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Traffic Engineering Correspondence
Attached to the e-mail Response to Council information request - MCU16/0066 & OPW16/0133 - email 2 of 3.
16 September 2016 Our Ref: 16BRT0201 NSC Ref: MCU16/0066 Attention: Denis Wallace Noosa Council Dear Denis, RE: 6 Taylor Court, Cooroy – Proposed Service Station and Fast Food Premises Information Request Response to Traffic Items 1. Introduction TTM have been engaged by Hass Holdings to respond traffic items in an Information Request from Noosa Shire Council (dated 22 July 2016, reference: MCU16/0066) regarding a proposed service station and fast food premises, located at 6 Taylor Court Cooroy. The traffic items relate to traffic impacts, access, grades and pedestrian access. The architectural plans referred to in this assessment have been prepared by Red Dog Architects, dated 31 May 2016 and the drawing reference is 2480-276DA-02 Issue P4. 2. Traffic Impacts (Item 15) TTM have undertaken further detailed analysis of the Myall Street/Holts Road intersection. This analysis is provided in Appendix A. The further analysis outlines a range of traffic scenarios at this intersection using available data. The analysis concludes that this intersection is anticipated to operate suitably. It is understood that Council has requested third party advice from DTMR. TTM issued this further analysis to DTMR on 6 September 2016 and discussed this with them on 9 September 2016. From this conversation, TTM understand that DTMR will advise Council of their preference not to have signals at this intersection and no other works would be required. Based on this further analysis and discussion with DTMR, it is TTM’s opinion that no further works, beyond the planned works as part of the Cooroy Interchange Upgrade, are required. TTM Consulting Pty Ltd P 07 3327 9500 PO Box 1310 ttmgroup.com.au ABN 65 010 868 621 E [email protected] Coorparoo BC QLD 4151
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3. Site Access (Items 16 and 17)
TTM acknowledge Council’s concerns with the two way operation of the southern site access. This is not
essential to site operation as the northern access is a dedicated exit only driveway. TTM have therefore
provided a signage and line marking plan to identify the southern access as entry only and the northern access
as exit only. These recommendations are provided in Appendix B (TTM reference: 16BRT0201-01 Revision D).
4. Site Grades (Items 19)
Covey and Associates are preparing plans identifying site levels which will be submitted in an Operational
Works application. TTM have reviewed preliminary site levels, however these plans are currently not available
for issue. Site gradients should comply with specifications set out in Table 1.
Table 1: Maximum Site Gradients
Location Design Vehicle Maximum Grade
Ramps – forward gear only AV 1:6.5 (15.4%)
Change of grade – forward gear only AV 1:16 (6.25%) over 10m
Manoeuvring Area – where reverse movement likely
HRV 1:8 (12.5%)
(i.e. fast food servicing)
Servicing Areas AV 1:25 (4.0%)
First 9.5m from northern exit driveway AV 1:20 (5.0%)
Parking Area – General B99 1:16 (6.25%)
Parking Area – parallel to parking spaces B99 1:20 (5.0%)
Parking Area – PWD Parking B99 1:40 (2.5%)
Site gradients will be considered suitable where the above gradients are met.
5. Pedestrian Access (Item 19)
Existing paths are currently located along the Taylors Road site frontage as shown in Figure 1 (source:
Nearmap).
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Lot 3 – Subject Site
Lot 1/2 – Easement Existing Taylor
Court Path Network
Lot 6
Lot 5
Figure 1: Existing Path Network
Figure 1 shows that all lots accessing Taylor Court have access to a path along their frontage or easement
connection. Customers in the Taylor Court catchment would use this existing path network to access the site.
A recommendation for an indicative pedestrian path from Taylor Court into the subject site is shown in
Appendix B. It is TTM’s opinion that the existing and recommended path network accessing the subject site is
suitable.
6. Conclusion
TTM have provided further analysis of a proposed service station and fast food premises at 6 Taylor Court
Cooroy. The further aspects reviewed are external traffic impacts, access provisions, site levels and path access
to the subject site.
The external traffic impacts are not anticipated to exceed allowable thresholds and it is understood this has
been accepted by DTMR and will form part of their third party advice to Council. A plan has been prepared
showing signage and line marking for one way entry and one way exit as well as an internal pedestrian path
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connecting to the existing pathway on Taylor Court. TTM have identified maximum gradient requirements
within the subject site.
Based on this assessment, it is TTM’s opinion subject site and external road/path network will operate suitably
with these recommendations.
Please call Gary Harris on (07) 3327 9500 should you have any queries in relation to this assessment.
Yours sincerely,
Gary Harris
Lead Consultant
TTM Consulting Pty Ltd
Appendix A: Further Analysis of the Myall Street/Holts Road Intersection, TTM Consulting 6 September
2016
Appendix B: Recommended Signage and Line Marking, TTM Consulting 12 September 2016
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Appendix A: Further Analysis of the Myall Street/Holts Road Intersection, TTM Consulting 6 September
2016
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6 September 2016
Our Ref: 16BRT0201
NSC Ref:
Attention: Sarah Ashworth
Department of Transport and Main Roads
Dear Sarah,
RE: 6 Taylor Court, Cooroy – Proposed Service Station and Fast Food Premises
Further Analysis of the Myall Street/Holts Road Intersection
1. Introduction
TTM have been engaged by Hass Holdings to respond traffic items in an Information Request from Noosa Shire
Council (dated 22 July 2016, reference: MCU16/0066) regarding a proposed service station and fast food
premises. Item 15 of this Information Request relates to Sidra modelling which TTM undertook as part of a
traffic impact assessment submitted as part of the development application. TTM’s reference for this traffic
report is 16BRT0201 and it is dated 7 July 2016.
It is understood that Noosa Shire Council have requested third party advice from the Department of Transport
and Main Roads regarding the operation of the Myall Street/Holts Road intersection. This analysis is provided
to further inform Council and DTMR of the anticipated future operation of the Myall Street/Holts Road
intersection. Inputs from TTM’s traffic report will be referred to in this analysis.
2. Sidra Modelling
TTM have undertaken further analysis of Sidra modelling undertaken by TTM and Council’s independent peer
reviewer, Stuart Holland. The difference between Sidra outputs is not related to different parameters used by
Sidra 6.1 and Sidra 7.0, however is reflective of a -5% grade on the Holts Road approach applied by TTM. This
grade was applied based on site observations. Applying this grade to the Sidra model in both versions resulted
in an improved intersection performance. TTM understand that DTMR have plans of the Myall Street/Holts
Road intersection which indicates that Holts Road will not approach Myall Street at a -5% grade, however it
has been advised that TTM should apply a flat grade (0%) to this intersection approach.
TTM Consulting Pty Ltd P 07 3327 9500 PO Box 1310 ttmgroup.com.au
ABN 65 010 868 621 E [email protected] Coorparoo BC QLD 4151
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3. Model Inputs
Table 1 identifies data inputs used in TTM’s traffic report as well as alternative values. The base and future
traffic volume estimations are generally based on information provided by DTMR provided in Attachment 2.
Table 1: Traffic Data Inputs and Alternate Values
TTM
Input Data Conservative Source of Data Used Alternate Data Source of Alternate Data
Assessment
Midpoint of 2015 DTMR
Heavy Vehicle % 10% Census Data and GHD 8.49% 2015 DTMR Census Data
estimate of HV%
Growth Rate – Growth rate 2014-2029 for Growth rate 2014-2029 for NB
Northbound on 2.9% NB off ramp in ‘do nothing’ 1.7% on ramp in ‘upgrade option’
ramp case case
Growth Rate – Growth rate 2014-2029 for Growth rate 2014-2029 for NB
Northbound off 2.9% NB off ramp in ‘do nothing’ 2.8% off ramp in ‘upgrade option’
ramp case case
Implied by ‘Design Future
18-31%
Appendix A: 2009 AADT Volumes for ‘Do
reduction on
See Figure 5.1 Representative Network Nothing’ and ‘Upgrade
Base Traffic through
of TTM Traffic Count for AM and PM Option’ – See Table 5.1 of
Volumes volumes*
Report Peak Hours of a Traffic TTM Traffic Report*
Analysis Report Design 2014 Peak Hour Volumes for ‘Upgrade
Option’
Traffic Generation Empirical data from TTM
0.5vph/100m2 DTMR Warehouse Traffic 0.2-0.4vph/
of Industrial Land surveys of other industrial
GFA Generation Rate 100m2 GFA
Use developments
Fast food traffic DTMR traffic generation DTMR traffic generation rate
180vph 100vph
generation rate for a McDonalds for a KFC/Red Rooster
Suitable for complimentary
Shared Trips 0% Conservative value 10-20%
Uses
* Table 5.1 of the TTM traffic report indicates Myall Street at Holts Road in 2014 in the ‘do nothing’ scenario could carry 5,114vpd
compared to 3,530vpd with the ‘upgrade option. This implies a 31% decrease in traffic on Myall Street at Holts Road in 2014 with the
Cooroy Interchange upgrade.
Table 5.1 also indicates that Myall Street east of Ferrells Road in 2014 could carry 10,290vpd compared to 8,468vpd from the 2015
census data. This an 18% decrease on Myall Street traffic from the 2014 estimations to surveyed 2015 data.
A reduction from base traffic volumes i.e. the ‘do nothing’ option is apparently. TTM attribute the reduction in volumes on Myall Street
to traffic redistributing as a result of the construction of the northern Cooroy Interchange with Elm Street (Cooroy Connection Road).
As such a minimum 18% reduction in base volumes is considered a valid outcome.
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Default values were used to prepare the SIDRA model provided with the traffic report. This includes the default
critical gap acceptance and follow up headway of 7 seconds and 4 seconds respectively for vehicles turning
right from the minor road (Holts Road). With two-way sign control calibration factors the output values are
6.24 seconds and 3.55 seconds.
Austroads Guide to Road Design Part 4A: Unsignalised and Signalised Intersections identifies these values for
a two way two lane road as 5 seconds and 3 seconds respectively. Table 5.10.5 in the Sidra Intersection 6.1
User Guide identifies the default values for a two lane – two way road is 5.5 seconds and 3.5 seconds. These
values are lower than the output critical gap acceptance and follow up headway with default values. Using
alternative values is therefore warranted. Applying a critical gap acceptance and follow up headway of 6
seconds and 3.5 seconds is considered reasonable.
4. Alternative Traffic Scenarios
Of the scenarios assessed with TTM’s traffic report, only the 2029 PM Development Case has been found to
result in unacceptable performance parameters. Once the -5% grade on Holts Road approaching Myall Street
is set to 0%, all other cases assessed in the traffic report still operate suitably. As such, the 2029 PM
Development Case will be analysed further. The following alternative model inputs, focussing on different
aspects of the SIDRA model, will assessed:
1. Alternative growth rates on Myall Street at Holts Road and applying a 15% reduction for shared trips;
2. Applying an 18% reduction in through trips on Myall Street at Holts Road as noted in Table 1;
3. Design 2014 peak hour through volumes for the ‘upgrade option’;
4. Using a gap acceptance and follow up headway of 6 seconds and 3.5 seconds respectively; and
5. All alternative values in Table 1 used.
Further information on these scenarios is provided below.
Scenario 1: Alternative Growth Rates on Myall Street and 15% Reduction for Shared Trips
In this scenario TTM applied 1.7% and 2.8% p.a. growth rates for westbound and eastbound traffic
(respectively) on Myall Street at Holts Road. A 15% reduction was also be applied to traffic generated by the
service station and fast food establishment to account for customers who access both uses. Whilst applying
these alternative values, the following input data is still considered to be conservative:
Heavy vehicle percentage;
Base traffic volumes;
Traffic generation of industrial land use;
Fast food traffic generation.
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Figure 1 shows the estimated 2029 PM traffic movements at the Myall Street/Holts Road intersection based
on these changes.
opment 2029 Estimated Peak Hour Volumes Including Proposed Development
k Hour Weekda y PM Pea k Hour
594 521 719
Myall Street 73 Myall Street
100
139 83 183
39 198
237 156
Holts Road
Figure 1: Estimated 2029 PM Movements at Myall Street/Holts Road – Scenario 1
Scenario 2: Applying an 18% reduction in Through Volumes on Myall Street at Holts Road
Comparing estimated future volumes (in the attached Design Future AADT Volumes for ‘Do Nothing’ and
‘Upgrade Option’ document) with DTMR census data identifies that traffic volumes on Myall Street east of
Ferrells Road were 18% lower in 2015 than estimated in the 2014 ‘do nothing case’. This implies that traffic
growth on Myall Street is not as high as previous estimates. Whilst construction activities could have impacted
volumes on this section of Myall Street, it is TTM’s opinion that future traffic volumes on Myall Street will be
lower than previously estimated to a combination of:
Construction of the northern Cooroy interchange;
Construction of the service road north of the site providing alternative access arrangements between
the Bruce Highway and Black Mountain/Cooroy;
Lower growth than estimated to determine volumes in the ‘do nothing’ case.
Whilst applying these alternative values, the following input data is still considered to be conservative:
Heavy vehicle percentage;
Traffic growth rates;
Traffic generation of industrial land use;
Fast food traffic generation; and
Shared trips.
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Figure 2 shows the estimated 2029 PM traffic movements at the Myall Street/Holts Road intersection based
on these changes.
lopment 2029 Estimated Peak Hour Volumes Including Proposed Development
a k Hour Weekda y PM Pea k Hour
509 425 640
Myall Street 85 Myall Street
104
146 92 196
42 215
258 177
Holts Road
Figure 2: Estimated 2029 PM Movements at Myall Street/Holts Road – Scenario 2
Scenario 3: Using Design 2014 peak hour through volumes for the ‘upgrade option’
The Design Future AADT Volumes for ‘Do Nothing’ and ‘Upgrade Option’ document provided by DTMR
identifies a reduction of traffic using the northbound on and off ramps in 2014 as shown in Table 2.
Table 2: Estimated 2014 PM Peak Hour Through Volumes on Myal l Street at Holts Road
Scenario Eastbound Westbound
Do Nothing 401 153
Upgrade Option 284 98
Table 2 clearly shows that the proposed Cooroy interchange project would decrease traffic volumes Myall
Street at Holts Road. The primary cause of this is anticipated to be the construction of the northern
interchange with Elm Street (Cooroy Connection Road). At this location northbound on and off ramps are
provided whereas there was previous only a southbound off ramp. As the volumes in the ‘Upgrade Option’
are estimations, TTM have added 10% (i.e. 312vph eastbound and 108vph westbound) to determine 2014
base PM peak hour through volumes.
Whilst applying these alternative values, the following input data is still considered to be conservative:
Heavy vehicle percentage;
Traffic growth rates;
Traffic generation of industrial land use;
Fast food traffic generation; and
Shared trips.
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Figure 3 shows the estimated 2029 PM traffic movements at the Myall Street/Holts Road intersection based
on these changes.
opment 2029 Estimated Peak Hour Volumes Including Proposed Development
a k Hour Weekda y PM Pea k Hour
502 417 633
Myall Street 85 Myall Street
144
186 92 236
42 215
258 177
Holts Road
Figure 3: Estimated 2029 PM Movements at Myall Street/Holts Road – Scenario 3
Scenario 4: Gap Acceptance and Follow Up Headway of 6 seconds and 3.5 seconds respectively
In this scenario, the Sidra default critical gap acceptance will be reduced from 7 and 4 seconds respectively to
6 and 3.5 seconds respectively. These values are still higher than identified in Austroads Guidelines and the
Sidra User Guide for a two lane two way road. Whilst applying these alternative values, the following input
data is still considered to be conservative:
Heavy vehicle percentage;
Traffic growth rates;
Base traffic volumes;
Traffic generation of industrial land use;
Fast food traffic generation; and
Shared trips.
Scenario 5: All Alternative Values in Table 1
In this scenario all alternative values from Table 1 will be used, including:
a critical gap acceptance and follow up headway of 6 seconds and 3.5 seconds respectively; and
2014 base volumes for the ‘upgrade option’;
0.4vph/100m2 GFA for industrial traffic; and
15% shared trips for fast food and service station traffic.
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Figure 4 shows the estimated 2029 PM traffic movements at the Myall Street/Holts Road intersection based
on these alternate values.
opment 2029 Estimated Peak Hour Volumes Including Proposed Development
a k Hour Weekda y PM Pea k Hour
466 410 564
Myall Street 56 Myall Street
117
149 64 181
32 154
186 120
Holts Road
Figure 4: Estimated 2029 PM Movements at Myall Street/Holts Road – Scenario 5
5. Sidra Analysis of Scenarios
TTM have analysed the above scenarios in Sidra 6.1 and Sidra 7.0. There is no difference in the outputs
between these versions for the scenarios analysed. Table 3 summarises the worst DOS and delay/LOS/queue
for right turn from Holts Road. The Sidra models are attached to this assessment. The approach grade on Holts
Road is set to 0% in all scenarios.
Table 3: Sidra Summary of Outputs – Myall Street/Holts Road Intersection 2029 PM Peak Hour
Right Turn from Holts Road
Scenario DOS (%)
Delay (sec) LOS Queue (m)
TTM Traffic Report – 0% grade
97.5 79.0 F 116.6
for Holts Road Approach
1 79.9 37.6 E 53.2
2 73.0 28.2 D 46.0
3 77.3 32.0 D 51.5
4 64.6 22.0 C 32.8
5 34.4 12.7 B 12.8
Table 3 shows that a range of potential operational scenarios for the Myall Street/Holts Road intersection. This
Table shows the Myall Street/Holts Road intersection is unlikely to exceed capacity (i.e. DOS >100%) in any
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scenario assessed. The traffic scenario in the TTM report with a 0% grade applied to the Holts Road approach
does fail with a DOS greater than 80% and LOS F, however this scenario has several conservative inputs.
Scenario 5 is at the other end of the spectrum with alternative values for all inputs in Table 1. This Scenario
operates extremely well with significant spare capacity.
Based on the available information, both scenarios are considered to be unlikely. There is a higher likelihood
that the operational characteristics of the Myall Street/Holts Road intersection will be within the range of
Scenarios 1-4. For these scenarios, this intersection operates suitably within acceptable operational
characteristics (DOS below 80% and LOS E or better in urban areas).
6. Conclusion
TTM have undertaken further assessment of the Myall Street/Holts Road intersection to inform Council and
DTMR of the anticipated operation of this intersection in 2029. This assessment identified several likely traffic
and driver behaviour scenarios based on the data provided by DTMR and TTM’s experience where alternative
inputs are reasonable. Under all alternative scenarios, this intersection operates within acceptable
performance characteristics.
Based on this assessment, it is TTM’s opinion that this intersection is likely to perform suitably in its designed
form with the proposed development and no mitigation measures are warranted.
Please call Gary Harris on (07) 3327 9500 should you have any queries in relation to this assessment.
Yours sincerely,
Gary Harris
Lead Consultant
TTM Consulting Pty Ltd
Attachment 1: Noosa Shire Council Information Request MCU16/0066 dated 22 July 2016
Attachment 2: Extract from Pavement Design Report prepared by GHD
Appendix A: 2009 Representative Network Count for AM and PM Peak Hours of a Traffic
Analysis Report for the Bruce Highway (Cooroy to Curra) Upgrade Section A (Cooroy
Southern Interchange to Sankeys Road)
Design Future AADT Volumes for ‘Do Nothing’ and ‘Upgrade Option’
Attachment 3: Sidra files in Version 6.1 and 7.0 for the scenarios for the 2029 PM peak hour operation of
the Myall Street/Holts Road intersection (Electronic)
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Attachment 1: Noosa Shire Council Information Request MCU16/0066 dated 22 July 2016 [OCR of page images] ttm Attachment 1: Noosa Shire Council Information Request MCU16/0066 dated 22 July 2016
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Officer : Denis Wallace
Direct Telephone::07 53296239
Our Reference :MCU16/0066
Your Reference :163161
22 July 2016
Hass Holdings Pty Ltd Tte
C/- Project Urban
PO Box 6380
MAROOCHYDORE QLD 4558
Attn. John McKennariey
Dear John
Information Request
Sustainable Planning Act 2009
I refer to your application and advise that Council requires further information to
satisfactorily assess the proposal.
1 APPLICATION DETAILS
Application No: MCU16/0066 OPW16/0133
Proposal: Development Permit for:
Material Change of Use of Premises - Retail Business
Type 2 Shop & Type 5 Vehicle Uses, Entertainment &
Dining Business Type 1 - Food & Beverages
Operational Works - Signage
Street Address: 6 Taylor Ct COOROY QLD 4563
Real Property Description: Lot 3 SP 197517
2 INFORMATION REQUIRED
The information requested is set out below:
Issue – Need
Independent peer review of the submitted Economic Impact Assessment (EIA) indicates an
additional service station is not needed to serve the defined residential catchment, given the
two existing service stations within the area. Further analysis of need for a service station
is required, beyond simply assuming 70% of business for the subject development will
come from the Bruce Highway.
In order to identify demand and need for the development, it is considered critical to
demonstrate why existing service stations along the Bruce Highway are not sufficient to
serve the needs of passing motorists.
PO Box 141 P. (07) 5329 6500 [email protected]
TEWANTIN QLD 4565 F. (07) 5329 6501 www.noosa.qld.gov.au
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MCU16/0066
Information Required
1 Additional assessment providing:
A more detailed review of distances between service stations along the Bruce
Highway, besides in the immediate vicinity of the site.
Accessibility requirements of such facilities.
Expression of interest for tenants at the site.
Any other material demonstrating the development is needed to service highway
travellers.
Issue – Economic Impacts
Table 7.1 of the submitted EIA outlines the impact on other service stations within the trade
area. The impact is indicated at 11% across a range of different stations, including for
facilities at Cooroy, Pomona and facilities further afield. It is unclear why the impact on
facilities at Pomona in percentage terms would be the same as Cooroy, particularly given
the existing service stations in Cooroy are projected to achieve a sales level inline with the
existing market.
The EIA indicates 30% of petrol sales for the proposed development, or 1.5 million litres,
will come from the trade area (4.5 million litres in Table 5.3). This represents one third of the
resident market as calculated by Urban Economics, meaning impacts on existing service
stations in the trade area could be in the very high range (30%) if this was all to be
redirected from these stores.
Information Required
2 Further analysis addressing the above issues and demonstrating the development
will have acceptable levels of impact on the two service stations in Cooroy. The
distribution of impacts could be outlined based on sales generated from the trade
area, as compared with traffic along the Bruce Highway.
Issue – Industrial Land Impacts
The analysis of impact on industrial land is undertaken at a high level. It indicates there is a
high level of vacancy but does not indicate the average take up rate (i.e. demand).
Information Required
3 Further information in relation to the take up rate and the number of years supply of
vacant industry land in the Cooroy area to support the EIA conclusion there will be
no impact on industrial land.
Issue – Alternative Sites
No analysis has been undertaken of potential alternate sites which could incorporate a
service station within the area if it was needed.
The Department of Transport and Main Roads has previously indicated it may seek to
create a new Highway Service Centre site in the area, which may negate the need for the
development.
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MCU16/0066
Information Required
4 Demonstrate why the development should not occur on other land within the area
and, more broadly, on land directly adjacent the Bruce Highway that may better
meet the needs of highway travelers.
5 Demonstrate the Department of Transport and Main Roads does not plan to address
the need for a Highway Service Centre in the area via the creation of a new
Centre(s) on the upgraded Bruce Highway.
Issue – Proposed Myall Street Development
A proposed mixed use development at 125 Myall Street, Cooroy, includes a service station,
convenience shop and fast food. Council refused the application but it is currently under
appeal (Creekgold Pty Ltd vs Noosa Shire Council). If the development was to proceed, the
need and demand for the subject development may be substantially lessened.
Information Required
6 Provide comment on whether need could be established for the subject
development if the Myall Street development is approved.
Issue – Visibilty from Highway
The development’s visibility from the highway, in conjunction with any advisory signage, is
considered a critical element to ensure the development would meet the needs of highway
travelers.
Information Required
7 Provide detailed analysis demonstrating:
the development will be clearly visible from the upgraded highway.
sight line distances to the development from the highway will allow travelers time
to exit the highway to access the development .
the likely location of any advisory signage on the highway (such as blue fuel
advisory symbols) or any other highway signage external to the site.
that advisory signage is likely to be supported within the highway corridor by the
Department of Traffic and Main Roads.
Issue – DTMR Roadside Advertising Guide
The application indicates signage proposed complies with DTMR’s Roadside Advertising
Guide (RAG) but provides limited details. The application suggests the signage would be
considered “On Premises” signs but involves signs exceeding 4m2, which would appear to
fall under a different classification under the RAG.
Information Required
8 Provide full details demonstrating the proposed signage complies with DTMR’s
RAG.
9 Where possible, provide written advice from DTMR confirming the signage complies
with its RAG.
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MCU16/0066
Issue – Extent of signage
The proposed signage significantly exceeds provisions for advertising devices under The
Noosa Plan. Signs in excess of the 4m2 limit for a single sign face area are proposed.
Total signage is estimated at 37m2 but the application does not detail total signage area or
provide justification for the substantial relaxation sought.
The Advertising Devices Code lists the 4m2 single sign face area and 10m2 total sign face
area as outcomes. The extent of signage proposed is unlikely to be supported.
Information Required
10 Provide amended plans demonstrating compliance with the provisions of the
Advertising Devices Code and/or detailing and further justifying the extent of any
relaxations sought.
Issue – Illuminated Signage
Numerous large illuminated lights are proposed, which may impact on the rural amenity of
the area. The illuminated lights are proposed to remain on throughout the night whereas
The Noosa Plan seeks a limit to 11pm.
Information Required
11 Amend the proposal to limit the number of illuminated signs to one per commercial
tenancy and demonstrate spill light from illuminated signage will not impact on the
rural amenity of the area.
Issue – Spill Light
The 24hr mixed use development has the potential to create night time light spillage that
could impact on the amenity of nearby.
Information Required
12 Demonstrate light spillage from the development can achieve the design and siting
requirements of Table 2.1 & 2.2 of Australian Standard AS4282-1997 “Control of the
obtrusive effects of outdoor lighting” and will not impact on the night time amenity of
nearby residents. Provide a report prepared by a suitably qualified person
describing the lighting plan and appropriate control/direction/shading measures to
be employed so lights are not directed at residential areas.
For the purpose of certifying outdoor lighting devices for the development, a suitably
qualified person is either:
i. a Registered Professional Engineer of Queensland; or
ii. an environmental or electrical design consultant with a minimum of 3 years
current experience in the field of outdoor lighting.
Issue – Fast Food Odour
Given the provisions of The Noosa Plan for the site, residents in the area would not
reasonably expect fast food outlets to establish in the Nandroya Industrial Estate. Cooking
odours from fast food outlets have the potential to impact on the amenity of nearby
residents.
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MCU16/0066
Information Required
13 Demonstrate how cooking odours from the development’s food outlets, will be
controlled in accordance with best management practice and not cause
environmental nuisance or impact on the amenity of nearby residents. Provide a
report prepared by a suitably qualified person describing appropriate control
measures and/or systems to be employed to eliminate or limit the amount of grease,
odoriferous components and smoke to an acceptable standard. Control measures
that may need to be investigated and discussed could include: dispersion; carbon
filtering; scrubbing; high velocity extraction; electrostatic precipitation; ozonation; UV
treatment, etc. Odour masking is not considered to be an acceptable method of
control.
A suitably qualified person is considered to be a Registered Professional
Ventilation/Heating Engineer of Queensland with experience and knowledge of
odour/grease control systems.
Issue – Landscaping
Trees planted within the landscaping strips along the western and southern boundaries may
assist in managing spill light and cooking odours.
Information Required
14 Provide comment on whether trees within the landscaping strips would assist in
screening spill light and/or dispersing cooking odours from the development.
Provide confirmation such screening vegetation would be accepted by the applicant.
Issue - Traffic
The submitted traffic analysis by TTM indicates that in the 2029 PM peak, the Holts Road /
Myall Street intersection will operate with a degree of saturation of 0.396 for the without
development scenario, and increasing substantially to 0.835 for the with development
scenario.
Independent peer review on the intersection analysis, using Sidra Version 7 and the same
assumptions used by TTM, indicates an intersection degree of saturation of 0.975 in the
2029 PM peak with the development. This significantly exceeds the normal upper limit of
acceptable degree of saturation for a give way controlled intersection of 0.80.
TTM suggest an option to improve operation of the intersection would be to include a short
additional left turn lane on the Holt Road approach to the Myall Street intersection. TTM
suggest the development should not be responsible for construction of that lane, but rather
it should be the responsibility of future developers of the Taylor Court industrial lots, which
is not acceptable.
The development as currently proposed may have unacceptable impacts on the State
controlled intersection at Holts Road / Myall Street but the Department of Traffic and Main
Roads (DTMR) do not have a concurrence role in the assessment.
Information Required
15 Further detailed traffic analysis clearly demonstrating the development will have
acceptable impacts on the Holts Road/Myall Street intersection. Where any works
are required to achieve an acceptable performance level at the intersection,
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Page 20
MCU16/0066
demonstrate such works are accepted by DTMR and confirm they will be
undertaken by the applicant.
Issue - Access
There is concern with the sight line between a vehicle waiting to depart from the southern
driveway (furthest from Holts Road) and a vehicle approaching from the access easement
along the southern side of the site that leads to Taylor Court. This issue could be overcome
if the southern driveway were for site “entry” only, rather than “entry and exit” as currently
proposed.
Proposals for one-way access restrictions are also unclear.
Information Required
16 Provide assessment and comments as to whether the Southern driveway should be
amended to be an “entry only” arrangement.
17 Identify how it is proposed to ensure vehicles do not enter the site at the proposed
exit driveway, and also how exit at the entry driveway (suggested above) would be
prohibited.
Issue – Vehicle & Pedestrian Access
Further details are required in relation to vehicle and pedestrian access.
Information Required
18 Identify proposed levels and gradients on the site, including at the proposed access
driveways, and assess those gradients against the requirements of Australian
Standard AS/NZS 2890.1-2004.
19 Identify the path that future workers of the Taylor Court industrial estate will use
when walking to the proposed shop and fast food outlet.
Issue – Water Quality
The property is located within the Lake MacDonald Water Supply Catchment. Specific
Outcome O11 of the Natural Resources Overlay Code requires that Development does not
have adverse effects on the quality or quantity of water entering Lake Macdonald, Cedar
Pocket dam or their tributaries, including effects on a) nutrient or other chemical levels; and
b) sediment loads; and c) turbidity. Whist the application has demonstrated how the State
Planning Policy of objective for pollutant reduction targets has been achieved, these
objectives only provide for a percentage reduction of nutrient increases from development –
and allow for an increase in nutrients from the development to receiving waters. The
applicant has therefore not demonstrated that the development will not increase nutrient
levels within Lake Macdonald.
Information Required
20 Demonstrate that there will be no increase in nutrients, otherwise demonstrate that
the owners of Lake MacDonald are satisfied that the increase in nutrients expected
from the proposed development will not contribute to an unacceptable cumulative
increase in nutrients entering Lake MacDonald.
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MCU16/0066
21 Demonstrate the development is consistent with the SEQ Water Development
Guidelines: Development Guidelines for Water Quality Management in Drinking
Water Catchments 2012.
Issue – Stormwater
It is unclear whether there is adequate fall between the underdrainage of the bioretention
basin and the receiving stormwater network.
Information Required
22 Provide a preliminary drainage plan to demonstrate there is adequate grade
between underdrainage of the bioretention basin and receiving stormwater network.
Issue – Stormwater
The proposal shows the bioretention basin surrounded by retaining walls. This design does
not meet the objective of integrating the water treatment with the surrounding use and it is
unclear how the bio retention basin will be accessed for maintenance.
Information Required
23 Demonstrate that the footprint allocated for the bio retention basin includes sufficient
area for inclusion of batters from the surrounding area to the surface of the filter
media consistent with the Water By Design Bioretention Basin Technical Design
Guidelines (in particular Table 9).
24 Demonstrate how the bio retention basin will be accessed for maintenance
purposes.
Issue – Water Re-use
Specific outcome O3 of the Water Sensitive Design Code requires that captured water is
utilised for all non-potable uses on site.
Information Required
25 Demonstrate how O3 of the Water Sensitive Design Code is intended to be
achieved.
End of Information Request
Under the provisions of the Sustainable Planning Act 2009, you have three options
available in response to this Information Request. You may give the assessment manager
(in this instance Council) and each referral agency (if any):
(a) all of the information requested; or
(b) part of the information requested together with a letter asking the assessment
manager and each referral agency to proceed with the assessment of the
application; or
(c) a letter;
(i) stating that you do not intend to supply any of the information requested; and
(ii) asking the assessment manager and each referral agency to proceed with
the assessment of the application.
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Page 22
MCU16/0066
Please be aware that under Section 279 of the Sustainable Planning Act 2009 the applicant
must respond to the Information Request within 6 months of the request or otherwise the
application lapses.
Should you have any further queries in relation to the above, please do not hesitate to
contact me on the above number.
Yours faithfully
DENIS WALLACE
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Page 23
Attachment 2: Extract from Pavement Design Report prepared by GHD
Appendix A: 2009 Representative Network Count for AM and PM Peak Hours of a Traffic
Analysis Report for the Bruce Highway (Cooroy to Curra) Upgrade Section A (Cooroy Southern
Interchange to Sankeys Road)
Design Future AADT Volumes for ‘Do Nothing’ and ‘Upgrade Option’
Page 24
Table 7 Sensitivity Analysis (Heavy Vehicle Growth Rate)
Heavy Vehicle Growth Rate 1 2
DESA (ESA’s) DG20HM Thickness (mm)
(%)
2 135 million 335
4 240 million 365
6 440 million 405
Notes: 1. DESA based on 40 year design life.
2. Includes 10 mm construction tolerance.
A change in growth rate from 2 % to 6 % resulted in a difference in asphalt thickness of 70 mm, which
could have a significant impact on the overall cost of the project.
Opening Year AADT
A sensitivity analysis was carried out to determine the impact of a change in the opening year traffic along
the Bruce Highway. The opening traffic adopted for the detailed pavement designs were varied by varied
by 15 % to determine the impact on the pavement design traffic and the base layer thickness of a typical
full depth asphalt pavement configuration and subgrade condition. The results are summarised in Table 8.
Table 8 Sensitivity Analysis (Opening Year AADT)
1 2
Opening Year AADT DESA (ESA’s) DG20HM Thickness (mm)
18,700 (-15 %) 245 million 370
22,000 (detailed design) 285 million 375
25,300 (+15 %) 330 million 385
Notes: 1. DESA based on 40 years design life.
2. Includes 10 mm construction tolerance.
The sensitivity analysis indicates that a 15 % change in the opening year AADT is unlikely to have a
significant impact on the asphalt thickness of the pavements.
3.2 Local Roads
3.2.1 Traffic Input Parameters
The traffic data used for the pavement design of the local roads was based on the following sources of
information:
(2)
Traffic Analysis Report prepared by GHD (GHD, 2010 )
Sunshine Coast Regional Council Planning Scheme, Policy 5 (SCRC, 2005)
Updated traffic figures prepared by GHD in 2012
Construction traffic estimates prepared by GHD in 2012
The traffic input parameters adopted for the pavement designs of the local roads are summarised in
Table 9.
41/24401/11/437270 Bruce Highway (Cooroy to Curra) Upgrade Section A (Cooroy Southern Interchange - Sankeys Road) 10
Job No. 263/10A/12, Invitation No. NCHD-2454
Pavement Design Report
Page 25
Table 9 Traffic Input Parameters (Local Roads)
Traffic Parameter Value
Design period 20 years (All local roads)
40 years (Cooroy Southern Interchange Connection Road)
Opening year 2014 (Black Mountain Range Road, Gardeners Road, Bruce Highway
widening, Uhlmanns Road & Woodswallow Lane, Bruce Highway
side track and Cooroy – Noosa exit ramp side track)
2016 (All other local roads)
Direction factor 0.50
Lane distribution factor 1.0
ESA / heavy vehicle 2.5 (Future Service Road, Existing Bruce Highway)
1.8 (All other local roads)
N HVAG 2.8 (Future Service Road, Existing Bruce Highway)
2.5 (All other local roads)
ESA/HVAG 0.9 (Future Service Road, Existing Bruce Highway)
0.7 (All other local roads)
SAR 5 /ESA 1.1 (Asphalt fatigue)
SAR 7 /ESA 1.6 (Subgrade damage)
SAR 12 /ESA 12 (Cemented fatigue)
There was no TLD information available for the local roads. Either a rural or urban presumptive load
distribution, as appropriate, was adopted for the various local roads (Austroads, 2010).
The Average Annual Daily Traffic (AADT) and percentage of heavy vehicles adopted in the traffic analysis
for each road are summarised in Table 10.
Table 10 AADT and Percentage Heavy Vehicles (Local Roads)
AADT – 2014 Percentage Heavy Heavy Vehicle
Traffic Section
(veh/day) Vehicles (%) Growth Rate (%)
Black Mountain Range Road 985 6.4 3.0 (2014 – 2029)
2.0 (2029 – 2054)
Gardners Road 525 5.8 3.0 (2014 – 2029)
2.0 (2029 – 2054)
Future Service Road / Elm 3985 8 5 % (2014 – 2017)
Street (existing Bruce
2.9 % (2017 – 2029)
Highway)
2 % (2029 – 2054)
Nandroya Road 1715 7.4 3.0 (2014 – 2029)
2.0 (2029 – 2054)
41/24401/11/437270 Bruce Highway (Cooroy to Curra) Upgrade Section A (Cooroy Southern Interchange - Sankeys Road) 11
Job No. 263/10A/12, Invitation No. NCHD-2454
Pavement Design Report
Page 26
AADT – 2014 Percentage Heavy Heavy Vehicle
Traffic Section
(veh/day) Vehicles (%) Growth Rate (%)
Myall Street 9965 11 2.7 (2014 – 2029)
1.9 (2029 – 2054)
Cudgerie Drive 2120 3.3 3.0 (2014 – 2029)
2.0 (2029 – 2054)
3.2.2 Pavement Design Traffic
The Design Equivalent Standard Axle loadings (DESA) adopted for the pavement designs of the local
roads are summarised in Table 11. The detailed traffic calculations are included in Appendix B.
Table 11 Design Equivalent Standard Axles (Local Roads)
Road DESA (ESA’s)
1
Black Mountain Range Road (Ch 0 m – Ch 160 m (MC30)) 1.25 million
Black Mountain Range Road (Ch 160 – Ch 850 m (MC30)) 535,000
Gardners Road 300,000
Existing Bruce Highway widening (Northbound) 2 million
Existing Bruce Highway widening (Southbound) 14.5 million
2
Uhlmanns Road 1 million
3
Woodswallow Lane 50,000
Nandroya Road 1.5 million
Myall Street 9.5 million
Cudgerie Drive 650,000
Future Service Road / Elm Street (existing Bruce Highway) 4 million
4
Holts Road 5 million
3
Christies Road 50,000
5
Southern Interchange Connection Road 25 million
Notes: 1. Includes Contract 2 construction traffic.
2. Based on minimum council requirements for a local road and Contract 1 & 2 construction traffic.
3. Based on minimum council requirements for an access road.
4. Based on minimum council requirements for an industrial road.
5. Based on combined northbound exit ramp, southbound exit ramp and 75 % (assumed) Holts Rd traffic volumes.
The widening works along the northbound lane of the existing Bruce Highway at the intersection with
Gardners Road will be used as a side track during construction and includes an allowance for three
months of Bruce Highway traffic, after which it has been designed to allow for future Gardners Road
traffic only.
The widening works along the southbound lane of the existing Bruce Highway at the intersection with
41/24401/11/437270 Bruce Highway (Cooroy to Curra) Upgrade Section A (Cooroy Southern Interchange - Sankeys Road) 12
Job No. 263/10A/12, Invitation No. NCHD-2454
Pavement Design Report
Page 27
Pomona Connection Road allows for four years of existing Bruce Highway traffic, after which the road will
become a service road and the traffic volumes are expected to reduce significantly.
There was no traffic information available for Holts Road, Uhlmanns Road, Christies Road and
Woodswallow Lane and the DESA adopted for these roads were based on the minimum values
recommended in the SCRC Planning Scheme (SCRC, 2005), including estimated construction traffic
where applicable.
Some of the local roads and temporary pavements are expected to carry construction vehicles and the
estimated construction traffic has been allowed for in the pavement designs where applicable. The
estimated additional ESA’s as a result of the construction traffic are:
Contract 1: 80,000 ESA’s (assumes 10,000 truck-and-dogs @ 8 ESA/HV)
Contract 2: 700,000 ESA’s ((assumes 87,500 truck-and-dogs @ 8 ESA/HV)
The following temporary pavements, to allow for construction, have been included in the Detailed Design
Phase:
Uhlmanns Road Extension
Bruce Highway Side Track
Side track at the Cooroy – Noosa exit ramp (southbound)
The pavement design traffic input parameters for these roads are summarised in Table 12.
Table 12 Design Equivalent Standard Axles (Temporary Roads)
Road Design Life Opening Year DESA (ESA’s)
1
Uhlmanns Rd 1 year 2013 100,000
extension
2
Bruce Highway Side 5 years 2014 14.7 million
Track
3
Cooroy – Noosa exit 5 years 2014 300,000
ramp
Notes: 1. Includes Contract 1 construction traffic.
2. Includes 3 years Bruce Highway and Contract 2 construction traffic.
3. Based on existing southbound exit ramp traffic.
41/24401/11/437270 Bruce Highway (Cooroy to Curra) Upgrade Section A (Cooroy Southern Interchange - Sankeys Road) 13
Job No. 263/10A/12, Invitation No. NCHD-2454
Pavement Design Report
Page 28
Appendix A
2009 Representative Network Count for AM
and PM Peak Hours
41/21826/08/11523 Bruce Highway (Cooroy to Curra) Upgrade Section A (Cooroy Southern Interchange to Sankeys Road)
Job No. 128/10A/901 Invitation No. NCHD2267
Traffic Analysis Report
Page 29
Pomona - Pionner Black mountain - pioneer
29 15
0.9 26 0.9 14 Kennedy Rd
0.1 3 0.1 1
AM Peak (8 - 9 am) 496 573 353
57 61 428 75
NOTE: The volumes provided on this layout have been taken from counts performed on different dates and projected to a common year, however since they were counted individually, 192 370
the volumes departing on one leg do not necessarily match the volumes on the downstream approach. 111 37 67 15%
Pioneer - Pomona 15% 3 5 328 60 **
7 37 278 17 60
0.97 6.76 Nandroya Road
138
North 0.03 0.24 81 68 78
573 75% 307 10 20% 78
20 *
295 80
114
25 80 338
Pomona Connection Road Pioneer Road Cooroy Connection Road (off-Ramp) 0
** ** * Off-Ramp 26
30 60 10 117 On Ramp 338
493 ** 20 * 10 630 114 ** 30 271
* 10 503 503 483 543 543 533 650 650 ** 20 650 650 536 506 506 844 734 Bruce Hwy (E)
Bruce Hwy (W) 605 615 615 10 * 595 595 60 ** 645 645 605 615 615 615 531 531 807 807 739
10 * 585 585 10 * 276
10 10 40 20 ** 90 75 7
* * ** ** On-Ramp Off-Ramp Holts Rd
Gardners Road Black Mountain Range Road Cudgerie Drive 276 9
84 256 5 2
81 40
Pomona - Gardners Gardners - Pomona 90
55 33 * Volumes too small, round up to 10
0.97 53.3 0.96 31.6 ** Volumes round up to the nearest ten
0.03 1.67 0.04 1.37
Figure 1.0 2009 AM PEAK (8:00 - 9:00 AM) Design Traffic Volumes (Vehs/hr) - Total Vehicles
AM (2009-tidy) Existing Traffic - Cooroy Interchanges Analysis Latest1.xls 18/02/2010
Page 30
Pomona - Pionner Black mountain - pioneer
86 36
0.97 84 0.06 2 Kennedy Rd
PM Peak ( 4 - 5 pm) 0.03 2 0.94 34
630 612 308
18 38 391 83
NOTE: The volumes provided on this layout have been taken from counts performed on different dates and projected to a common year, however since they were counted individually, 695 132 326
the volumes departing on one leg do not necessarily match the volumes on the downstream approach. 94 92 62 15%
Pioneer - Pomona Pioneer - Black Mountain 15% 8 7 226 60 **
14 84 92 360 18 60
0.97 14 0.97 82 Nandroya Road
126
North 0.03 0 0.03 2 38 46 66
590 697 75% 333 20 20% 66
20 18 *
378 90
121
16 90 246
Pomona Connection Road Pioneer Road Cooroy Connection Road (off-Ramp) 1
** * * ** Off-Ramp 14
30 10 10 90 On Ramp 246
722 ** 20 * 10 762 121 ** 20 362
* 10 732 722 702 712 712 702 792 792 ** 30 772 772 651 631 631 877 699 Bruce Hwy (E)
Bruce Hwy (W) 595 615 615 10 * 595 595 132 717 712 662 672 672 672 582 582 901 901 825
20 ** 585 585 10 * 319
10 10 50 10 ** 90 83 11
* * ** * On-Ramp Off-Ramp Holts Rd
Gardners Road Black Mountain Range Road Cudgerie Drive 319 16
89 339 1 0
38 100 90
Pomona - Gardners Gardners - Pomona
47 115
0.97 45 0.97 112 * Volumes too small, round up to 10
2009
0.03
AM PEAK
2 (8:00 - 9:00 AM) Design
0.03
Traffic3V ** Volumes round up to the nearest ten
Figure 2.0 2009 PM PEAK (4:00 - 5:00 PM) Design Traffic Volumes (Veh/hrs) - Total Vehicles
PM (2009-tidy) Existing Traffic - Cooroy Interchanges Analysis Latest1.xls 18/02/2010
Page 31
Figure 2of2 2054 AADTs - "DO NOTHING" BASE CASE Design Traffic Volumes
NOTE: The volumes provided on this layout have been taken from counts performed on different dates and projected to a common year, however
since they were counted individually, the volumes departing on one leg do not necessarily match the volumes on the downstream approach.
Specific development areas have not been identified nor analysed due to the unavailability of a finalised SCRC regional plan and
therefore the assessment does not provide for varying rates, eg. localised pockets, of growth which may occur due to development.
As a result, the local road (turning movements) with growth of 3%/2%, on each intersection have been projected at a different rate
to the through movements (Bruce Hwy) with growth of 5% (rates confirmed by council).
Hence conservation of flows is not achieved, and this is exacerbated since growth is compound and occurs over 45 years.
This analysis was performed with the sole purpose of assessing interchange / intersection performance and not BC analysis.
The growth rates indicated are marginally different to 5%, as there are local vehicles leaving and entering the Bruce Highway Yurol 315
which do not grow at the same rate as the highway traffic, as well as allowances made for Holts Rd Industrial Estate etc. (nil growth). Forest 479
It should also be noted that the "do nothing" base case on this (the CNIO3) diagram is not exactly the same as the CNIO6 diagram, Dr
as the distributions for Holts Rd traffic assumed for each option have been applied to the respective "do nothing" base case diagrams. Cooroy Connection
Rd (Elm St)
314
482
Cooroy Connection
Rd (Elm St)
DAILY G.R.
2014 7950
2014 AM PEAK 2024 10619 2.9%
2014 PM PEAK Pomona 2029 12280 2.9%
2034 13538 2.0% DAILY G.R. DAILY G.R.
Connection Rd 2044 16461 2.0% 2014 10290 2014 3586
2054 20025 2.0% 2024 13452 2.7% 2024 4750 2.9%
DAILY G.R. 2029 15420 2.8% 2029 5474 2.9%
2014 17870 2034 16910 1.9% 2034 6023 1.9%
Pioneer Rd 2024 28644 4.8% 2044 20373 1.9% 2044 7298 1.9%
EXISTING 2029 36339 4.9% DAILY G.R. 2054 24595 1.9% 2054 8853 1.9%
BRUCE HWY 2034 46150 4.9% 2014 1252 Nandroya Rd
2044 74595 4.9% 2024 1683 3.0%
2054 120808 4.9% 2029 1951 3.0% 317
2034 2154 2.0% 400
997 2044 2625 2.0% Myall St
EXISTING 876 2054 3200 2.0% SB On Ramp
To Gympie BRUCE HWY Cooroy Connection
118 Rd (Elm St) DAILY G.R.
Black 132 2014 596
Mountain 2024 695 1.6% To Bruce
EXISTING Existing SB 2029 757 1.7% Hwy
Range Rd 796 2034 804 1.2%
905
BRUCE HWY off Ramp 2044 914 1.3%
2054 1047 1.4%
36
879 83
744 SB Off Ramp
Cudgerie Dr EXISTING EXISTING
Gardners Rd
BRUCE HWY BRUCE HWY 1160
1061
796
NB On Ramp NB Off Ramp
905
117 Holts Rd 352
DAILY G.R. 153 401
To Brisbane
2014 16618
2024 26945 5.0% DAILY G.R.
2029 34388 5.0% 2014 3765
2034 43916 5.0% DAILY G.R. 2024 4991 2.9% 1031
2044 71790 5.0% 2014 1349 2029 5754 2.9% 1154
2054 117608 5.1% 2024 1708 2.4% 2034 6332 1.9%
2029 1931 2.5% 2044 7675 1.9%
2034 2101 1.7% 2054 9312 2.0%
2044 2494 1.7% DAILY G.R.
2054 2973 1.8% 2014 22024
2024 34344 4.5%
2029 42928 4.6%
2034 53688 4.6%
2044 84063 4.6%
2054 131753 4.6%
Figure 1of2 2054 AADTs - "UPGRADE OPTION" (based on CNIO3) Design Traffic Volumes
NOTE: The volumes provided on this layout have been taken from counts performed on different dates and projected to a common year, however
since they were counted individually, the volumes departing on one leg do not necessarily match the volumes on the downstream approach.
Specific development areas have not been identified nor analysed due to the unavailability of a finalised SCRC regional plan and
therefore the assessment does not provide for varying rates, eg. localised pockets, of growth which may occur due to development. Yurol
As a result, the local road (turning movements) with growth of 3%/2%, on each intersection have been projected at a different rate Forest
to the through movements (Bruce Hwy) with growth of 5% (rates confirmed by council).
Hence conservation of flows is not achieved, and this is exacerbated since growth is compound and occurs over 45 years.
Rd 256
This analysis was performed with the sole purpose of assessing interchange / intersection performance and not BC analysis.
Cooroy 373
The growth rates indicated are marginally different to 5%, as there are local vehicles leaving and entering the Bruce Highway Connection Rd
which do not grow at the same rate as the highway traffic, as well as allowances made for Holts Rd Industrial Estate etc. (nil growth).
268
407
Cooroy
Connection Rd
DAILY G.R.
2014 AM PEAK Pomona 2014 6517
2014 PM PEAK 2024 8757 3.0%
Connection 2029 10151 3.0% DAILY G.R. DAILY G.R.
Rd 2034 11208 2.0% 2014 7627 2014 1667
2044 13662 2.0% 2024 9955 2.7% 2024 2241 3.0%
DAILY G.R. 2054 16653 2.0% 2029 11374 2.7% 2029 2598 3.0%
2014 3309 2034 12478 1.9% 2034 2868 2.0%
Pioneer Rd 2024 4365 2.8% 2044 15019 1.9% 2044 3496 2.0%
2029 5014 2.8% 2054 18077 1.9% 2054 4262 2.0%
2034 5573 2.1% DAILY G.R.
Service Rd 2044 6885 2.1% 2014 741 Cooroy
2054 8506 2.1% 2024 996 3.0%
2029 1155 3.0%
Connection Rd
134 2034 1275 2.0% DAILY G.R. Myall St Nandroya Rd
225 2044 1554 2.0% 2014 2434
2054 1895 2.0% 2024 3143 2.6%
2029 3572 2.6% DAILY G.R.
NEW BRUCE Black 2034 3976 2.2% 2014 619
HWY Mountain Service Rd 2044 4926 2.2% 2024 697 1.2% DAILY G.R.
SB On Ramp 2054 6103 2.2% 2029 740 1.2% 2014 2830
Range Rd 107 2034 779 1.0% 2024 3736 2.8%
196 83 179 2044 864 1.0% 2029 4293 2.8%
843 65 308 2054 957 1.0% 2034 4723 1.9%
566 SB Off Ramp 34 2044 5715 1.9%
938 90 2054 6916 1.9%
849
SB Off Ramp
NEW BRUCE Cudgerie Dr NB On Ramp SB On Ramp 259
NEW /
Gardners Rd 702 307 1160
HWY 698 51 NB Off Ramp EXISTING 1061
59 194 NEW /
DAILY G.R. 327
BRUCE HWY
EXISTING NB On Ramp NB Off Ramp
2014 14039 DAILY G.R. 843 251
2024 23742 5.4% 2014 548 DAILY G.R. BRUCE HWY 980 73 284
2029 30875 5.4% 2024 736 3.0% 2014 2606 98
Holts Rd
2034 39929 5.3% 2029 853 3.0% 2024 3372 2.6% DAILY G.R.
2044 66783 5.3% 2034 942 2.0% 2029 3835 2.6% 2014 18050 1031
2054 111698 5.3% 2044 1149 2.0% 2034 4267 2.2% 2024 28873 4.8% DAILY G.R. 1154
2054 1400 2.0% 2044 5282 2.2% 2029 36517 4.8% DAILY G.R. 2014 2675
2054 6538 2.2% 2034 46402 4.9% 2014 855 2024 3530 2.8%
2044 74925 4.9% 2024 1016 1.7% 2029 4056 2.8% DAILY G.R.
2054 120980 4.9% 2029 1108 1.7% 2034 4460 1.9% 2014 22024
2034 1187 1.4% 2044 5394 1.9% 2024 34366 4.5%
2044 1361 1.4% 2054 6523 1.9% 2029 42928 4.5%
2054 1561 1.4% 2034 53721 4.6%
2044 84131 4.6%
2054 131753 4.6%
Page 32
Attachment 3: Sidra files in Version 6.1 and 7.0 for the scenarios for the 2029 PM peak hour operation of the
Myall Street/Holts Road intersection (Electronic)
Page 33
Appendix B: Recommended Signage and Line Marking, TTM Consulting 12 September 2016 [OCR of page images] m Appendix B: Recommended Signage and Line Marking, TTM Consulting 12 September 2016
Page 34
HOLTS ROAD
R2-4 R2-2 (R) R1-2 28.239m
SITE BOUNDARY R1-1 122° 10' 50" 75.04m 120° 48' 20"
Y
UNDAR
S2 S1
LANDSCAPING
210° 48' 40"
SITE BO
NO ENTRY
ONE WAY
27.134m
1 13
CARPARK EXIT
WAITING BAY
R2-4
G
PARKIN
LOT 1 LOT 3 14 22
EXIT
R2-4
E
R1-2 /
CARAVAN
VEHICL
NDARY
R2-2 (R) 9No CYLCLE CUSTOM
PARKING
LARGE
23
SITE BOU
PARKING
OUTDOOR
R2-4
DINING AREA
75 m2
34
EXIT
'
202° 08
TH
ATER
COLLECT
FOOT PA
OVERFLOW FUEL
FAST FOOD
LANDSCAPING
W
202° 30'
APING
AIR AND
VENTS
PARKING 330 m2
LANDSC
APING
UNDERGROUND CUSTOM
86.32m
6.0 4.0 SERVICE STATION FUEL TANKS
BOWSERS (8No)
LANDSC
COURT
DINING AREA
G
PARKIN
1,088 m2
37.233m
180 m2
PAY
125 m2
CARAVAN
DRIVE THROUGH
133 m2
E
VEHICL
36
TAYLOR
UNDERGROUND
PARKING
FUEL TANK
LARGE
ORDER
ENTRY
SERVICE
STATION 33
ENTRY
195 m2
SALES AREA ONLY
PURUSE
120 m2 R2-4
1 4
SERVICE MOTORCYLCLE CUSTOM
INDICATIVE PATH FOR WORKERS OF
5"
80 m2 PARKING
0' 2
SERVICE BAY
TAYLOR COURT INDUSTRIAL ESTATE
°2
242
TO PROPOSED SHOP AND FAST FOOD
UNDERGROUND NOTES:
m
048
DETENTION TANK
14.
CA PING
WATER ONE WAY LANDS 1. AERIAL IMAGE FROM NEARMAP - ROAD
TANK 434 m2
AND PROPERTY ALIGNMENTS INDICATIVE
BIO RETENTION ONLY AND SUBJECT TO DETAIL SURVEY
BASIN 44.312m
' 10"
WATER 291° 20
TANK PUMP
300° 48' 40" 46.768m
BOOSTER 1)
T (LOT
SEMEN
ACCES
S EA
PRELIMINARY
ISSUED FOR COMMENT ONLY
SCALE PROJECT PROJECT NUMBER ORIGINAL SIZE
0 5 10 15 20 25m
T TM CONSULTING PTY LTD LOT 3 TAYLOR COURT, COOROY 16BRT0201 A3
ABN 65 010 868 621 DRAWING TITLE DRAWING NUMBER REVISION
D 12-09-16 ADDED SIGNS AND LINE MARKING HT GH - SCALE 1:500 AT ORIGINAL SIZE
LEVEL 1, 129 LOGAN ROAD, WOOLLOONGABBA, QLD, 4102
C 02-06-16 ADDED SIGNS AND LINE MARKING HT GH - NORTH CLIENT P.O. BOX 1310, COORPAROO BC, QLD, 4151 PRELIMINARY LAYOUT DESIGN 16BRT0201-01 D
HASS
B 19-05-16 LAYOUT AMENDMENTS HT GH -
T: (07) 3327 9500 F: (07) 3327 9501 PROPOSED SIGNS AND LINE MARKING PLAN DATE SHEET
HOLDINGS
A 11-05-16 ORIGINAL ISSUE HT GH - E: [email protected] W: www.ttmgroup.com.au GROUND LEVEL 11 MAY 2016 1 OF 1
REV. DATE AMENDMENT DESCRIPTION DRAWN CHECKED APPROVED