosa Civic site, Cardno has reviewed the daily door count data
for Noosa Civic for the year of 2013. Using this data, the average trading volume for Thursdays and
Saturdays in July/August was compared to the yearly 85 th percentile trading volume on Thursdays and
Saturdays. Figure 4-1 and Figure 4-2 below show the annual trading patterns, average trading volume for
July/August, and the 85th percentile trading volume for the existing Noosa Civic.
Figure 4-1 Existing Noosa Civic Door Counts (Thursday)
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Figure 4-2 Existing Noosa Civic Door Counts (Saturday)
From the analysis of the door count information, a factor was devised to apply to traffic counts taken at
Noosa Civic, in order to determine an 85th percentile traffic generation for the existing Noosa Civic. The 85th
percentile traffic generation of the existing Noosa Civic is shown in Table 4-1.
Table 4-1 Existing Peak Hour Traffic Generation
Site Traffic Generation (as Surveyed) Thursday PM Peak Hour Saturday AM Peak Hour
In 956 vph 1,067 vph
Out 954 vph 965 vph
Total 1,910 vph 2,032 vph
Site GLA 30,641sq.m 30,641sq.m
85th%ile Factor 1.11 1.09
Factored 85th%ile Traffic Generation 2,123 vph 2,223 vph
85th%ile Traffic Generation Rate 6.93 vph/100sq.m GLA 7.26 vph/100sq.m GLA
4.1.2 Proposed Expansion Generation
It is generally accepted in the RTA “Guide to Traffic Generating Developments” (GTGD) and other traffic
generation guides, that the greater the floor area of a shopping centre, the lower the traffic generation is per
unit of floor area. This is due to a number of influencing factors such as the better provision of public
transport facilities at larger centres, increased likelihood of combining multiple trips into one, and increased
likelihood of car-sharing.
The RTA GTGD provides a table of traffic generation rates for shopping centres dependant on the size of the
shopping centre. This data can then be extrapolated into a curve to determine the traffic generation of a
particular size shopping centre.
Differences in trading patterns between New South Wales shopping centres and Queensland shopping
centres occur due to differing take ups in public transport, differing trading hours, and the locality of the
shopping centre. Therefore generalised traffic generation rates, and curves such as the RTA traffic
generation for shopping centres, should be calibrated to local conditions.
Using the 85th percentile traffic generation rates for Noosa Civic determined in section 4.1.1, the traffic
generation curve specified in the RTA GTGD has been calibrated to account for the traffic patterns identified
at Noosa Civic, through surveys and observations.
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Using this calibrated curve, the traffic generation of the proposed expansion to Noosa Civic can be found by
increasing the GLA on the calibrated curve.
Figure 4-3 and Figure 4-4 below show the generalised traffic generation curve produced from the RTA
GTGD, Noosa Civic calibrated RTA GTGD curve, and where the proposed expansion would lie on the
calibrated traffic generation curve.
Figure 4-3 Thursday Traffic Generation Curves
Figure 4-4 Saturday Traffic Generation Curves
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Traffic survey information from the RTA GTGD is shown on Figure 4-3 and Figure 4-4, which show that the
traffic generation rates proposed are not out of line with what is experienced at other shopping centres of a
similar size.
The estimated trip generation of the proposed expansion is presented in Table 4.2.
Table 4-2 Trip Generation Estimation – Proposed Expansion
Site Trip Generation Thursday PM Peak Saturday AM Peak
Existing 85th%ile Generation (30,641sq.m GLA) 2,123 vph 2,223 vph
85th%ile Generation Rate for 53,511sq.m GLA 5.61 5.91
85th%ile Generation for 53,511sq.m GLA 3,002 vph 3,162 vph
Additional Trips from Development Increase (22,870sq.m GLA) 879 vph 938 vph
4.2 Traffic Distribution
The distribution of development traffic to the wider road network has been based upon Cardno’s
understanding of the local area and has been confirmed with the economic consultant on the project (Urbis).
Figure 4-5 and Table 4-3 indicate the traffic distribution which is considered appropriate and applicable for
the proposed expansion of Noosa Civic.
Figure 4-5 Retail Trade Draw Assumptions
Table 4-3 Retail Trade Road Network Split
External Road Retail Trade Split
Eumundi-Noosa Road (South) 5%
Beckmans Road (West) 24%
Eumundi Road (North) 20%
Eenie Creek Road (East) 33%
Walter Hay Drive (South) 18%
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The split of development traffic using each access has been based upon the parking available at each
access of the expansion. The proposed expansion plans include 310 parking spaces at ground level and
690 parking spaces in undercroft parking. Table 4-4 outlines the assumed parking allocation between the
proposed access roads located along the internal road network.
Table 4-4 Access Usage Split
Internal Access Road Parking Space Allocation Parking Distribution
Northern At-Grade Access 120 spaces 12%
Eastern At-Grade Access 90 spaces 10%
Eastern Undercroft Access 414 spaces 40%
Southern At-Grade Access 100 spaces 10%
Southern Undercroft Access 276 spaces 28%
4.2.2 Pass-By Trips
The development traffic has been considered as the following three different types of trips:
> New Trips
> Diverted Trips
> Pass-By (Drop-In) Trips.
The Department of Transport and Main Roads’ “Preconstruction Processes Manual” (PPM) outlines the
proportion of these trips for shopping centres and has been referenced in Table 4-5 for this analysis of traffic
distribution. As the proposed expansion size will be greater than 35,000sq.m, a factor of 0.80 has been
applied to the proportion of Drop-In and Diverted Trips in accordance with the PPM.
Table 4-5 Proportion of Generated Trips
Proportion of Trips
Trip Type
Thursday PM Peak Hour Saturday Am Peak Hour
New Trip 60% 74%
Diverted Trip 24% 16%
Drop-In (Pass-By) Trip 16% 10%
Source: Adapted from Table 2A.7 and Table 2A.8, Preconstruction Processes Manual, TMR
Walter Hay Drive has been considered to be the road most affected by pass-by trips as it travels parallel to
the proposed internal road network, connected to the network via the Northern Access and Southern Access.
Considering the aforementioned retail distribution of the external road network, the proportion of pass-by
trips has been calculated in Table 4-6. The southbound traffic on Walter Hay Drive is considered to
accumulate from Eumundi Road and Eenie Creek Road, which respectively represent 20% and 33% of the
traffic distribution. The northbound traffic on Walter Hay Drive represents 18% of the traffic distribution. The
trip distribution has been illustrated in Figure 4-6.
Table 4-6 Proportion of Generated Trips
Direction Directional Retail Distribution Drop-In Trip Proportion
Walter Hay Drive – Southbound 20% + 33% = 53% 53% / (53% + 18%) = 75%
Walter Hay Drive – Northbound 18% 18% / (53% + 18%) = 25%
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Figure 4-6 Drop-In Trip Distribution
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 4-7 presents a summary of the total trips generated by the Noosa Civic expansion depending on which
of the internal access roads the generated traffic will use to access the development. The directional traffic
split across the peak hour of travel is 50% arriving and 50% departing the development.
Table 4-7 Total Trips Generated by Expansion
Thursday PM Peak Hour Saturday AM Peak Hour
Access Road
New & Diverted Trips Drop-In Trips New & Diverted Trips Drop-In Trips
Northern At-Grade Access 88 18 102 11
Eastern At-Grade Access 74 14 86 9
Eastern Undercroft Access 296 57 340 36
Southern At-Grade Access 74 14 86 9
Southern Undercroft Access 204 40 234 25
Total 736 143 848 90
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5 Road Network Operation
Analyses for estimating the performance of the road network involved analysing the capacity of a number of
key intersections. These intersections currently serve the existing Noosa Civic and will service the
expansion along with the new access roads to be developed for the expansion.
> Intersection 1: Eumundi-Noosa Road/Beckmans Road
> Intersection 2: Eumundi-Noosa Road/Rene Street
> Intersection 3: Eumundi Road/Walter Hay Drive/Venture Drive
> Intersection 4: Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road
> Intersection 5: Eenie Creek Road/Hofmann Drive
> Intersection 6: Eenie Creek Road/Walter Hay Drive
> Intersection 7: Walter Hay Drive/Northern Access
> Intersection 8: Walter Hay Drive/Southern Access
> Intersection 9: Central Road/Southern Access/Hofmann Drive
> Intersection 10: Hofmann Drive/Southern Undercroft Access
> Intersection 11: Hofmann Drive/Rene Street
> Intersection 12: Hofmann Drive/Inner Ring Road
> Intersection 13: Northern Access/Northern At-Grade Access
> Intersection 14: Central Road/Eastern At-Grade Access
> Intersection 15: Central Road/Eastern Undercroft Access
> Intersection 16: Central Road/Southern At-Grade Access.
These 16 intersections or driveways were analysed to determine the impact of the development on the
surrounding road infrastructure, and are identified in Figure 5-1.
Figure 5-1 Analysed Intersections
Source: Street map image supplied by Google Maps, google.com.au/maps
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5.2 Assessment Scenarios
It has been assumed that construction of the development will conclude in 2018, hence the ten year design
horizon is at 2028. Therefore, the following scenarios have been assessed as part of this report:
> 2014 Survey Volumes
> 2018 Background Volumes
> 2018 Background with Development Volumes
> 2028 Background Volumes
> 2028 Background with Development Volumes.
5.3 Background Traffic Growth
Estimation of the road network traffic growth utilised previous traffic count data collected in 2009/2010 and
recent 2014 counts. Table 5-1 presents the peak hour volumes of each intersection under analysis and the
implied linear growth rate between the survey years.
Table 5-1 Intersection Peak Volumes
Thursday Peak Hour Volume Saturday Peak Hour Volume Average
Intersection Implied Growth Implied Growth Implied Growth
2009 2014 2009 2014
(Linear) (Linear) (Linear)
1 2,779 2,812 0.23% p.a. 2,605 2,773 1.21% p.a. 0.72% p.a.
2 3,191 3,371 1.07% p.a. 2,871 3,385 3.04% p.a. 2.05% p.a.
3 2,944 2,855 -0.62% p.a. 2,827 2,468 -2.91% p.a. -1.77% p.a.
4 3,303 3,277 -0.16% p.a. 3,342 3,340 -0.01% p.a. -0.09% p.a.
5 2,218 2,063 -1.50% p.a. 2,325 2,186 -1.27% p.a. -1.39% p.a.
6* 2,613 2,795 1.30% p.a. 2,184 2,601 3.21% p.a. 2.25% p.a.
7 1,448 1,532 1.10% p.a. 1,313 1,424 1.56% p.a. 1.33% p.a.
Total 18,947 18,705 0.22% p.a. 17,907 18,177 0.78% p.a. 0.50% p.a.
*This is based on a traffic count in 2010
A review of the historical and forecast future population information produced by the Queensland
Government Statistician’s Office, Queensland Treasury and Trade, for the Noosa region has been
undertaken to identify the potential future population growth. The historical population growth is presented in
Table 5-2 and the projected population is presented in Table 5-3.
Table 5-2 Historical Population Growth
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Table 5-3 Projected Population Growth
The Noosa region has historically been subject to a relatively limited population growth (1.4% - 1.7% per
annum) compared to the rates shown elsewhere in Queensland (2.0% - 2.2% per annum). The projected
population growth rate of the Noosa region is predicted to halve to 0.8% per annum by 2036.
Having considered the above data sources and the interpolated results, in order to provide a robust and
conservative assessment, a linear growth rate of 1.5% per annum has been utilised for background traffic at
all intersections within this assessment. Note that internal intersections and movements within Noosa Civic
are not factored at population growth as these volumes are based on traffic generation forecasts of the
development.
5.4 Committed Development
Relevant committed approved development has been included as background traffic. Of relevance to the
subject site is the proposed Masters Home Improvement (Masters) store development to be located on
Hofmann Drive (MCU12/0051). Traffic generation from that site, as identified in the Traffic Impact
Assessment Report prepared by Cambray Consulting 27 April 2012, has been added to the 2018 and 2028
background traffic volumes. It is noted that the distribution of the Masters development traffic to external
intersections has been extrapolated, as the scope of the Masters report excludes key intersections identified
as part of the assessment in this report.
5.5 Assessment Criteria
The performance of each study intersection was analysed including and excluding project traffic using
SIDRA Intersection 6.0 (SIDRA). SIDRA is an industry recognised analysis tool that estimates the capacity
and performance of intersections based on input parameters, including geometry and traffic volumes, and
provides estimates of an intersection’s Degree of Saturation (DOS), queues and delays. Simplistically, DOS
is a measure of the proportion of traffic entering an intersection relative to the intersection’s capacity. Table
5-4 provides the TMR defined DOS thresholds for intersections.
Table 5-4 TMR Thresholds for Intersection Performance
Level of Service Description Degree of Saturation (DOS) Threshold
Signalised intersections less than or equal to 0.90
Roundabouts less than or equal to 0.85
Priority controlled intersections less than or equal to 0.80
Source: Guidelines for Assessment of Road Impacts of Development, TMR
The guideline notes that a DOS exceeding the values indicated in Table 5-4 indicates that an intersection is
nearing its practical capacity and upgrade works may be required. Above these threshold values, users of
the intersection are likely to experience rapidly increasing delays and queuing.
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5.6 Intersection Analysis
The following sections summarise the results of the analysis of each of the study intersections. Detailed
output results can be provided on request.
5.6.1 Intersection 1: Eumundi-Noosa Road/Beckmans Road
The intersection of Eumundi-Noosa Road/Beckmans Road is currently a three-way roundabout with varying
circulating lane widths, under the authority of the Noosa Council. Beckmans Road forms the north-western
leg of the intersection, with Eumundi-Noosa Road forming both the south-western and eastern intersection
legs. The most recent aerial imagery of the intersection is shown alongside the analysed intersection form
on Figure 5-2. Results for the analysis are summarised in Table 5-5.
Figure 5-2 Intersection 1: Eumundi-Noosa Road/Beckmans Road
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-5 Intersection 1: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.48 8 30 0.46 8 27
2018 Background 0.53 8 35 0.60 10 42
2018 with Development 0.60 10 45 0.70 11 60
2028 Background 0.71 11 64 0.79 13 85
2028 with Development 0.85 13 80 0.95 26 205
The results indicate that the existing intersection layout has adequate capacity for the background scenario
at the 2028 design horizon. Under the With Development scenario at the 2028 design horizon the
intersection is close to the threshold where upgrades would start to be considered during the Thursday PM
peak hour, however the Saturday AM peak hour volumes exceed the DOS threshold of 0.85 for roundabouts.
An interpolation of this data calculated that the development traffic volumes would breach the DOS threshold
by the middle of year 2024, which is depicted in Figure 5-3.
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Figure 5-3 Intersection Upgrade Analysis
The recent Noosa Council Priority Infrastructure Plan (PIP) 2013 identifies a proposed reconstruction of this
roundabout during the timeframe of 2021 – 2026. This reconstruction is in preparation for the proposed
Tewantin Bypass that will duplicate Beckmans Road to connect Cooroy Noosa Road with Eumundi Noosa
Road at this relocated roundabout. The Tewantin Bypass is proposed to occur during the timeframe of 2021-
2031.
It is apparent from Figure 5-3 that the intersection is forecasted to breach its capacity at 2024, which is within
the timeframe of Council’s proposed reconstruction of the roundabout. Therefore additional upgrades to the
intersection would not be necessary so long as these scheduled works (reconstruction of roundabout)
maintain the capacity for the development scenario at the 2028 design horizon. The proposed layout of the
relocated roundabout with the Tewantin Bypass is illustrated on Figure 5-4. SIDRA analysis results for the
proposed intersection are summarised in Table 5-6.
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Figure 5-4 Intersection 1: Proposed Tewantin Bypass Layout
Table 5-6 Intersection 1: SIDRA Results – Proposed Tewantin Bypass Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2028 Background 0.71 12 64 0.67 11 48
2028 with Development 0.84 16 107 0.73 13 58
The results indicate that the reconstructed roundabout layout (as per Council’s proposed PIP program) will
have adequate capacity for the background and development scenarios at the 2028 design horizon. As the
reconstruction of the roundabout is expected, by Council’s PIP, to be underway by 2021, the intersection will
accommodate the development volumes by 2024, and beyond 2028.
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5.6.2 Intersection 2: Eumundi-Noosa Road/Rene Street
The intersection of Eumundi-Noosa Road/Rene Street is currently a four-way roundabout with varying
circulating lane widths, under the authority of the Noosa Council. The intersection primarily provides access
to the light industrial and business uses located north and south of the intersection. The most recent aerial
imagery of the intersection is shown alongside the analysed intersection form on Figure 5-5. Results for the
analysis are summarised in Table 5-7.
Figure 5-5 Intersection 2: Eumundi-Noosa Road/Rene Street
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-7 Intersection 2: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.59 8 39 0.55 8 36
2018 Background 0.65 9 50 0.64 9 51
2018 with Development 0.69 9 60 0.70 10 64
2028 Background 0.77 12 86 0.78 13 93
2028 with Development 0.82 14 107 0.85 16 127
The results indicate that the existing intersection layout has adequate capacity for both the background and
development scenarios at the 2028 design horizon.
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5.6.3 Intersection 3: Eumundi Road/Walter Hay Drive/Venture Drive
The intersection of Eumundi-Noosa Road/Walter Hay Drive/Venture Drive is currently a four-way roundabout
with varying circulating lane widths, under the authority of the Noosa Council. The intersection provides
access to Tewantin to the north-west of the intersection and Noosaville to the north-east. The intersection
also functions as the sole access to the industrial estate located immediately west of the intersection. The
most recent aerial imagery of the intersection is shown alongside the analysed intersection form on Figure 5-
6. Results for the analysis are summarised in Table 5-8.
Figure 5-6 Intersection 3: Eumundi-Noosa Road/Walter Hay Drive/Venture Drive
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-8 Intersection 3: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.47 7 27 0.40 6 21
2018 Background 0.52 8 31 0.46 6 27
2018 with Development 0.55 8 34 0.50 7 30
2028 Background 0.60 9 41 0.54 7 33
2028 with Development 0.67 10 49 0.58 7 39
The results indicate that the existing intersection layout has adequate capacity for both the background and
development scenarios at the 2028 design horizon.
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5.6.4 Intersection 4: Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road
The intersection of Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road is currently a four-way
roundabout with varying circulating lane widths, under the authority of the Noosa Council. The intersection is
a major intersection catering for three high order roads, being Eumundi-Noosa Road, Eumundi Road and
Eenie Creek Road. Eumundi-Noosa Road forms the western leg of the intersection, with Eumundi Road
forming the northern leg and Eenie Creek Road along the eastern leg of the intersection. Commerce Court
forms the southern leg of the intersection and solely provides access to properties located south of the
intersection. The most recent aerial imagery of the intersection is shown alongside the analysed intersection
form on Figure 5-7. Results for the analysis are summarised in Table 5-9.
Figure 5-7 Intersection 4: Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-9 Intersection 4: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.51 8 35 0.61 8 39
2018 Background 0.61 9 53 0.73 12 84
2018 with Development 0.71 11 77 0.93 24 218
2028 Background 0.79 13 106 1.02 43 451
2028 with Development 0.93 23 229 1.32 174 1747
The results indicate that the existing intersection has adequate capacity for the background scenario at the
2018 design horizon. For the development scenario at the 2018 design horizon the intersection would fail to
operate acceptably during the Saturday AM design period with the new development traffic volumes
introduced in 2018.
Irrespective of the development traffic, the intersection does not have adequate capacity for the background
scenario at the 2028 design horizon as it breaches the DOS threshold of 0.85 for roundabouts. Capacity
failure of the existing roundabout would occur at approximately 2022 irrespective of the development traffic.
To obtain an acceptable level of operation at the 2028 design horizon without the development, an upgrade
of the roundabout is required. The analysis indicates that a roundabout would not provide adequate capacity
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therefore any upgrading, irrespective of development traffic, will require a signalised intersection. Current
policies within the Noosa Plan (extracted from Table 3.3.1 – Desired Standard of Service – Transport –
Roads of the Priority Infrastructure Plan – Part 3) indicate that intersections should not be controlled by traffic
signals. In particular, outcome O92 states that “intersections, both internal and external to the Noosa
Business Centre site, are designed to operate without the need for traffic light”. Despite such a policy, it is
apparent from the analysis that traffic signals are a necessary treatment at this intersection in the future,
irrespective of the proposed development. It is also noted that despite such a policy, the Noosa Council has
considered it necessary to install traffic signals at other locations, including intersections previously
controlled by a roundabout.
Figure 5-8 illustrates the proposed layout for a signalised intersection upgrade with suggested phasing
shown on Figure 5-9. SIDRA analysis results are summarised in Table 5-10.
Figure 5-8 Intersection 4: Proposed Signalised Layout
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Figure 5-9 Intersection 4: Proposed Signal Phasing
Table 5-10 Intersection 4: SIDRA Results – Proposed Signalised Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2018 Background 0.72 37 184 0.71 34 145
2018 with Development 0.77 39 192 0.77 35 174
2028 Background 0.82 39 222 0.80 37 184
2028 with Development 0.86 43 251 0.89 39 207
The results in Table 5-10 indicate that the proposed signalised intersection, as required to accommodate the
2028 Background traffic volumes, will have adequate capacity for both the background and development
scenarios in the 2028 design horizon. As the upgrade to a signalised intersection is required within the 10
year horizon irrespective of any development on the subject site, it would be appropriate for the applicant to
make a contribution to the required works (being the signalised intersection), rather than being responsible
for the entire works.
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5.6.5 Intersection 5: Eenie Creek Road/Hofmann Drive
The intersection of Eenie Creek Road/Western Access is currently a three-way roundabout with varying
circulating lane widths, under the authority of the Noosa Council. The most recent aerial imagery of the
intersection is shown alongside the analysed intersection form on Figure 5-10. Results for the analysis are
summarised in Table 5-11.
Figure 5-10 Intersection 5: Eenie Creek Road/Hofmann Drive
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-11 Intersection 5: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.29 6 14 0.34 6 16
2018 Background 0.37 7 19 0.46 8 27
2018 with Development 0.48 7 22 0.59 8 34
2028 Background 0.38 7 20 0.56 8 36
2028 with Development 0.50 7 24 0.62 9 38
The results indicate that the existing intersection layout has adequate capacity for both the background and
development scenarios at the 2028 design horizon.
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5.6.6 Intersection 6: Eenie Creek Road/Walter Hay Drive
The intersection of Eenie Creek Road/Walter Hay Drive is currently a four-way roundabout with varying
circulating lane widths, under the authority of the Noosa Council. The most recent aerial imagery of the
intersection is shown alongside the analysed intersection form on Figure 5-11. Results for the analysis are
summarised in Table 5-12.
Figure 5-11 Intersection 6: Eenie Creek Road/Walter Hay Drive
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-12 Intersection 6: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.38 7 17 0.35 7 17
2018 Background 0.43 7 22 0.42 7 25
2018 with Development 0.58 8 34 0.58 8 36
2028 Background 0.52 8 30 0.48 8 33
2028 with Development 0.69 9 49 0.67 10 62
The results indicate that the existing intersection layout has adequate capacity for both the background and
development scenarios at the 2028 design horizon.
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5.6.7 Intersection 7: Walter Hay Drive/Northern Access
The intersection of Walter Hay Drive/Northern Access is currently a three-way roundabout with varying
circulating lane widths, under the authority of the Noosa Council. Walter Hay Drive is the major north-south
through road. The most recent aerial imagery of the intersection is shown alongside the analysed
intersection form on Figure 5-12. Results for the analysis are summarised in Table 5-13.
Figure 5-12 Intersection 7: Walter Hay Drive/Northern Access
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-13 Intersection 7: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.20 4 9 0.19 4 8
2018 Background 0.22 4 10 0.20 4 9
2018 with Development 0.27 5 13 0.26 5 12
2028 Background 0.24 4 11 0.23 4 10
2028 with Development 0.30 5 15 0.28 5 14
The results indicate that the existing intersection layout has adequate capacity for both the background and
development scenarios at the 2028 design horizon.
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5.6.8 Intersection 8: Walter Hay Drive/Southern Access
The intersection of Walter Hay Drive/Southern Access is currently functioning as a two-way roundabout with
two circulating lane widths, under the authority of the Noosa Council. It is proposed to develop the Southern
Access as a third leg to the west of Walter Hay Drive. The most recent aerial imagery of the intersection is
shown alongside the analysed intersection form of the proposed layout on Figure 5-13. Results for the
analysis of the proposed layout are summarised in Table 5-14.
The background traffic volumes for this intersection assess the functionality of the current two-way layout
with traffic volumes travelling in the through movement of the roundabout. As the addition of the third leg to
the intersection of the Southern Access will be constructed with the development, only development traffic
volumes from 2018 are applicable to the proposed layout of this intersection.
Figure 5-13 Intersection 8: Walter Hay Drive/Southern Access
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-14 Intersection 8: SIDRA Results – Proposed Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.19 2 7 0.18 2 6
2018 Background 0.21 2 8 0.19 2 7
2018 with Development 0.24 3 9 0.23 3 8
2028 Background 0.24 2 10 0.22 2 8
2028 with Development 0.27 3 11 0.26 3 9
The results in Table 5-14 indicate that the proposed layout has adequate capacity for both the background
and development scenarios at the 2028 design horizon.
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5.6.9 Intersection 9: Central Road/Southern Access/Hofmann Drive
The intersection of Central Road/Southern Access/Hofmann Drive is proposed to be a three-way roundabout
with a single circulating lane. Hofmann Drive will be the east-west through road and Central Road will be the
northern leg of the intersection. The proposed layout of the analysed intersection is presented on Figure
5-14. Results for the analysis are summarised in Table 5-15. As the intersection will be constructed with the
development, there are no background traffic volumes and only development traffic volumes from 2018 are
applicable to this intersection.
Figure 5-14 Intersection 9: Central Road/Southern Access/Hofmann Drive
Table 5-15 Intersection 9: SIDRA Results – Proposed Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2018 with Development 0.08 5 3 0.08 5 3
2028 with Development 0.08 5 3 0.08 5 3
The results indicate that the proposed layout has adequate capacity for the development scenarios at the
2028 design horizon.
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5.6.10 Intersection 10: Hofmann Drive/Southern Undercroft Access
The intersection of Hofmann Drive/Southern Undercroft Access is proposed to be a three-way priority
controlled intersection. The Hofmann Drive extension will form the major east-west through road and the
Southern Undercroft Access will provide direct access to the undercroft car parking south of the
development. The proposed layout of the analysed intersection is presented on Figure 5-15. Results for the
analysis are summarised in Table 5-16. As the intersection will be constructed with the development, there
are no background traffic volumes and only development traffic volumes from 2018 are applicable to this
intersection.
Figure 5-15 Intersection 10: Hofmann Drive/Southern Undercroft Access
Table 5-16 Intersection 10: SIDRA Results – Proposed Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2018 with Development 0.07 6 2 0.08 6 2
2028 with Development 0.07 6 2 0.08 6 2
The results indicate that the proposed layout has adequate capacity for the development scenarios at the
2028 design horizon.
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5.6.11 Intersection 11: Hofmann Drive/Rene Street
The intersection of Hofmann Drive/Rene Street is currently a four-way roundabout with a single circulating
lane, under the authority of the Noosa Council. The eastern leg of the intersection provides access to the
existing development. Currently the southern leg of the intersection of Hofmann Drive is a no-through road
and will be extended with the proposed expansion to connect with the Southern Access and Central Road.
The most recent aerial imagery of the intersection is shown alongside the analysed intersection form on
Figure 5-16. Results for the analysis are summarised in Table 5-17.
Figure 5-16 Intersection 11: Hofmann Drive/Rene Street
Source: Aerial image supplied by Nearmap, maps.au.nearmap.com
Table 5-17 Intersection 11: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.13 6 5 0.12 6 5
2018 Background 0.13 6 5 0.12 6 5
2018 with Development 0.15 6 6 0.13 6 5
2028 Background 0.13 6 5 0.12 6 5
2028 with Development 0.15 6 6 0.13 6 5
The results indicate that the existing intersection layout has adequate capacity for both the background and
development scenarios at the 2028 design horizon.
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5.6.12 Intersection 12: Hofmann Drive/Inner Ring Road
The intersection of Hofmann Drive/Inner Ring Road is currently a three-way roundabout with double
circulating lanes, under the authority of the Noosa Council. Hoffman Drive forms the northern and western
legs of the intersection. The eastern leg is formed by the Inner Ring Road, which provides access to Noosa
Civic to the south and access to commercial developments to the north. The most recent aerial imagery of
the intersection is shown alongside the analysed intersection form on Figure 5-17. Results for the analysis
are summarised in Table 5-18.
Figure 5-17 Intersection 12: Hofmann Drive/Inner Ring Road
Table 5-18 Intersection 12: SIDRA Results – Existing Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2014 Background 0.37 7 15 0.37 6 14
2018 Background 0.54 7 27 0.70 8 52
2018 with Development 0.54 7 27 0.70 8 52
2028 Background 0.54 7 27 0.70 8 52
2028 with Development 0.64 8 41 0.83 10 91
The results indicate that the existing intersection layout has adequate capacity for both the background and
development scenarios at the 2028 design horizon.
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5.6.13 Intersection 13: Northern Access/Northern At-Grade Access
The intersection of Northern Access/Northern At-Grade Access is proposed to be a four-way roundabout with
a single circulating lane. The proposed layout of the intersection will connect the existing Inner Ring Road
from the north with the Northern Access forming the eastern leg. Central Road will be constructed with the
development, adjoining the intersection from the southern approach. The Northern At-Grade Access forms
the western leg of the intersection and will provide access to the at-grade car parking supply north of the
proposed expansion. The proposed layout of the analysed intersection is presented on Figure 5-18. Results
for the analysis are summarised in Table 5-19. As the intersection will be constructed with the development,
there are no background traffic volumes and only development traffic volumes from 2018 are applicable to
this intersection.
Figure 5-18 Intersection 13: Northern Access/Northern At-Grade Access
Table 5-19 Intersection 13: SIDRA Results – Proposed Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2018 with Development 0.31 7 15 0.33 7 15
2028 with Development 0.31 7 15 0.33 7 15
The results indicate that the proposed layout has adequate capacity for the development scenarios at the
2028 design horizon.
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5.6.14 Intersection 14: Central Road/Eastern At-Grade Access
The intersection of Central Road/Eastern At-Grade Access is proposed to be a three-way priority controlled
intersection. The proposed Central Road will form the major north-south movement of the intersection, with
the Eastern At-Grade Access to form the western leg of the intersection which will provide access to the at-
grade car parking supply east of the proposed expansion. The proposed layout of the analysed intersection
is presented on Figure 5-19. Results for the analysis are summarised in Table 5-20. As the intersection will
be constructed with the development, there are no background traffic volumes and only development traffic
volumes from 2018 are applicable to this intersection.
Figure 5-19 Intersection 14: Central Road/Eastern At-Grade Access
Table 5-20 Intersection 14: SIDRA Results – Proposed Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2018 with Development 0.11 1 1 0.11 1 1
2028 with Development 0.11 1 1 0.11 1 1
The results indicate that the proposed layout has adequate capacity for the development scenarios at the
2028 design horizon.
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5.6.15 Intersection 15: Central Road/Eastern Undercroft Access
The intersection of Central Road/Eastern Undercroft Access is proposed to be a three-way priority controlled
intersection. The proposed Central Road will form the major north-south movement of the intersection, with
the Eastern Undercroft Access to form the western leg of the intersection. The Eastern Undercroft Access
will provide direct access to the undercroft car parking supply from the east of the development. The
proposed layout of the analysed intersection is presented on Figure 5-20. Results for the analysis are
summarised in Table 5-21. As the intersection will be constructed with the development, there are no
background traffic volumes and only development traffic volumes from 2018 are applicable to this
intersection.
Figure 5-20 Intersection 15: Central Road/Eastern Undercroft Access
Table 5-21 Intersection 15: SIDRA Results – Proposed Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2018 with Development 0.11 4 4 0.11 4 4
2028 with Development 0.11 4 4 0.11 4 4
The results indicate that the proposed layout has adequate capacity for the development scenarios at the
2028 design horizon.
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5.6.16 Intersection 16: Central Road/Southern At-Grade Access
The intersection of Central Road/Southern At-Grade Access is proposed to be a three-way priority controlled
intersection. The proposed Central Road will form the major north-south movement of the intersection, with
the Southern At-Grade Access to form the western leg of the intersection which will provide access to the at-
grade car parking supply east of the proposed expansion. The proposed layout of the analysed intersection
is presented on Figure 5-21. Results for the analysis are summarised in Table 5-22. As the intersection will
be constructed with the development, there are no background traffic volumes and only development traffic
volumes from 2018 are applicable to this intersection.
Figure 5-21 Intersection 16: Central Road/Southern At-Grade Access
Table 5-22 Intersection 16: SIDRA Results – Proposed Layout
Thursday PM Peak Hour Saturday AM Peak Hour
Scenario
95th%le 95th%le
DOS Delay (sec) DOS Delay (sec)
Queue (m) Queue (m)
2018 with Development 0.05 2 1 0.04 2 1
2028 with Development 0.05 2 1 0.04 2 1
The results indicate that the proposed layout has adequate capacity for the development scenarios at the
2028 design horizon.
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5.6.17 Analysis Summary
The locations of the 16 study intersections are identified on Figure 5-22. A traffic analysis summary is
presented in Table 5-23, identifying whether the DOS threshold of 0.85 has been breached and if an
upgrade is required within the 10 year design horizon. The results indicate that only two of the analysed
intersections would require upgrades within the 10 year design horizon, being Intersection 1 – Eumundi-
Noosa Road/Beckmans Road and Intersection 4 – Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road.
Figure 5-22 Analysed Intersection Locations
Source: Street map image supplied by Google Maps, google.com.au/maps
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Table 5-23 Intersection Analysis Summary
Upgrade Required (DOS > 0.85)
ID Intersection 2018 2018 With 2028 2028 With Upgrade Details
Background Development Background Development
Noosa Council’s Priority Infrastructure Plan
proposes the Tewantin Bypass including
reconstruction of the roundabout. This upgrade
1 Eumundi-Noosa Road/Beckmans Road will accommodate the development traffic,
therefore the development’s responsibility will be
covered by the development infrastructure
contributions.
2 Eumundi-Noosa Road/Rene Street N/A
3 Eumundi Road/Walter Hay Drive/Venture Drive N/A
A 4-way signalised intersection is required at this
intersection. This need is brought on by
Eumundi-Noosa Road/Eenie Creek Road/Eumundi background traffic even if the development were
4
Road
not to go ahead. Therefore, the applicant should
make a contribution to the upgrade rather than
being responsible for the entirety of the upgrade.
5 Eenie Creek Road/Hofmann Drive N/A
6 Eenie Creek Road/Walter Hay Drive N/A
7 Walter Hay Drive/Northern Access N/A
8 Walter Hay Drive/Southern Access N/A
9 Central Road/Southern Access/Hofmann Drive N/A
10 Hofmann Drive/Southern Undercroft Access N/A
11 Hofmann Drive/Rene Street N/A
12 Hofmann Drive/Inner Ring Road N/A
13 Northern Access/Northern At-Grade Access N/A
14 Central Road/Eastern At-Grade Access N/A
15 Central Road/Eastern Undercroft Access N/A
16 Central Road/Southern At-Grade Access N/A
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6 Commercial Office Scenario
6.1 Commercial Office Scenario
The Shire Business Centre map identifies further commercial development on the Shire Business Centre
site. The Noosa Civic Commercial Needs Assessment (Urbis, 2014) concludes that the need for commercial
floor space would represent a range of 1,360 – 8,000sq.m (additional) in Noosa Civic to 2031. QIC has
requested Cardno to assess the impacts of 7,000sq.m GFA of potential future commercial development at
Noosa Civic. The 7,000sq.m of commercial floor space is not part of the current proposal.
The objective of such assessment is to give some consideration to the potential traffic impacts of additional
commercial development if that were to occur in the future.
6.2 Traffic Generation
In addition to the assessment scenarios explained in section 5, Cardno has also assessed the addition of
7,000sq.m commercial floor space at Noosa Civic, to ensure that this can be accommodated by the road
network. This introduces the following scenario:
> 2028 Background with Development and Commercial Floor Space.
The potential commercial development to be located between Central Road and Walter Hay Drive is
predicted to generate traffic volumes as presented in Table 6-1. The Saturday peak hour trip generation is
assumed to be 20% of the weekday peak hour trip generation. The latter is a conservative assumption given
that many, if not all, of the commercial uses would typically be closed on a Saturday.
Table 6-1 Trip Generation Estimation
Trip Generation Thursday PM Peak Hour Saturday AM Peak Hour
Trip Generation Rate 3.4 trips/100sq.m 0.68 trips/100sq.m
Total Trips 238 trips 48 trips
Arriving 48 trips (20% split) 24 trips (50% split)
Departing 190 trips (80% split) 24 trips (50% split)
The distribution of the trips generated by the proposed commercial development is considered to be similar
to the retail trade network split of the expansion described in Figure 4-5 and Table 4-3. The number of
generated trips distributed across the external road network is calculated in Table 6-2.
Table 6-2 Total Trips Generated
Thursday PM Peak Hour Saturday AM Peak Hour
External Road
Arriving Departing Arriving Departing
Eumundi-Noosa Road 2 10 1 1
Beckmans Road 11 46 6 6
Eumundi Road 10 38 5 5
Eenie Creek Road 16 63 8 8
Walter Hay Drive 9 34 4 4
The traffic generated by the commercial floor space has been assessed in addition to the development traffic
for the development scenario at the 2028 design horizon. Table 6-3 summarises the SIDRA results of the
analysed intersections, identifying the operational level of each intersection under this scenario at the 2028
design horizon.
The results indicate that 13 of the 16 intersections operate within capacity with a DOS of less than 0.85
under this scenario at the 2028 design horizon. For Intersection 1 and Intersection 4 which breached the
capacity, mitigation methods have been proposed where the new layouts enable the intersections to operate
within capacity during the 10 year design horizon.
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At Intersection 2 (Eumundi-Noosa Road/Rene Street) the impact of the potential commercial office scenario
is to cause the degree of saturation (DOS) to reach 0.86 at the 2028 Saturday design horizon. Whilst this
DOS exceeds the desirable DOS (0.85) for a roundabout, it would be illogical to propose an upgrade for the
following reasons:
> capacity is exceeded by only a marginal amount at a 2028 design horizon
> additional capacity is likely to require removal of the roundabout and installation of traffic signals,
and this is a very substantial set of upgrading works
> the assumed 7,000sq.m of commercial office is at the upper end of the range suggested by Urbis
> this analysis result is based on a conservative assumption that the commercial office may be
closed.
Therefore, it is considered that the potential addition of up to 7,000sq.m of commercial office is unlikely to
require additional road traffic infrastructure/upgrading, beyond that identified for the subject development
proposal.
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Table 6-3 SIDRA Results for 2028 Commercial Office Scenario
Thursday PM Peak Hour Saturday AM Peak Hour
ID Intersection Intersection Operation
Delay 95th%le Delay 95th%le
DOS DOS
(sec) Queue (m) (sec) Queue (m)
1 Eumundi-Noosa Road/Beckmans Road 0.92 22 169 0.96 28 223 Operates in excess of capacity
Eumundi-Noosa Road/Beckmans Road:
1 0.81 14 88 0.73 13 59 Operates within capacity
Proposed Tewantin Bypass Layout
Operates marginally in excess of capacity,
2 Eumundi-Noosa Road/Rene Street 0.85 15 17 0.86 16 129
but upgrading is not recommended
3 Eumundi Road/Walter Hay Drive/Venture Drive 0.72 11 55 0.58 8 40 Operates within capacity
4 Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road 0.95 27 269 1.34 182 1813 Operates in excess of capacity
Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road:
4 0.88 45 263 0.89 40 210 Operates within capacity
Proposed Signalised Layout
5 Eenie Creek Road/Hofmann Drive 0.55 7 29 0.62 9 39 Operates within capacity
6 Eenie Creek Road/Walter Hay Drive 0.78 11 72 0.69 10 65 Operates within capacity
7 Walter Hay Drive/Northern Access 0.30 5 16 0.28 5 14 Operates within capacity
8 Walter Hay Drive/Southern Access 0.27 4 11 0.26 3 10 Operates within capacity
9 Central Road/Southern Access/Hofmann Drive 0.10 5 4 0.08 5 3 Operates within capacity
10 Hofmann Drive/Southern Undercroft Access 0.07 6 2 0.08 6 2 Operates within capacity
11 Hofmann Drive/Rene Street 0.15 6 6 0.13 6 5 Operates within capacity
12 Hofmann Drive/Inner Ring Road 0.68 9 48 0.84 10 94 Operates within capacity
13 Northern Access/Northern At-Grade Access 0.34 7 17 0.34 7 16 Operates within capacity
14 Central Road/Eastern At-Grade Access 0.11 1 1 0.11 1 1 Operates within capacity
15 Central Road/Eastern Undercroft Access 0.11 4 3 0.11 4 4 Operates within capacity
16 Central Road/Southern At-Grade Access 0.06 2 1 0.04 2 1 Operates within capacity
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7 Parking
7.1 Existing Car Parking Operation
The current Noosa Plan has a required parking rate for retail uses of 1 space per 20sq.m of use area (up to
100sq.m) plus 1 space per 15sq.m of use area (beyond 100sq.m). This represents a rate of approximately
6.66 spaces per 100sq.m for a retail centre size of 20,000sq.m use area. Based on previous experience, the
Noosa Plan rate is considered excessive, hence a more appropriate rate has been investigated.
A car parking survey was undertaken by TTM on Thursday 14 February and Saturday 16 February in 2013.
The existing car parking demand rates were calculated based on the car parking occupancy obtained by the
survey and the occupied gross lettable area (GLA) of the existing Noosa Civic at the time of survey.
Table 7-1 summarises the findings of the surveys.
Table 7-1 TTM Car Parking Survey Findings
Provided Thurs Survey Thurs. Parking Rate Sat Survey Sat Parking Rate
Occupied
Land Use Total ...spaces …sq.m ...spaces …sq.m
GLA Total Spaces Total Spaces
Spaces per GLA per GLA
Retail 18,926 1,008 721 3.8 100 753 4.0 100
Showroom 6,089 196 69 1.0 72 85 1.0 72
Commercial 4,121 210 172 1.0 68 61 1.0 68
Total 29,136 1,414 962 - - 899 - -
For the retail component of the development, the 90th percentile car parking demand based on an annualised
profile was then determined from the 2013 annual pedestrian door count data combined with the car parking
rates determined from the TTM surveys. Based on the surveyed demand of the existing Noosa Civic, and
survey data of other centres, the Noosa Plan rate is considered to be excessive and inappropriate. For the
showroom and commercial components of the development, the car parking rates within the Noosa Plan are
used, therefore the adopted rates for the Noosa Civic development are stated in Table 7-2.
Table 7-2 Adopted Car Parking Demand Rates
Land Use 90th%ile Car Parking Demand Rate
Retail (as per surveyed demand) 4.5 spaces per 100 sq.m GLA
Showroom (as per Noosa Plan) 1.0 space per 50 sq.m GLA
Commercial (as per Noosa Plan) 1.0 space per 20 sq.m GLA
The car parking requirement for the existing Noosa Civic was determined using the adopted car parking
rates. Table 7-3 summarises the number of car parking spaces required at the existing Noosa Civic against
the actual number of car parking spaces supplied. It shows that the actual supply of car parking spaces
provided is in excess of the required car parking by 187 spaces.
Table 7-3 Existing Car Parking Supply
Gross Lettable Parking Rate Calculated Provided
Land Use
Area (GLA) ...spaces per …sq.m GLA Total Spaces Total Spaces
Retail 18,585 4.5 100 836 1,008
Showroom 7,056 1.0 50 141 196
Commercial 5,000 1.0 20 250 210
Total 30,641 - - 1,227 1,414
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7.2 Future Car Parking Assessment
The car parking supply for the proposed expansion has been calculated based on the GLA of the Noosa
Civic expansion and the adopted car parking demand rates. Table 7-4 summarises the supply of car parking
spaces calculated for the proposed expansion. It shows that 1,031 car parking spaces ought to be provided
for the expansion. The development plans indicate that 1,000 car parking spaces will be created on site,
which is a shortfall of 31 car parking spaces, if the expansion site is considered in isolation.
Table 7-4 Future Car Parking Supply
Gross Lettable Parking Rate Calculated Provided
Land Use
Area (GLA) ...spaces per …sq.m GLA Total Spaces Total Spaces
Retail 22,230 4.5 100 1,000 690 (undercroft)
Retail* 180 4.5 100 8 310 (ground)
Gymnasium* 460 1.0 20 23 -
Total 22,870 - - 1,031 1,000
*These two aspects represent an extension of the existing Noosa Civic
As mentioned, the existing Noosa Civic car parking supply is in excess of the required demand by 187
spaces. After the expansion is developed the entire Noosa Civic site will supply a total of 2,414 car parking
spaces compared to a total demand for 2,258 car spaces, thus resulting in a net difference of 156 spaces in
excess of what is required for the site (see Table 7-5).
Table 7-5 Total Car Parking Space Supply
Calculated Provided Difference
Total Car Parking Spaces 2,258 2,414 156 in excess
In summary, the proposed parking supply, in combination with the existing parking supply, is considered
appropriate and sufficient for the development (existing and proposed).
7.3 Accessible Car Parking
According to the accessible car parking provision outlined in AS2890.6, for the proposed supply of 1,000 car
parking spaces within the expansion there is a requirement to supply 22 accessible car parking spaces.
Table 7-6 outlines the number of spaces to be provided within the expansion. The expansion will provide 24
disabled user spaces which represents an extra two accessible parking spaces more than the requirement
for the development.
Table 7-6 Accessible Car Parking Spaces
Type of Parking Proposed Car Parking Supply Proposed Number of Accessible Car Parking Spaces
At-Grade Car Park 310 spaces 8 spaces
Undercroft Car Park 690 spaces 16 spaces
Total 1,000 spaces 24 spaces
7.4 Motorcycle and Scooter Parking
According to the motorcycle and scooter parking provision outlined in the Noosa Plan, for the proposed
supply of 1,000 car parking spaces within the expansion there is a requirement to supply 100 motorcycle and
scooter parking spaces. These 100 parking spaces are easily accommodated by the general parking spaces
within the overall design.
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8 Sustainable Transport Provision
8.1 Public Transport
As explained in section 2.5, the existing public transport facilities at Noosa Civic are adequately serviced with
four bus routes that each frequent the interchange every 30 minutes during the peak hour periods. The
interchange will be located in the heart of Noosa Civic post expansion and is thus considered to be in an
appropriate position to service both the existing Noosa Civic and the expansion. The frequency of services
to the interchange as it currently operates is also considered acceptable for the proposed expansion.
8.2 Active Transport
8.2.1 Pedestrian Provision
The extension proposes a pedestrian link to the existing Noosa Civic and further links to surrounding
development, external pedestrian paths and public transport facilities. Internal connections also provide
access to undercroft car parks, with appropriate pedestrian external connections to at-grade car parks and
taxi bays. Figure 8-1 illustrates the existing and proposed pedestrian footpaths along the study roads.
Figure 8-1 Pedestrian Connectivity
Source: Street map image supplied by Google Maps, google.com.au/maps
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8.2.2 Bicycle Parking Provision
Bicycle lanes are proposed on-street along all new roads, including Central Road, the Hofmann Drive
extension, and the Southern Access road. The bicycle lanes are consistent with the existing provision on
roads within Noosa Civic. These connections link to the Noosa Civic expansion access points and adjacent
visitor parking facilities. Visitor bicycle parking is proposed to be located in the vicinity of the main access
points and will be clearly visible and easy to find for customers and visitors of the Noosa Civic expansion.
Additionally, lock-up bicycle parking will be provided for employees, with supporting end-of-trip facilities,
including showers and lockers located in close proximity to the parking areas. The following describes the
recommended bicycle facilities to be provided at the Noosa Civic expansion:
> 23 lockable visitor bicycle spaces
> 40 secure employee bicycle spaces
> 20 employee individual lockers
> 4 shower cubicles and supporting areas.
It is noted that the above recommendation is consistent with the initial 50% bicycle provision outlined in
AUSTROADS Guide to Traffic Engineering Practice. Provision should be made to allow an increase to the
full 100%, if the demand warrants additional facilities.
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9 Development Servicing
9.1 Service Area Swept Path Assessment
The service vehicle areas both within the existing Noosa Civic and the proposed expansion have been
assessed using swept path analysis for their manoeuvrability capacity for varying service vehicles.
Figure 9-1 depicts the locations of the service vehicle areas under assessment. Refer to Appendix C for
swept path assessments.
Figure 9-1 Service Area Locations
Source: Drawing Number DA-TBG-AR-1000-000[A] supplied by The Buchan Group
9.1.2 Service Area 1: Western Noosa Civic
The western Noosa Civic service area is accessible via Intersection 10 of Hofmann Drive with Rene Street.
This existing service yard is unchanged and can accommodate up to six service vehicles at any one time,
the largest of these being a 19m articulated vehicle (AV). Swept path analysis of an AV using the area is
shown in drawing number J13041_SK-06 attached in Appendix C.
9.1.3 Service Area 2: Secondary Western Noosa Civic
The entrance to the western Noosa Civic service area extends around Noosa Civic to lead into a secondary
service area. This existing service area will be reconfigured from its existing access from the Inner Ring
Road. It can accommodate up to six service vehicles with the largest being a 12.5m large rigid vehicle
(LRV). A swept path analysis of a LRV is outlined in drawing number J13041_SK-07 attached in Appendix
C.
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9.1.4 Service Area 3: Southern Expansion
The new southern expansion service area is accessible via the Hofmann Drive extension. It has adequate
space for up to seven separate 19m articulated vehicles (AV) in addition to three refuse collection vehicles
(RCV). Swept path analysis of an AV is portrayed in drawing number J13041_SK-08 attached in Appendix
C. Due to the high angle of the driveway upon exit, the service vehicle is required to perform a loop within
the service area before entering the roadway of Hofmann Drive with safe passage within the upstream lane.
9.1.5 Service Area 4: Eastern Expansion
The eastern expansion service area is accessible via Central Road. It has adequate space for three
separate 12.5m large rigid vehicles (LRV) to manoeuvre both in and out of the service bay following an
amendment to the kerb line of Central Road. Swept path analysis of an LRV, including the amendment to
the kerb line is illustrated in drawing number J13041_SK-09 attached in Appendix C. Swept path analysis of
an RCV and an MRV are also respectively provided in drawing numbers J13041_SK-10 and J13041_SK-11
attached in Appendix C.
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10 Summary
Cardno has been commissioned by QIC Noosa Civic Pty Ltd to provide traffic and transport engineering
advice in relation to the proposed expansion of Noosa Civic. The development proposal will increase the
Noosa Civic GLA from a total of 30,641sq.m to 53,511sq.m.
The expansion of Noosa Civic is proposed to have five access points into the proposed car parks. The
development will be accessed by an internal private road, Central Road, which links the Northern Access
with the Southern Access, running parallel to Walter Hay Drive. Four of these driveways access Central
Road, with the fifth access adjoining to the southern extension of Hofmann Drive, south of the development.
Detailed traffic analysis has been undertaken to assess the impact of the proposed expansion on the
surrounding road network. Of the 16 intersections assessed, the results indicate that only two of the
analysed intersections would require upgrades within the 10 year design horizon, being Eumundi-Noosa
Road/Beckmans Road and Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road.
With regards Eumundi-Noosa Road/Beckmans Road, Noosa Council’s PIP proposes the Tewantin Bypass,
including reconstruction of the roundabout. This upgrade will accommodate the development traffic,
therefore the development’s responsibility will be met by the development infrastructure contributions.
The need to upgrade Eumundi-Noosa Road/Eenie Creek Road/Eumundi Road is brought about by
background traffic, even if the development were not to go ahead. Therefore, the applicant should make a
contribution to the upgrade rather than be responsible for the entirety of it. The analysis indicates that a
roundabout would not provide adequate capacity, therefore any upgrading, irrespective of development
traffic, will require a signalised intersection. Current policies within the Noosa Plan indicate that intersections
should not be controlled by traffic signals. Despite such a policy, it is apparent from the analysis that traffic
signals are a necessary treatment at this intersection in the future irrespective of the proposed development
As part of the expansion a further 1,000 parking spaces are being provided which, in addition to the existing
parking provision, results in a total supply of 2,414 spaces. Cardno has undertaken an assessment of
parking requirements at Noosa Civic and has concluded that a total demand for 2,258 spaces would exist for
the 90th percentile day. Therefore, there is sufficient car parking proposed on site.
The Noosa Civic expansion will utilise the existing public transport hub in Noosa Civic and is connected to
the surrounding area well in terms of walking and cycling. It is considered that sufficient public and active
transport facilities are proposed to serve the expansion.
The service vehicle areas both within the existing Noosa Civic and the proposed expansion have been
assessed using swept path analysis for their manoeuvrability capacity for varying service vehicles. These
are considered to be sufficient in both capacity and manoeuvrability.
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Noosa Civic Expansion
APPENDIX A
STATE CODE COMPLIANCE
ASSESSMENT
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17.1 Public Passenger Transport State Code
Table 17.1.1: Material change of use and reconfiguration of a lot
Performance Outcomes (PO) Acceptable Outcomes (AO) PO/AO Response
All development
PO1 During construction, development ensures bus No acceptable outcome is prescribed. N/A It is not anticipated that the construction of the development
stops continue to function and pedestrian access to will impact on the operation of existing bus stops.
the bus stop is maintained at all times. Construction management plans can address any impacts
as necessary.
Accommodation activity (other than a residential care facility), educational establishment, airport, hospital, shopping centre or business activities
PO2 Development allows for safe, convenient and AO2.1 Where a development proposes a new or modified AO The development proposes no change to the current
efficient access for public passenger transport and road network it must provide for bus movement through transport infrastructure. The Council has proposed future
allows for the progressive staging or extension of the site whilst avoiding backtracking, looping or indirect provision to accommodate an intra-regional transport facility
public passenger transport to the development. routes. on the site.
Editor’s note: To demonstrate compliance with this acceptable The expansion allows direct access to the public transport
outcome, it is recommended that a Public Transport Impact hub located in the existing shopping centre area. The
Assessment be prepared in accordance with Appendix 1 of the internal road network is provided in a loop configuration, in
State Development Assessment Provisions Supporting
accordance with the Shire Business Centre road network as
Information – Public Passenger Transport, Department of
Transport and Main Roads, 2014. indicated in the Noosa Plan. The proposed network allows
for bus movement to all areas of the site, including the future
proposed intra-regional transit facility.
AO2.2 Roads intended to allow the movement of buses AO The development proposes no change to the current
are designed in accordance with the code for IDAS transport infrastructure. The Council has proposed future
prescribed in the Transport Planning and Coordination provision to accommodate an intra-regional transport facility
Regulation 2005. close to the site.
Bus access is largely proposed via the existing road network
along existing bus routes.
PO3 New or modified road accesses and No acceptable outcome is prescribed. PO The development proposes no change to the current
modifications to the road network do not conflict transport infrastructure. Existing public transport stops and
with existing bus stops or a public passenger services will continue to utilise existing the existing road
service. network and access points.
Editor’s note: To demonstrate compliance with this
performance outcome, it is recommended that a Public
Transport Impact Assessment be prepared in accordance
with Appendix 1 of the State Development Assessment
Provisions Supporting Information – Public Passenger
Transport, Department of Transport and Main Roads,
2014.
State development assessment provisions Module 17 — Public and active transport 17.1 Public passenger transport state code
20 June 2014 V1.4 Page 1 of 3
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Performance Outcomes (PO) Acceptable Outcomes (AO) PO/AO Response
Accommodation activity (other than residential care facility), airport, hospital, hotel, major sport recreation and entertainment facility, hardware and trade supplies, shop,
shopping centre, showroom, tourist attraction or business activities
PO4 Upgraded or new public passenger transport No acceptable outcome is prescribed. PO The existing public transport hub is able to cater for the
infrastructure is provided to accommodate the proposed expansion.
demand for public passenger transport generated
by the development.
Editor’s note: To demonstrate compliance with this
performance outcome, it is recommended that a Public
Transport Impact Assessment be prepared in accordance
with Appendix 1 of the State Development Assessment
Provisions Supporting Information – Public Passenger
Transport, Department of Transport and Main Roads,
2014.
PO5 The location of public passenger transport No acceptable outcome is prescribed. PO The development proposes no change to the current
infrastructure avoids creating indirect or inefficient transport infrastructure. Future provision is made to
routes for public passenger services. accommodate an intra-regional transport facility on the site.
Editor’s note: To demonstrate compliance with this Existing public transport stops and services will continue to
performance outcome, it is recommended that a Public utilise the existing road network and access points. The
Transport Impact Assessment be prepared in accordance future intra-regional transport facility is located appropriately
with Appendix 1 of the State Development Assessment
to allow direct and convenient access.
Provisions Supporting Information – Public Passenger
Transport, Department of Transport and Main Roads,
2014.
Airport, hospital, hotel, major sport ,recreation and entertainment facility, residential care facility, shop, shopping centre, showroom, short-term accommodation or tourist
attraction
PO6 On site circulation ensures the safety of public AO6.1 On site pedestrian crossings are located to AO The development proposes no change to the current
passenger transport, and pedestrians. provide safe sight distances for pedestrians and public transport infrastructure. Access to the existing bus stop is
passenger transport. provided predominantly via internal pedestrian connections.
AO6.2 On site circulation is designed and constructed so AO The development proposes no change to the current
that public passenger transport can enter and leave in a transport infrastructure. The existing road network and
forward gear at all times. access points allow public transport entry and exit in a
forward gear.
AO6.3 Development does not result in public passenger AO The development proposes no change to the current
transport movements through car parking aisles. transport infrastructure. The existing road network and
access points does not require public transport to access
the centre through car parking aisles.
PO7 Development provides safe and convenient No acceptable outcome is prescribed. AO The development proposes no change to the current
pedestrian access to existing and future public transport infrastructure. Access to the existing bus stop is
passenger transport infrastructure. provided predominantly via internal pedestrian connections.
State development assessment provisions Module 17 — Public and active transport 17.1 Public passenger transport state code
20 June 2014 V1.4 Page 2 of 3
Page 61
Performance Outcomes (PO) Acceptable Outcomes (AO) PO/AO Response
PO8 Development provides taxi ranks which meet AO8.1 A dedicated taxi rank is provided parallel to the AO A taxi rank is provided as shown on the site layout included
the anticipated demand of the proposed kerb and adjacent to the main entrance. in Appendix A of the TIA. This allows direct and convenient
development and are located to provide convenient, access to taxi bays and drop off/pick up areas
safe and equitable access for patrons. AO8.2 Taxi ranks are designed in accordance with: AO All taxi facilities will be designed to comply with applicable
design standards.
(1) AS2890.5–1993 Parking facilities – on-street parking
and AS1428.1–2009 Design for access and mobility
– general requirements for access – new building
work
(2) AS1742.11–1999 Parking controls – manual of
uniform traffic control devices
(3) AS/NZS 2890.6–2009 Parking facilities – off-street
parking for people with disabilities
(4) Disability standards for accessible public transport
2002 made under section 31(1) of the Disability
Discrimination Act 1992
(5) AS/NZS 1158.3.1 – Lighting for roads and public
spaces, Part 3.1: Pedestrian area (category P)
lighting – Performance and design requirements.
Educational establishments
PO9 Educational establishments accommodate the AO9.1 Educational establishments are designed in N/A
safe and efficient operation of public passenger accordance with public passenger transport provisions of
transport and provide safe and convenient the Planning for Safe Transport Infrastructure at Schools,
pedestrian access to public passenger transport. Department of Transport and Main Roads, 2011.
State development assessment provisions Module 17 — Public and active transport 17.1 Public passenger transport state code
20 June 2014 V1.4 Page 3 of 3
Page 62
19.2 Transport Infrastructure and Network Design State Code
Table 19.2.1: All development
Performance Outcomes (PO) Acceptable Outcomes (AO) PO/AO Response
All state transport infrastructure – except state-controlled roads
PO1 Development does not compromise the safe No acceptable outcome is prescribed. PO A Traffic Impact Assessment has been prepared
and efficient management or operation of state to support the proposed development. Any
transport infrastructure or transport networks. impact on the adjacent road network is
Editor’s note: To demonstrate compliance with this manageable or resolvable with upgrading works.
performance outcome, it is recommended that a traffic
impact assessment be prepared. A traffic impact
assessment should identify any upgrade works required to
mitigate impacts on the safety and operational integrity of
the state transport corridor, including any impact on a
railway crossing. An impact on a level crossing may
require an Australian Level Crossing Assessment Model
(ALCAM) assessment to be undertaken.
PO2 Development does not compromise planned AO2.1 The layout and design of the proposed development PO The development does not compromise planned
upgrades to state transport infrastructure or the accommodates planned upgrades to state transport upgrades to State Transport infrastructure.
development of future state transport infrastructure infrastructure.
in future state transport corridors. AO2.2 The layout and design of the development PO The development does not compromise planned
Editor’s note: Written advice from DTMR advising that accommodates the delivery of state transport infrastructure in upgrades to State Transport infrastructure.
there are no planned upgrades of state transport future state transport corridors.
infrastructure or future state transport corridors that will be
compromised by the development, will assist in Editor’s note: To demonstrate compliance with this acceptable
addressing this performance outcome. outcome, it is recommended that a traffic impact assessment be
prepared.
State-controlled roads
PO3 Development does not compromise the safe No acceptable outcome is prescribed. PO All development access is via the local transport
and efficient management or operation of state- network. The development impact on the state
controlled roads. infrastructure is not considered to be significant.
Editor’s note: A traffic impact assessment will assist in
addressing this performance outcome.
PO4 Development does not compromise planned AO4.1 The layout and design of the development PO The development does not compromise planned
upgrades of the state-controlled road network or accommodates planned upgrades of the state-controlled road upgrades to State Transport infrastructure.
delivery of future state-controlled roads. AO4.2 The layout and design of the development PO The development does not compromise planned
Editor’s note: Written advice from DTMR that there are no accommodates the delivery of future state-controlled roads. upgrades to State Transport infrastructure.
planned upgrades of state-controlled roads or future state-
Editor’s note: To demonstrate compliance with this acceptable
controlled roads which will be compromised by the
outcome, it is recommended that a traffic impact assessment be
development will assist in addressing this performance
prepared.
outcome.
State development assessment provisions Module 19 — State transport network functionality 19.2 Transport infrastructure and network design state code
20 June 2014 V1.4 Page 1 of 2
Page 63
Performance Outcomes (PO) Acceptable Outcomes (AO) PO/AO Response
PO5 Upgrade works on or associated with, the AO5.1 Upgrade works for the development are consistent with N/A The development scope of assessment does not
state-controlled road network are undertaken in the requirements of the Road planning and design manual, 2nd include upgrades to the state controlled road
accordance with applicable standards. edition, Department of Transport and Main Roads, 2013. network.
AO5.2 The design and staging of upgrade works on or N/A The development scope of assessment does not
associated with the state-controlled road network are include upgrades to the state controlled road
consistent with planned upgrades. network.
PO6 Development does not impose traffic loadings AO6.1 New lower order roads do not connect directly to a N/A All development access is via the local transport
on the state-controlled road network which could be state-controlled road. network.
accommodated on the local road network. AO6.2 The layout and design of the development directs traffic N/A All development access is via the local transport
generated by the development to use lower order roads. network.
State development assessment provisions Module 19 — State transport network functionality 19.2 Transport infrastructure and network design state code
20 June 2014 V1.4 Page 2 of 2
Page 64
Traffic Impact Assessment
Noosa Civic Expansion
Noosa Civic Expansion
APPENDIX B
SITE LAYOUT PLANS
J13041 Cardno December 2014
Prepared for QIC Noosa Civic Pty Ltd Page 54
Page 65
SITE ADDRESS
1.1
28 EENIE CREEK ROAD, NOOSAVILLE
RP DESCRIPTION
LOT 3 on SP246584
PARISH of Tewantin
COUNTY of March
SITE AREA
31.73 HECTARES
Noosa Civic
Expansion
Refuse Storage
Bioretention Basin
Emporium
Retail Noosa
Showrooms Civic
LEGEND
LOT 3 SITE BOUNDARY
NOOSA CIVIC EXPANSION EXTENT
Service REFER TO BARK DESIGN ARCHITECTS
Station DOCUMENTATION PACKAGE
INTRODUCED LANDSCAPE
Commercial PREDOMINANTLY EXISTING
FOREST/LANDSCAPING
OfficeS
EXISTING BUILDINGS
DA-TBG-AR-1000-000[A] | SITE PLAN
noosacivic expansion DEVELOPMENT APPLICATION
THEBUCHANGROUP | ARCHITECTURE
Meters 20
Scale @ A3 1:3000
0
DECEMBER2014712149
20 40 80 120 160
28 Eenie Creek Road, Noosaville QLD 4566
Page 66
1.2
BIO RETENTION
BASIN BELOW
DA-TBG-AR-1001-001[A] | GROUND FLOOR PLAN
noosacivic expansion DEVELOPMENT APPLICATION
THEBUCHANGROUP | ARCHITECTURE
Meters 10
Scale @ A3 1:1500
0
DECEMBER2014712149
10 20 40 60 50
28 Eenie Creek Road, Noosaville QLD 4566
Page 67
1.3
DA-TBG-AR-1001-002[A] | GROUND FLOOR PLAN
noosacivic expansion DEVELOPMENT APPLICATION
THEBUCHANGROUP | ARCHITECTURE
Meters 10
Scale @ A3 1:1500
0
DECEMBER2014712149
10 20 40 60 80
28 Eenie Creek Road, Noosaville QLD 4566
Page 68
1.4
BIO RETENTION
BASIN BELOW
DA-TBG-AR-1002-000[A] | UNDERCROFT FLOOR PLAN
noosacivic expansion DEVELOPMENT APPLICATION
THEBUCHANGROUP | ARCHITECTURE
Meters 10
Scale @ A3 1:1500
0
DECEMBER2014712149
10 20 40 60 80
28 Eenie Creek Road, Noosaville QLD 4566
Page 69
Traffic Impact Assessment
Noosa Civic Expansion
Noosa Civic Expansion
APPENDIX C
SWEPT PATH ASSESSMENTS
J13041 Cardno December 2014
Prepared for QIC Noosa Civic Pty Ltd Page 55
Page 70
DATE PLOTTED: 8 December 2014 10:31 AM BY : JAMIE MURPHY
CAD File: G:\J13041 - Noosa Civic\J13041 Acad\J13041_SK-06-SK-11-1.dwg
0 5 10 15 20 25m
5 4 3 2 1
SCALE 1:500 @ A3
4.20 13.70
19M AV SWEPT PATH LEGEND © Cardno Limited
QIC
Existing service area edge of pavement 1.40 9.50
Meters All Rights Reserved. ®
ENTERING EXITING This document is produced by Cardno Limited
Noosa Civic
Buchan Group proposed service area Tractor Width : 2.50
solely for the benefit of and use by the client
Reconfigured Service Area
Trailer Width : 2.50 VEHICLE BODY 19.0m Articulated Vehicle
edge of pavement 0.20
Tractor Track : 2.50 in accordance with the terms of the retainer.
Cardno (Qld) Pty Ltd | ABN 57 051 074 992 Swept Path
Trailer Track : 2.50 VEHICLE PATH Cardno Limited does not and shall not
Level 11, 515 St Paul’s Terrace Drawn Date Scale Size
Lock to Lock Time : 6.0 assume any responsibility or liability
Base information provided by THE BUCHAN GROUP Steering Angle : 27.7 VEHICLE CLEARANCE (500mm) whatsoever to any third party arising out of Fortitude Valley, QLD 4006 JMM 8.12.2014 1:500 @ A3 A3
Drawing Number Revision
Articulating Angle : 70.0 any use or reliance by third party on the Tel: 07 3369 9822 Fax: 07 3369 9722
1.60 5.30 VEHICLE content of this document. Web: www.cardno.com.au J13041_SK-06 1
Page 71
DATE PLOTTED: 8 December 2014 10:31 AM BY : JAMIE MURPHY
CAD File: G:\J13041 - Noosa Civic\J13041 Acad\J13041_SK-06-SK-11-1.dwg
0 5 10 15 20 25m
5 4 3 2 1
SCALE 1:500 @ A3
12.50 SWEPT PATH LEGEND © Cardno Limited
QIC
Existing service area edge of pavement HRV All Rights Reserved. ®
Meters ENTERING EXITING This document is produced by Cardno Limited
Noosa Civic
Buchan Group proposed service area solely for the benefit of and use by the client
Reconfigured Service Area
Width : 2.50 VEHICLE BODY 12.5m Large Rigid Vehicle
edge of pavement Track : 2.50 in accordance with the terms of the retainer.
Cardno (Qld) Pty Ltd | ABN 57 051 074 992 Swept Path
Lock to Lock Time : 6.0 VEHICLE PATH Cardno Limited does not and shall not
Level 11, 515 St Paul’s Terrace Drawn Date Scale Size
Steering Angle : 36.6 assume any responsibility or liability
Base information provided by THE BUCHAN GROUP VEHICLE CLEARANCE (500mm) whatsoever to any third party arising out of Fortitude Valley, QLD 4006 JMM 8.12.2014 1:500 @ A3 A3
Drawing Number Revision
2.20 6.85 any use or reliance by third party on the Tel: 07 3369 9822 Fax: 07 3369 9722
VEHICLE content of this document. Web: www.cardno.com.au J13041_SK-07 1
Page 72
DATE PLOTTED: 8 December 2014 10:32 AM BY : JAMIE MURPHY
CAD File: G:\J13041 - Noosa Civic\J13041 Acad\J13041_SK-06-SK-11-1.dwg
0 2 4 6 8 10 12 14 16 18 20m
4 3 2 1
SCALE 1:400 @ A3
4.20 13.70
19M AV SWEPT PATH LEGEND © Cardno Limited
QIC
1.40 9.50 All Rights Reserved.
Meters ®
ENTERING EXITING This document is produced by Cardno Limited
Noosa Civic
Tractor Width : 2.50 Reconfigured Service Area
solely for the benefit of and use by the client
0.20 Trailer Width : 2.50 VEHICLE BODY in accordance with the terms of the retainer.
19.0m Articulated Vehicle
Tractor Track : 2.50 Cardno (Qld) Pty Ltd | ABN 57 051 074 992 Swept Path
Trailer Track : 2.50 VEHICLE PATH Cardno Limited does not and shall not
Level 11, 515 St Paul’s Terrace Drawn Date Scale Size
Lock to Lock Time : 6.0 assume any responsibility or liability
Base information provided by THE BUCHAN GROUP Steering Angle : 27.7 VEHICLE CLEARANCE (500mm) whatsoever to any third party arising out of Fortitude Valley, QLD 4006 JMM 8.12.2014 1:500 @ A3 A3
Drawing Number Revision
Articulating Angle : 70.0 any use or reliance by third party on the Tel: 07 3369 9822 Fax: 07 3369 9722
1.60 5.30 VEHICLE content of this document. Web: www.cardno.com.au J13041_SK-08 1
Page 73
DATE PLOTTED: 8 December 2014 10:32 AM BY : JAMIE MURPHY
WIDEN ACCESS TO ALLOW FOR
TURNING VEHICLE SWEPT PATH
WIDEN ACCESS TO ALLOW FOR
TURNING VEHICLE SWEPT PATH
CAD File: G:\J13041 - Noosa Civic\J13041 Acad\J13041_SK-06-SK-11-1.dwg
0 2.5 5 7.5 10 12.5m
2.5 2 1.5 1 .5
SCALE 1:250 @ A3
12.50 SWEPT PATH LEGEND © Cardno Limited
QIC
HRV All Rights Reserved. ®
Meters ENTERING EXITING This document is produced by Cardno Limited
Noosa Civic
Reconfigured Service Area
solely for the benefit of and use by the client
Width : 2.50 VEHICLE BODY in accordance with the terms of the retainer.
12.5m Large Rigid Vehicle
Track : 2.50 Cardno (Qld) Pty Ltd | ABN 57 051 074 992 Swept Path
Lock to Lock Time : 6.0 VEHICLE PATH Cardno Limited does not and shall not
Level 11, 515 St Paul’s Terrace Drawn Date Scale Size
Steering Angle : 36.6 assume any responsibility or liability
Base information provided by THE BUCHAN GROUP VEHICLE CLEARANCE (500mm) whatsoever to any third party arising out of Fortitude Valley, QLD 4006 JMM 8.12.2014 1:500 @ A3 A3
Drawing Number Revision
2.20 6.85 any use or reliance by third party on the Tel: 07 3369 9822 Fax: 07 3369 9722
VEHICLE content of this document. Web: www.cardno.com.au J13041_SK-09 1
Page 74
DATE PLOTTED: 8 December 2014 10:33 AM BY : JAMIE MURPHY
WIDEN ACCESS TO ALLOW FOR
TURNING VEHICLE (LRV) SWEPT PATH
WIDEN ACCESS TO ALLOW FOR
TURNING VEHICLE (LRV) SWEPT PATH
CAD File: G:\J13041 - Noosa Civic\J13041 Acad\J13041_SK-06-SK-11-1.dwg
0 2.5 5 7.5 10 12.5m
2.5 2 1.5 1 .5
SCALE 1:250 @ A3
10.0 Front Loader SWEPT PATH LEGEND © Cardno Limited
QIC
Meters All Rights Reserved. ®
ENTERING EXITING This document is produced by Cardno Limited
Noosa Civic
Width : 2.50 Reconfigured Service Area
solely for the benefit of and use by the client
Track : 2.50 VEHICLE BODY in accordance with the terms of the retainer.
10.0m Refuse Collection Vehicle
Lock to Lock Time : 6.0 Cardno (Qld) Pty Ltd | ABN 57 051 074 992 Swept Path
Steering Angle : 25.1 VEHICLE PATH Cardno Limited does not and shall not
Level 11, 515 St Paul’s Terrace Drawn Date Scale Size
Clearance Height : 4.50 assume any responsibility or liability
Base information provided by THE BUCHAN GROUP Operating Height : 6.10 VEHICLE CLEARANCE (500mm) whatsoever to any third party arising out of Fortitude Valley, QLD 4006 JMM 8.12.2014 1:500 @ A3 A3
Drawing Number Revision
2.40 4.40 any use or reliance by third party on the Tel: 07 3369 9822 Fax: 07 3369 9722
VEHICLE content of this document. Web: www.cardno.com.au J13041_SK-10 1
Page 75
DATE PLOTTED: 8 December 2014 10:34 AM BY : JAMIE MURPHY
WIDEN ACCESS TO ALLOW FOR
TURNING VEHICLE (LRV) SWEPT PATH
WIDEN ACCESS TO ALLOW FOR
TURNING VEHICLE (LRV) SWEPT PATH
CAD File: G:\J13041 - Noosa Civic\J13041 Acad\J13041_SK-06-SK-11-1.dwg
0 2.5 5 7.5 10 12.5m
2.5 2 1.5 1 .5
SCALE 1:250 @ A3
8.80 SWEPT PATH LEGEND © Cardno Limited
QIC
MRV All Rights Reserved. ®
Meters ENTERING EXITING This document is produced by Cardno Limited
Noosa Civic
Reconfigured Service Area
solely for the benefit of and use by the client
Width : 2.50 VEHICLE BODY in accordance with the terms of the retainer.
8.8m Medium Rigid Vehicle
Track : 2.50 Cardno (Qld) Pty Ltd | ABN 57 051 074 992 Swept Path
Lock to Lock Time : 6.0 VEHICLE PATH Cardno Limited does not and shall not
Level 11, 515 St Paul’s Terrace Drawn Date Scale Size
Steering Angle : 26.2 assume any responsibility or liability
Base information provided by THE BUCHAN GROUP VEHICLE CLEARANCE (500mm) whatsoever to any third party arising out of Fortitude Valley, QLD 4006 JMM 8.12.2014 1:500 @ A3 A3
Drawing Number Revision
1.50 5.0 any use or reliance by third party on the Tel: 07 3369 9822 Fax: 07 3369 9722
VEHICLE content of this document. Web: www.cardno.com.au J13041_SK-11 1