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Attachment 4- Traffic Impact Assessment · MCU23/0078
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Noosa Village Mixed Use Development Revised Traffic Impact Assessment Stockwell Development Group Pty Ltd 399 Montague Road, West End QLD 4101 SLR Consulting Australia Level 16, 175 Eagle Street, Brisbane QLD 4000, Australia SLR Project No.: 620.V30926 21 November 2023 Revision: 1.0
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Section 2
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Revision Record
Revision Date Prepared By Checked By Authorised By
Brendyn
0.1 7 November 2023 Naristi Neale Jeffrey Baczynski
Rheinberger
Brendyn
0.2 17 November 2023 Naristi Neale Jeffrey Baczynski
Rheinberger
Brendyn
1.0 21 November 2023 Naristi Neale Jeffrey Baczynski
Rheinberger
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Basis of Report
This report has been prepared by SLR Consulting Australia (SLR) with all reasonable skill,
care and diligence, and taking account of the timescale and resources allocated to it by
agreement with Stockwell Development Group Pty Ltd (the Client). Information reported herein
is based on the interpretation of data collected, which has been accepted in good faith as
being accurate and valid.
This report is for the exclusive use of the Client. No warranties or guarantees are expressed
or should be inferred by any third parties. This report may not be relied upon by other parties
without written consent from SLR.
SLR disclaims any responsibility to the Client and others in respect of any matters outside the
agreed scope of the work.
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Section 3
21 November 2023
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Noosa Village Mixed Use Development 20231121.docx
Table of Contents
Basis of Report .................................................................................................................... i
1.0 Introduction ................................................................................................................ 1
1.1 Context......................................................................................................................... 1
1.2 Planning Application ..................................................................................................... 1
1.3 Assessment Scope....................................................................................................... 1
2.0 Subject Site................................................................................................................. 2
2.1 Site Context.................................................................................................................. 2
2.2 Surrounding Road Network .......................................................................................... 3
2.3 Road Network Planning ................................................................................................ 3
2.4 Public Transport ........................................................................................................... 5
2.5 Active Transport ........................................................................................................... 7
2.5.1 Existing Pedestrian and Bicycle Network...................................................................... 7
3.0 Development Overview .............................................................................................. 8
3.1 Proposed Development ................................................................................................ 8
3.2 Site Access and Car Parking ........................................................................................ 8
3.3 Servicing ...................................................................................................................... 9
4.0 Design Consideration .............................................................................................. 10
4.1 Overview .................................................................................................................... 10
4.2 Access ....................................................................................................................... 10
4.2.1 Queuing ..................................................................................................................... 10
4.3 Car Parking and Circulation Layout ............................................................................ 10
5.0 Parking Considerations ........................................................................................... 11
5.1 Car Parking Statutory Requirements .......................................................................... 11
5.2 Parking Demand Assessment .................................................................................... 12
5.2.1 Methodology............................................................................................................... 12
5.2.2 Existing Representative Uses and Trading Profiles .................................................... 12
5.2.3 Forecasted Parking Demand Profiles ......................................................................... 15
5.2.4 Parking Demand Assessment Findings ...................................................................... 17
5.3 PWD Parking Provision .............................................................................................. 18
6.0 Servicing Considerations ........................................................................................ 20
6.1 Statutory Requirements .............................................................................................. 20
7.0 Active Transport Considerations ............................................................................ 21
7.1 Pedestrian and Cycle Facilities................................................................................... 21
7.2 Bicycle Parking ........................................................................................................... 21
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7.2.1 Statutory Requirements .............................................................................................. 21
7.2.2 Bicycle Parking Provision ........................................................................................... 22
7.3 End of Trip Facilities ................................................................................................... 22
7.3.1 Statutory Requirements .............................................................................................. 22
7.3.2 End of Trip Facilities Provision ................................................................................... 23
8.0 Assessed Traffic Demands...................................................................................... 25
8.1 Existing Traffic Demands............................................................................................ 25
8.2 Background Traffic Growth ......................................................................................... 25
8.3 Noosa Business Centre Precinct Developments......................................................... 25
8.4 Development Traffic Demands ................................................................................... 28
8.4.1 Retail (Shopping Centre) Use - New Trips.................................................................. 28
8.4.2 Retail (Shopping Centre) Use Drop-in Trips ............................................................... 30
8.5 Trip Distribution .......................................................................................................... 31
9.0 Operational Assessment ......................................................................................... 33
9.1 Study Locations.......................................................................................................... 33
9.2 Assessment Software................................................................................................. 34
9.3 Performance Criteria .................................................................................................. 34
9.3.1 Intersection Performance Thresholds ......................................................................... 34
9.3.2 Critical Delay .............................................................................................................. 34
9.4 Assessment Scenario................................................................................................. 35
9.4.1 Assumptions............................................................................................................... 35
9.4.2 Assessment Scenarios ............................................................................................... 35
9.5 Intersection Assessment ............................................................................................ 36
9.5.1 I1: Hofmann Drive / Emporium Drive .......................................................................... 36
9.5.2 I2: Hofmann Drive / Noosa Civic Loop Road .............................................................. 36
9.5.3 I3: Hofmann Drive / Rene Street / Loading Dock Access ............................................ 37
9.5.4 I4: Emporium Drive / Main Street................................................................................ 38
9.5.5 I5: Hofmann Drive / Main Street ................................................................................. 39
10.0 Code Response ........................................................................................................ 41
11.0 Summary and Conclusions ..................................................................................... 42
Tables in Text
Table 1 Key Surrounding Roads ....................................................................................... 3
Table 2 Nearby Road Upgrade Projects ........................................................................... 4
Table 3 Local Public Transport Facilities .......................................................................... 6
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Section 5
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Table 4 Development Yield Summary............................................................................... 8
Table 5 Parking and Circulation Design Compliance Assessment .................................. 10
Table 6 Acceptable Outcome Car Parking Requirement – Lot 3 ..................................... 11
Table 7 Acceptable Outcome Car Parking Requirement – Lot 7 ..................................... 11
Table 8 Existing Representative Uses ............................................................................ 13
Table 9 Representative Uses Parking Demand Profiles – Thursday ............................... 14
Table 10 Representative Uses Parking Demand Profiles – Saturday ............................... 14
Table 11 Lot 3 Bicycle Parking Provision - Acceptable Outcome ...................................... 22
Table 12 Lot 7 Bicycle Parking Provision – Acceptable Outcome ..................................... 22
Table 13 VMU Bicycle Parking Provision .......................................................................... 22
Table 14 Lot 3 End of Trip Facilities – Acceptable Outcome ............................................. 23
Table 15 Lot 7 End of Trip Facilities – Acceptable Outcome ............................................. 23
Table 16 Noosa Business Centre Surrounding Development Assumptions ...................... 26
Table 17 Trip Rates and Calculated Trips for Noosa Business Centre Surrounding
Developments.................................................................................................... 27
Table 18 Noosa Civic Trip Generation – September 2023 ................................................ 28
Table 19 Noosa Civic Shopping Centre Door Count Data ................................................ 29
Table 20 Calibrated Traffic Generation for Expansion GLA .............................................. 30
Table 21 Retail (Shopping Centre) Use Drop-in Trips ....................................................... 31
Table 22 VMU Development – Trip Distribution ................................................................ 31
Table 23 Lot 1 Noosa Civic Shopping Centre – Trip Distribution ...................................... 32
Table 24 Surrounding Development (excl. Lots 2 & 10-16) – Trip Distribution .................. 32
Table 25 Surrounding Development (Lots 2 & 10-16 only) – Trip Distribution ................... 32
Table 26 Study Intersections Summary ............................................................................ 33
Table 27 DTMR GARID Intersection Performance Thresholds ......................................... 34
Table 28 Critical Delay Thresholds ................................................................................... 35
Table 29 I1: Hofmann Drive / Emporium Drive – SIDRA Outputs ..................................... 36
Table 30 I2: Hofmann Dr / Noosa Civic Loop Road – SIDRA Outputs .............................. 37
Table 31 I3: Hofmann Drive / Rene Street / Loading Dock Access– SIDRA Outputs ........ 38
Table 32 I4: Emporium Drive / Main Street – SIDRA Outputs ........................................... 39
Table 33 I5: Hofmann Drive / Main Street – SIDRA Outputs ............................................. 40
Figures in Text
Figure 1 Site Location – Regional Context ......................................................................... 2
Figure 2 Site Location – Local Context .............................................................................. 3
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Figure 3 Noosa Council Network Upgrades ....................................................................... 5
Figure 4 Local Public Transport ......................................................................................... 6
Figure 5 Local Bicycle Network.......................................................................................... 7
Figure 6 Proposed Development Entry Points ................................................................... 9
Figure 7 Thursday Parking – Component Demand Profiles for Lot 3 ............................... 15
Figure 8 Saturday Parking – Component Demand Profiles for Lot 3 ................................ 16
Figure 9 Thursday Parking – Component Demand Profiles for Lot 7 ............................... 16
Figure 10 Saturday Parking – Component Demand Profiles for Lot 7 ................................ 17
Figure 11 Cumulative Parking Demand Profiles – Lot 3 ..................................................... 18
Figure 12 Cumulative Parking Demand Profiles – Lot 7 ..................................................... 18
Figure 13 Proposed Internal Pedestrian & Cycle Links ...................................................... 21
Figure 14 Shopping Centre Traffic Generation Decay Curve ............................................. 30
Figure 15 Study Intersections ............................................................................................ 33
Figure 16 I1: Hofmann Drive / Emporium Drive – Existing and SIDRA Assessed Form ..... 36
Figure 17 I2: Hofmann Drive / Noosa Civic Loop Road – Existing and SIDRA Assessed Form
.......................................................................................................................... 37
Figure 18 I3: Hofmann Drive / Rene Street / Loading Dock Access – Existing and SIDRA
Assessed Form .................................................................................................. 38
Figure 19 I4: Emporium Drive / Main Street – Existing and SIDRA Assessed Form........... 39
Figure 20 I5: Hofmann Drive / Main Street – Existing and SIDRA Assessed Form ............ 40
Appendices
Appendix A Development Plan
Appendix B Swept Path Assessment
Appendix C Assessed Traffic Volumes
Appendix D Decay Curve
Appendix E Detailed SIDRA Outputs
Appendix F Council Code Responses
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Section 7
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SLR Project No.: 620.V30926
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1.0 Introduction
1.1 Context
SLR Consulting (Australia) Pty Ltd (SLR) has been engaged by Stockwell Development Group
Pty Ltd (Stockwell) to undertake a Traffic Impact Assessment (TIA) for the Noosa Village
Mixed Use Development (the Development or VMU) proposed to be located at 69 Hofmann
Drive, 46 Walter Hay Drive and 28 Eenie Creek Road, Noosaville. An updated concept plan
of the proposed development has been prepared by Buchan and is included at Appendix A.
The proposed Noosa Village Mixed Use Development is part of the integrated Noosa Business
Centre.
1.2 Planning Application
The Development Application (DA) seeks approval for a Material Change of Use (Multiple
dwelling, Short-term accommodation, Shopping Centre, Food and Drink Outlet, Shop, Office,
Health care service, Bar, Hotel, Theatre, Indoor Sport and Recreation, Research and
Technology) on the existing Lot 3 and Lot 7 on SP322201.
This Project will form part of an overall masterplan for the Noosa Business Centre (NBC) that
comprises the following:
Retail functions including shopping centres, full-line supermarket, specialty retail
shops, food and drink outlets such as cafes and restaurants, personal services and a
range of entertainment activities.
Commercial functions including office, business, medical and specialised educational
services and innovation activities.
Residential functions including multiple dwellings and short-term accommodation.
Under the Noosa Plan 2020 (planning scheme), the Development is situated within the ‘Major
Centre’ Zone, specifically within ‘Precinct 5 - Noosa Business Centre’, ‘Sub-precinct 5D –
Village Mixed Use’.
On 25 May 2023, the Development Application was submitted for the subject development.
Subsequent to this, Noosa Shire Council issued an Information Request (IR) requesting
amendments as part of a revised Traffic Impact Assessment (this document). In response, the
applicant has prepared a revised plan of development for the project. This revised TIA, has
been updated with consideration of the revised development plans (Appendix A) and
Council’s IR, dated 17 July 2023 with application reference: MCU23/0078.
1.3 Assessment Scope
This TIA report assesses the consistency of the development with Council and State planning,
and the impacts of the proposed development on the surrounding transport networks. The TIA
identifies the transport infrastructure required to support the development and provides an
assessment of the traffic and transport aspects of the development against the requirements
of Noosa Shire Council (Council or NSC).
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Section 8
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2.0 Subject Site
2.1 Site Context
The proposed mixed-use development is located within the Noosa Business Centre, situated
to the south-east of the existing Noosa Civic Shopping Centre, on land broadly described as
28 Eenie Creek Road, Noosaville, or defined as Lot 3 and Lot 7 according to the subdivision
plan (refer to the survey plan attached at Appendix B).
The site is bounded by an internal access road to the existing shopping centre to the north,
undeveloped land to the east and south, and Hofmann Drive and industrial uses to the west.
The location of the subject site in the context of the broader surrounds is shown on Figure 1
and local area on Figure 2.
Figure 1 Site Location – Regional Context
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Section 9
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Figure 2 Site Location – Local Context
2.2 Surrounding Road Network
Details of the key roads proximate to the proposed development shown in Figure 2 are
summarised in Table 1.
Table 1 Key Surrounding Roads
Posted
Road name Authority Classification Existing Form
speed
Dual carriageway with 2 lanes in each direction
Eenie Creek plus bicycle lanes, urban cross-section (kerb
Council Arterial 60km/h
Road and channel) including pedestrian and cycle
underpass
Hofmann 2-4 lanes, divided, bicycle lanes, urban cross-
Council Collector 50km/h
Drive section
Dual carriageway with 2 lanes in each direction
Walter Hay plus bicycle lanes, urban cross-section (kerb
Council Arterial 60km/h
Drive and channel) including pedestrian and cycle
underpass
2-4 lanes, divided, bicycle lanes, urban cross-
Rene Street Council Collector 50km/h
section
2.3 Road Network Planning
In order to ensure that the proposed development does not compromise the delivery of any
planned infrastructure works, Council’s Local Government Infrastructure Plan (LGIP) has
been reviewed to identify any projects within the vicinity of the site.
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Section 10
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Council advised SLR on 29 July 2022 that the “Noosa Traffic Study to 2036 – (Holland Traffic
Consulting 2016)” informs Council’s network planning for future road and intersection
upgrades. This study was prepared by Holland Traffic Consulting (HTC) in 2016 (referred as
‘HTC 2016 study’ herein), using SIDRA to analyse critical intersections to determine upgrade
works required for the road network in Noosa Shire up to the 2036 design scenario. The
specific upgraded intersection concepts contained within the HTC 2016 study have been
reviewed by SLR to understand the planned intersection improvements for the broader road
network.
In addition to intersection upgrades, the HTC 2016 study also recommended Council to
facilitate diversion of traffic on Eumundi Noosa Road to an alternative Emu Mountain Road /
Walter Hay Drive route. This diversion is encouraged so that existing and future heavy traffic
demands along Eumundi Noosa Road between Beckmans Road and Goodchap Street can
be alleviated.
Table 2 summarises the details of the works identified as part of this review. Indicative
locations of the works are illustrated on Figure 3.
Table 2 Nearby Road Upgrade Projects
Reference Description Timing Costs
Noosaville, Gibson Rd / Eumundi Noosa Rd –
R05 2021-2026 $86,739
Upgrade capacity
Noosaville, Walter Hay Dr / Eenie Creek Rd –
R09 2021-2026 $199,551
Upgrade capacity
Noosaville, Walter Hay Dr / Eumundi Noosa Rd –
R10 2021-2026 $28,750
Upgrade capacity
Noosaville, Eumundi Noosa Rd / Eenie Creek Rd –
R12 2021-2026 $338,952
Upgrade capacity
Noosaville, Gympie Tce – Eumundi Rd/Gibson Rd
R15 roundabout to Cloudsley St incl. Hilton Tce/Gympie 2017-2018 $696,730
Tce roundabout
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Section 11
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Figure 3 Noosa Council Network Upgrades
Importantly, it is noted that in addition to statutory planning, the Noosa Shire Business Centre,
which includes the subject site, is subject to two separate infrastructure agreements. The
infrastructure agreements established suites of road works both to the arterial and local road
network that were to be delivered as part of the earlier Stage 1 development by the developer
of the site. It is understood that these works were previously delivered as contemplated within
the infrastructure agreements.
2.4 Public Transport
The proposed development has reasonably good access to public transport as there are
several public transport services operating within the vicinity of the site. The nearest public
transport facilities to the project site are shown in Figure 4.
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Section 12
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Figure 4 Local Public Transport
Figure 4 indicates that there are several bus stops located within proximity of the project site,
providing connectivity to the public transport network in the wider surrounding area. The routes
that service these bus stops are summarised in Table 3.
Table 3 Local Public Transport Facilities
Stop ID Description Routes[1] Frequency
622 – Noosa Junction, Peregian Springs,
1 hour
Coolum, Airport, Maroochydore
628 – Parklands, Tewantin, Noosa Civic,
1 hour
Noosa Civic Shopping Noosa Junction
301499
Centre, Noosaville 629 – Tewantin, Noosa Civic, Noosa Heads,
1 hour
Noosa Junction
632 – Cooran, Pomona, Cooroy, Tewantin, 4 trips (Mon-Fri)
Noosa Civic, Noosa Junction 3 trips (Sat-Sun
[1]
The above excludes school bus services.
A 5,000m2 parcel of land to the immediate north of the Lot 3 project site is required, under the
historical approvals for the Noosa Business Centre, to be dedicated to Council for the delivery
of a public transport facility as soon as the subdivision works are complete. This is scheduled
to occur this year.
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Section 13
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2.5 Active Transport
2.5.1 Existing Pedestrian and Bicycle Network
The area surrounding the site has a well-established pedestrian and bicycle network. The
pedestrian and bicycle network includes existing footpaths and road crossings within the
Noosa Civic shopping centre and alongside all roads. As such, the project site is considered
to be well serviced by walkways and cycleways. Figure 5 shows the cycle routes in the vicinity
of the project site.
Further to the already constructed facilities, an active transport linkage for pedestrians and
cyclists to the immediate west of the subject site extending north/south will be delivered to
provide a key connection through the Noosa Business Centre and to external pedestrian and
bicycle pathways. It is noted that this key connection is covered by an easement for the
purpose of a pedestrian pathway.
Figure 5 Local Bicycle Network
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Section 14
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SLR Project No.: 620.V30926
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3.0 Development Overview
3.1 Proposed Development
The revised development plans prepared by Buchan, reproduced at Appendix A, identify that
the Project seeks approval for establishing a mixed-use precinct including retail, indoor
entertainment, cinema, commercial, residential uses and an arts precinct. The associated
yields of the proposed development, as shown in the development plans, are summarised in
Table 4 below:
Table 4 Development Yield Summary
Development Type Land Use Yield
Shop
Food & Drink Outlet
Village Mixed Use 7,500 m2 GFA
Office
Health Care Services
Bar & Dining Bar / Food & Drink Outlet 1,100 m2 GFA
Recreation Indoor Sport & Recreation 2,700 m2 GFA
Cinema Theatre 3,070 m2 GFA
Office
Business 3,000 m2 GFA
Health Care Services
Arts & Innovation Research & Technology 445 m2 GFA
Multiple Dwelling: 1 Bedroom, 1 Bath 17 Units
Multiple Dwelling: 2 Bedroom, 2 Bath 28 Units
Residential
Short Term Accommodation: 1 Bedroom, 1 Bath 48 Units
Short Term Accommodation: 2 Bedroom, 1 Bath 28 Units
From the total of 121 apartment units, 76 units will be for short-term accommodation purposes,
located solely within Lot 3. The remaining 45 units (19 on Lot 3, 26 on Lot 7) will be a mix of
1- and 2-bedroom apartments providing for longer term accommodation.
3.2 Site Access and Car Parking
Vehicular access to the Project will be provided by way of the two roundabouts located
immediately north and south of the “Main Street” that travels north south in parallel to Walter
Hay Drive. This private circulation street will link to the existing Noosa Civic shopping centre
access road from the north and to Hofmann Drive to the south. Entry points from the circulation
road to each lot are provided as outlined below:
A1 – All movements entry point, situated at the northern end of Main Street, to and
from Lot 3. 192 car parking spaces at the ground level are accessible from this entry
point. Service vehicles will also utilise this access point for loading activities at the
north-western corner of the site.
A2 – All movements entry point, situated at the northern end of Main Street, to and
from Lot 7. Vehicles are provided access to the 86 at-grade car parking spaces
proposed.
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A3 – All movements entry point, situated centrally along Main Street, to and from Lot
3. Vehicles are provided access to 444 car parking spaces within the basement level.
A4 – All movements entry point, situated at the southern end of Main Street, to and
from Lot 7. Vehicles are provided access to the 86 at-grade parking spaces proposed.
A5 – All movements entry point, situated at the southern end of Main Street, to and
from Lot 3. This driveway will be used by service vehicles accessing the loading dock
at the southern extents of the site.
The locations of the proposed vehicular entry points are shown in Figure 6.
Figure 6 Proposed Development Entry Points
The Project is expected to provide a total of 636 and 86 car parking spaces for Lot 3 and 7
respectively. Besides the parking spaces provided on the site, 28 parallel parking spaces are
proposed along the private circulation Main Street. This results in a total of 750 car parking
spaces, including 14 PWD spaces, for the proposed development.
3.3 Servicing
Two loading dock areas for servicing will be provided on Lot 3, one towards the northern
extents of the site, and another towards the southern development boundary. Swept path
assessments for both areas have been undertaken and demonstrates that access,
manoeuvring and loading can be accommodated within the site for the largest envisaged
service vehicles allowing for suitable clearances as specified in AS2890.2. The northern
loading dock has been designed to accommodate a Medium Rigid Vehicle (MRV). The
southern loading dock can accommodate 20m AVs associated with the major retail tenancy.
Lot 7 incorporates servicing facilities towards the northern extents which have been designed
to accommodate Medium Rigid Vehicles (MRV), as well as front-load Refuse Collection
Vehicles (RCV). Refer to Section 6 for further details.
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Section 16
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SLR Project No.: 620.V30926
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4.0 Design Consideration
4.1 Overview
A review of the traffic and transport related design elements for the development has been
undertaken against the following relevant documents:
Noosa Plan 2020 (planning scheme).
Australia Standard for Parking Facilities Part 1: Off-street car parking (AS2890.1).
Australian Standard for Parking Facilities Part 6: Off-street commercial vehicle facilities
(AS2890.2).
Australian Standard for Parking Facilities Part 6: Off-street parking for people with
disabilities (AS2890.6).
4.2 Access
Vehicular access to the proposed development will be facilitated by way of the two
roundabouts located immediately north and south of the “Main Street”. Five (5) entry points to
the main car park and servicing nodes, as discussed in Section 3.2 are proposed.
4.2.1 Queuing
Ample queue storage is provided between the north and south access points and the five (5)
entry points to the main car park and servicing nodes.
4.3 Car Parking and Circulation Layout
The proposed design of the internal car parking and vehicular circulation areas of Lot 3 and
Lot 7 have been assessed against the requirements of AS2890.1. The results of this
assessment are summarised in Table 5.
Table 5 Parking and Circulation Design Compliance Assessment
Item Requirements Comments
User Class 3A: 2.7m × 5.4m spaces with 6.2m aisles,
Parking area dimensions or 2.6m × 5.4m spaces with 6.6m aisles. Compliant
User Class 1: 2.4m x 5.4m with 6.2m aisles.
2.4m × 5.4m space, plus
PWD space dimensions Compliant
2.4m × 5.4m adjacent area.
Blind aisle dimensions Minimum 1m Compliant
Circulation lane width As per Table 2.2 of AS2890.1 Compliant
Ramps longer than 20m – 1 in 6 (16.7%) grade
Ramp grade Compliant
maximum
Access driveway width As per Table 3.1 and Table 3.2 of AS2890.1 Compliant
End spaces: 2.1m × 6.1m
Parallel spaces Compliant
Middle spaces: 2.1m × 6.4m
Table 5 indicates that the design of the car parking layout has been reviewed and is
considered appropriate.
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5.0 Parking Considerations
5.1 Car Parking Statutory Requirements
The acceptable outcome car parking provision specified for the subject development, as
outlined in Table 9.4.1.4 of the NSC’s Driveways and Parking Code (DPC), is detailed in Table
6 and Table 7 for Lot 3 and Lot 7 respectively.
Table 6 Acceptable Outcome Car Parking Requirement – Lot 3
Land Use Yield Planning Scheme Acceptable Parking
(Use Area) Outcome Rates Spaces
Lot 3
2
Retail 5,270m 1 space per 20m2 264
1 space per 20m2 of use area; or
3,070m2 or 1 space per 3 persons capable of being 154 or
Cinema
728 seats entertained at any one time whichever is the 243
greater
Bowling / Entertainment 1,500m2 1 space per 20m2 75
2 2
Gymnasium 1,200m 1 space per 20m 60
1,220m2 on ground floor, 1 space per 20m2 for the ground floor; and
Commercial and 1 space per 30m2 for the second and third 120
1,780m2 on second floor floors
1 space per 50m2 up to 500m2; and 1 space
Research & Technology 445m2 9
per 100m2 in excess of 500m2
Food & Drink Outlet 1,180m2 1 space per 20m2 59
Bar & Dining 1,100m2 1 space per 20m2 55
4 1-bedroom units 1 covered space up to 2 bedrooms and 2
Multiple Dwelling 9
5 2-bedroom units covered spaces for 3 or more bedrooms
Short-term 48 1-bedroom units 1 covered space up to 2 bedrooms and 2
76
Accommodation 28 2-bedroom units covered spaces for 3 or more bedrooms
Acceptable Outcome Total Supply 970
Total Provided (including along private circulating street) 664
Table 7 Acceptable Outcome Car Parking Requirement – Lot 7
Land Use Yield Planning Scheme Acceptable Parking
(Use Area) Outcome Rates Spaces
Lot 3
Retail 750m2 1 space per 20m2 38
Food & Drink Outlet 300m2 1 space per 20m2 15
13 1-bedroom units 1 covered space up to 2 bedrooms and 2
Multiple Dwelling 36
23 2-bedroom units covered spaces for 3 or more bedrooms
Acceptable Outcome Total Supply 89
Total Provided 86
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Table 6 and Table 7 collectively indicate that the development’s parking supply will be less
than the acceptable outcome with a shortfall of 306 spaces for Lot 3 and 3 spaces for Lot 7.
As such, a parking demand assessment, through an evidence-based approach, has been
undertaken, whereby the acceptable outcome parking rates have been adopted, in addition to
considering the different peak demand times of the proposed component uses making up the
proposed development. As an example, restaurant tenancies are typically busier in the
evening while traditional retail tenancies are either closed or trading at a lower intensity. This
approach accounts for the variabilities in demand across a temporal profile for each tenancy
and ensures parking provision is not delivered in surplus to the development’s needs. The
individual parking rates nominated as acceptable outcomes in the Planning Scheme do not
consider the variability in demand across an integrated mixed use development such as the
Noosa Village Mixed Use Development.
5.2 Parking Demand Assessment
5.2.1 Methodology
To further assess whether the proposed parking supply would be sufficient to accommodate
the demands generated by the new development, SLR has prepared a parking demand
assessment for consideration by Council. The methodology adopted for the assessment is
outlined as follows:
Step 1 – Identify Council Acceptable Outcome rates: As discussed in the previous
section.
Step 2 – Collect Google analytical data/profiles: Google analytical data was
collected for existing comparable uses that correspond to each of the proposed
tenancy types. This step informed an understanding of the likely trading intensity of
tenancy types across the day to establish a representative carpark utilisation profile
throughout the hours of operation.
Step 3 – Forecast parking demands for individual tenancy types: Estimate the
parking demands on a Thursday and Saturday of the proposed development by
extrapolating Google analytical data to establish a typical parking demand profile. For
example, the proposed cinema tenancy requires 243 parking spaces in accordance
with Council’s DPC. The carpark utilisation rate generated by the profile indicates that
only 11% of these spaces will be required to cater for the demands between 9-10am
on a typical Thursday morning. As a result, parking demands during this period for the
proposed cinema are approximately 27 spaces.
Step 4 – Combine parking demands from all proposed land uses: Given the nature
of the assessment, a 15% ‘factor of safety’ was applied to the parking demand profiles
to ensure conservativeness. These parking demand profiles were then combined to
obtain the peak parking demands of the proposed development.
Importantly, the above methodology was not applied to the proposed residential land use. SLR
assumed that the residential land use generates a constant demand of 121 spaces (across
both lot’s 3 and 7) and these parking spaces are fully occupied at all times. These car parking
spaces will be reserved for resident and short-term accommodation parking.
5.2.2 Existing Representative Uses and Trading Profiles
For undertaking Step 2 as described in Section 5.2.1, SLR sourced representative land use
trading profiles from Google analytical data for a typical Thursday and Saturday. Table 8
provides details of the selected existing uses sourced for informing the parking demand
assessment.
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Table 8 Existing Representative Uses
Land Use Referenced Site
Supermarket & Specialty Retail Woolworths Flagstone
Cinema Five Star Cinemas, Red Hill
Bowling & Entertainment Strike Bowling, Sunshine Coast
Office / Research & Technology Brisbane Technology Park, Eight Mile Plains
Bar and Dining Orleans Restaurant, Maroochydore
Gymnasium Anytime Fitness, Mount Gravatt East
Food and Drink Outlet Depot Noosa, Noosa
Importantly, the Research and Technology component use proposed as part of the
Development has been grouped with the Office use for assessing conservatively the temporal
demand patterns only, related to parking. Tenants that will be targeted for this space will
comprise local artists allowing for exhibiting their work.
Trading profiles for a typical Thursday and Saturday for the referenced sites as per Table 8
are presented in Table 9 and Table 10 overleaf.
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5.2.3 Forecasted Parking Demand Profiles
Figure 7 and Figure 8 show the results of the forecasted demands based on the trading
profiles for the individual land uses on a typical Thursday and Saturday for Lot 3, with Figure
9 and Figure 10 representing this information for Lot 7. Considering this data accounts for the
future parking demands of the VMU development more representatively.
Figure 7 Thursday Parking – Component Demand Profiles for Lot 3
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Figure 8 Saturday Parking – Component Demand Profiles for Lot 3
Figure 9 Thursday Parking – Component Demand Profiles for Lot 7
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Figure 10 Saturday Parking – Component Demand Profiles for Lot 7
5.2.4 Parking Demand Assessment Findings
Cumulative parking demands of the proposed development are illustrated in Figure 11 and
Figure 12, showing the peak parking demand of 654 spaces and 86 spaces (including the
additional factor of safety) for Lot’s 3 and 7 respectively, and is expected to occur on a
Saturday. This result is aligned with the typical profile of a shopping centre. Based on the
results, the proposed parking supply of 750 spaces is considered to be sufficient to cater for
the forecasted parking demand. Consequently, the proposed car parking provision is deemed
compliant with PO1 of Council’s DPC - Parking and manoeuvring Table 9.4.1.3 given the
results of the parking demand assessment presented herein.
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Figure 11 Cumulative Parking Demand Profiles – Lot 3
Figure 12 Cumulative Parking Demand Profiles – Lot 7
It is further noted that beyond accommodating anticipated parking demands, the proposed
approach to parking supply is considered to be consistent with Council’s strategic intent for
transport, as documented within the Noosa Plan 2020, which is to increase mode share for
active and public transport and reduce reliance on private vehicle travel. Providing fewer
parking spaces on-site supports Council’s strategic intent and will encourage active and public
transport use while reducing private vehicle use. Furthermore, the Village Mixed Use precinct
is proposed to consist of extensive end-of-trip facilities to further encourage active transport.
5.3 PWD Parking Provision
Acceptable Outcome 9 (AO9) of the DPC prescribes that parking spaces for Persons with a
Disability (PWD) are “provided at the rate specified in the current Australian Standards for
Parking Facilities. AS2890.6:2022: Off-Street Parking for People with Disabilities provides
design guidance for PWD parking, however, remains silent regarding the number of spaces
to provide. As such, SLR have referenced the National Construction Code 2022 Volume 1 –
Building Code of Australia (BCA), which stipulates PWD parking requirements for a building
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based on its building class. Section D4D6 of the BCA states the following for each building
class:
Shopping Centre (Class 6): 1 PWD space for every 50 car parking spaces or part
thereof (for up to 1,000 parking spaces).
Commercial (Class 5): 1 space for every 100 car parking spaces or part thereof.
Short-term accommodation (Class 1b): No specific requirement.
Multi-unit residential (Class 2): No specific requirement.
Reflective of the above, the following PWD parking provisions are required for the proposed
development:
Lot 3:
According to the proportionate GFA of shopping centre and commercial land uses, PWD
spaces should be provided as follows:
Shopping Centre (inclusive of Bar, Dining, Leisure, Cinema, Arts and Innovation) =
13,765 / (13,765 + 3,000) = 82%
Commercial = 3,000 / (14,815 + 3,000) = 18%
According to the BCA, the Lot 3 should provide:
Shopping Centre = 636 x 1 / 50 x 82% = 11
Commercial = 636 x 1 / 100 x 18% = 2
Total PWD spaces required for Lot 3 = 13
The development proposes 13 PWD parking spaces on Lot 3 which is considered compliant
to BCA requirements.
Lot 7:
According to the BCA, Lot 7 should provide:
Shop = (86-36) x 1 / 50 = 1
Total PWD spaces required for Lot 7 = 1 space.
The development proposes 1 PWD parking space on Lot 7 which is considered compliant to
BCA requirements.
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6.0 Servicing Considerations
6.1 Statutory Requirements
Servicing provision for the subject development is not specified within NSC’s Noosa Plan
2020. Thus, AS2890.2: Off-street Commercial Vehicle Facilities has been referred to.
Section 3.3 of this report describes the provision of loading bays and the service vehicles
these loading areas are designed to accommodate. In summary, the development will provide:
Lot 3:
Northern loading dock: Designed to accommodate MRVs.
Southern loading dock: Designed to accommodate 20m AVs for servicing the major
retail tenancy.
Lot 7:
Northern loading / refuse area: Designed to accommodate RCVs and MRVs.
A swept path assessment demonstrating compliance with AS2890.2 has been undertaken and
is provided at Appendix C for reference.
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7.0 Active Transport Considerations
7.1 Pedestrian and Cycle Facilities
The private circulation street referred to as ‘Main Street’ travelling north-south between Lot 3
and Lot 7 will provide footpaths within both verges. Development plans depict pedestrian
connections through both allotments to these footpaths, located centrally, and align with a
proposed raised pedestrian crossing for safe crossing between the two lots.
The development will consist of an open space area, noted as ‘Village Green’ within Lot 3
which is intended to facilitate pedestrian movement in an east-west orientation, allowing for
access to/from Lot 7, and the existing Noosa Civic shopping centre via a proposed pedestrian
bridge for traversing the open space area to the west referred to as ‘Covenant J’. Additionally,
along the western side of the development, key pedestrian and cyclist movement will be
facilitated through the provision of a shared path connecting Hofmann Drive (south) to the
Transit Hub (north). Figure 13 presents the locations of these proposed pedestrian and cycle
facilities within the development layout.
Figure 13 Proposed Internal Pedestrian & Cycle Links
7.2 Bicycle Parking
7.2.1 Statutory Requirements
Bicycle parking acceptable outcome for the proposed development is specified within Table
9.4.1.4 of NSC’s Driveways and Parking Code. The required bicycle parking provision rates
and the development yield assumptions are summarised in Table 11 and Table 12 for Lot 3
and 7 respectively.
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Table 11 Lot 3 Bicycle Parking Provision - Acceptable Outcome
Land Use Yield Planning Scheme Acceptable Outcome Spaces
1 space per 2 dwellings/accommodation
Accommodation activity 85 43 spaces
units
Business / Community /
17,815m2 1 space per 50m2 up to 500m2 and 1
Entertainment / 45 spaces
GFA space per 500m2 in excess of 500m2
Recreation activity
Total Required 88 spaces
Table 12 Lot 7 Bicycle Parking Provision – Acceptable Outcome
Land Use Yield Planning Scheme Acceptable Outcome Spaces
1 space per 2 dwellings/accommodation
Accommodation activity 36 18 spaces
units
Business / Community /
1 space per 50m2 up to 500m2 and 1
Entertainment / 1,050m2 GFA 12 spaces
space per 500m2 in excess of 500m2
Recreation activity
Total Required 30 spaces
7.2.2 Bicycle Parking Provision
The development proposes bicycle parking as described within Table 13.
Table 13 VMU Bicycle Parking Provision
Lot Breakdown Spaces
Public Bicycle Rack 44
Lot 3
End of Trip Secure Storage 62
Lot 7 Public Bicycle Rack 12
Total 118 spaces
As described within Table 13, the development provides bicycle parking spaces at the rates
specified under Council’s DPC acceptable outcome when considering Lot 3 and Lot 7 bicycle
parking provision together. When reviewing Lot 7 in isolation however, it is evident there is a
shortfall of 18 spaces. The intent of the design is to provide all residential bicycle parking as
secure bicycle parking spaces within the basement of Lot 3, for residents on Lot 7 to also
utilise. These 62 spaces will be dispersed throughout the basement in proximity to residential
lobbies Further details regarding end of trip provision are provided within the subsequent
sections.
7.3 End of Trip Facilities
7.3.1 Statutory Requirements
The End of Trip (EoT) Cycle Facilities provision for the subject development as specified by
Table 9.4.1.4 of NSC’s Driveways and Parking Code is detailed in Table 14 and Table 15 for
Lot 3 and 7 respectively.
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Table 14 Lot 3 End of Trip Facilities – Acceptable Outcome
Land Use Planning Scheme Acceptable Outcome Spaces
Where five or more bicycle spaces are
required, end of trip cycle facilities are 44 lockers
All uses where not in conflict provided at the following rate:
with QDC MP4.1 for major 9 shower cubicles
One locker per two bicycle space; and with ancillary
developments
One shower cubicle with ancillary change change room
room per ten bicycle spaces or part thereof
Table 15 Lot 7 End of Trip Facilities – Acceptable Outcome
Land Use Planning Scheme Acceptable Outcome Spaces
Where five or more bicycle spaces are
required, end of trip cycle facilities are 15 lockers
All uses where not in conflict provided at the following rate:
with QDC MP4.1 for major 3 shower cubicles
One locker per two bicycle space; and with ancillary
developments
One shower cubicle with ancillary change change room
room per ten bicycle spaces or part thereof
It is important to note that Council’s DPC Acceptable Outcome bicycle parking rates do not
make a distinction between different types of development and the practicalities of users of
uses such as shops and supermarkets commuting to/from the development on a bicycle, nor
do they make a distinction between employee and visitor bicycle parking.
The QDC clearly acknowledges that the greatest opportunity for use of bicycle parking and
associated EOT facilities are for use by workers and residents. On this basis, the proposed
mixed-use development will generate little bicycle parking demand by shoppers and patrons
more generally, and it is envisaged that the primary generator of bicycle demands within this
major development will be workers and residents. Despite this, Stockwell has provided the
number of bicycle parking spaces identified in Council’s DPC for the mixed use development,
which is considered to be more than adequate to meet the needs of the community.
Given that the demand for bicycle parking in the proposed development will be largely
generated by workers and residents, the EOT facilities have been designed as per the
commentary provided in Section 7.3.2 below.
7.3.2 End of Trip Facilities Provision
The design intent for end of trip facilities across the development is provided in further detail
as follows:
Commercial, Cinema, Gym and Supermarket EOT facilities to be provided within the
respective tenancies, as has occurred in the Medihub development on Lot 22.
Stockwell will include requirements in the tenancy lease agreements for the provision
of shower, change and locker facilities sufficient for their staff, in accordance with the
requirements of the Queensland Development Code (QDC).
Retail and Entertainment tenancy staff to be provided EOT facilities within the public
areas as a secured, co-located building with access provided via swipe card.
The Retail and Entertainment use total GFA equates to 4,340m2 which requires 19 bicycle
parking spaces according to Council’s DPC acceptable outcome rates. 19 bicycle parking
spaces requires two (2) shower cubicles with ancillary change rooms and 10 lockers.
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The development proposes four (4) secure showers including ancillary change rooms (2 Male
and 2 Female) for staff of the Retail and Entertainment tenancies. There will be no lockers
provided as storage for personal belongings can be provided within the tenancies. These
facilities will be co-located with the public amenities, two showers with change rooms on the
northern side of the Village Green two on the southern side of the Village Green.
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8.0 Assessed Traffic Demands
8.1 Existing Traffic Demands
In order to ascertain the existing traffic demands on the study road network, Austraffic were
commissioned by SLR to conduct traffic surveys at the study intersections I1 to I4 shown in
Figure 15. The surveys were carried out during the weekday PM (3pm to 7pm) and Saturday
midday (10am to 2 pm) peak periods on Thursday 5 May 2022 and Saturday 7 May 2022
respectively.
In reviewing the survey data, it was observed that the peak hour traffic conditions occurred at:
Thursday PM (PM): 3:15pm to 4:15pm;
Saturday midday (SAT): 11:15am to 12:15pm.
The assessed traffic volumes are included at Appendix D.
8.2 Background Traffic Growth
The HTC 2016 Study has adopted a growth rate of 0.8% per annum from 2015 to 2036 across
the Noosa Shire network. The study forecasted the population projections within the Noosa
Shire according to 2011 census data, which resulted in an average of 0.83% per annum.
Applying this growth rate would be appropriate for the external road network consisting of
Eenie Creek Road, Walter Hay Drive and Eumundi Noosa Road, however, the traffic analysis
presented herein assesses the internal road network for Lot 3 and Lot 7 only, consisting of
Hofman Drive and the privately owned road network. As such, traffic growth has not been
applied within the assessed local road network. Future developments within the Noosa
Business Centre precinct will contribute to traffic increasing on this internal road network.
Therefore, the traffic expected to be generated by the surrounding future developments, as
envisaged by the Noosa Plan 2020, within the Noosa Business Centre precincts, have been
incorporated and is described in further detail within Section 8.5
8.3 Noosa Business Centre Precinct Developments
The wider area of the Noosa Business Centre precinct has been considered as part of this
investigation. A summary of the surrounding future developments envisaged by Council’s
Local Plan Area map, with consideration of pending and recently approved development
applications, are provided in Table 16 below.
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Table 16 Noosa Business Centre Surrounding Development Assumptions
Plot Ratio Approved GFA / Adopted
Anticipated Lot Area
Lot (Noosa Plan Estimated Yield Year of
Land Use (m2)
2020) (m2) Opening
Approved – Under Construction
Medical Before or by
22 N/A N/A 2,170
Centre 2026
Before or by
17-19 Residential N/A N/A 90 apartments
2026
Proposed – Under Application (Stage 2)
Bulky Before or by
2 N/A N/A 3,702
Goods 2026
96 Children + 15 Before or by
4 Childcare N/A N/A
Staff 2026
After 2026,
1 (Stage 2) Retail N/A N/A 6,500
Before 2037
Future Development – Not Under Application
5 and 6 Business 0.8 4,562 3,649.6 After 2026,
8 and 9 Park 0.8 6,430 5,144 Before 2037
10 4,686 2,405.8
11 4,967 2,490.1
0.8 up to and
12 7,943 3,390.1
including
Innovation After 2027,
13 2,000m2; and 0.3 4,078 2,223.4
Area Before 2037
in excess of
14 2,000m2 3,951 2,185.3
15 4,159 2,247.7
16 4,428 2,328.4
Business After 2027,
21 0.8 3,820 3,056
Park Before 2037
Open
23 Space & N/A N/A N/A N/A
Recreation
24 Excluded – to be dedicated to Council
Peak hour traffic demands for the Noosa Business Centre surrounding developments are
forecasted based on the following traffic generation data sources and are summarised in
Table 17:
Bulky Goods – The 85th percentile traffic generation rate for a ‘Retail Bulk Warehouse’
use was calculated from the respective Weekday PM and Saturday midday peak hour
data from the QLD Open Data source. Adopting the Saturday peak hour rate resulted
in a conservate trip generation rate of 10.4 trips per 100m2 GFA. This is higher than is
typically adopted for this development type, however, this rate has been adopted for
inherently applied conservatism, this would tend to over represent the traffic generation
potential of this component use.
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Retail – The retail component of Lot 1 is planned to be connected to Lot 3 with a
pedestrian walkway and therefore functioning as one shopping centre. As a result, the
trips expected to be generated by the retail component of Lot 1 was included in the
calculations of Lot 3 and is addressed in Section 8.4.
Commercial Use – The 85th percentile traffic generation rate for an ‘Office Park’ use
was calculated from the respective Weekday PM and Saturday midday peak hour data
from the QLD Open Data source.
Residential Area – Adopted as the traffic generation rates provided for a ‘High density
residential flat dwellings’ use in the Road and Maritime Service’s (RMS) Guide to
Traffic Generating Developments Technical Direction TDT (2013/04a) (GTGD 2013).
Childcare – Traffic Impact Statement: Noosaville Childcare Centre Lot 4, Noosa
Business Centre by SLR, dated March 2023. The average traffic generation rate for a
‘Childcare’ use was calculated from the respective Weekday PM peak hour data from
the QLD Open Data source.
Business Park - Trip Rate obtained from Table SC3.1.3 from the Noosa 2020 Plan
for Commercial land use in accordance with the associated LGIP development type,
i.e., “Major Centre Zone – Noosa Business Centre, Business Park & Business
Precinct”. No weekend trip rate is listed in Table SC3.1.3. Therefore, the weekend trip
rate was obtained from QLD Open Data, as explained previously in this section.
Innovation Area - Trip Rate obtained from Table SC3.1.3 from the Noosa 2020 Plan
for Commercial in accordance with the associated LGIP development type. No
weekend trip rate available in Table SC3.1.3 from the Noosa 2020 Plan, i.e., “Major
Centre Zone – Noosa Business Centre, Innovation Precinct”. Therefore, the weekend
trip rate was obtained from QLD Open Data, as explained previously in this section.
Medical Centre - The 85th percentile traffic generation rate for a ‘Medical Centre’ use
was calculated from the respective Weekday PM and Saturday midday peak hour data
from the QLD Open Data source.
Table 17 Trip Rates and Calculated Trips for Noosa Business Centre Surrounding
Developments
Weekday PM Peak Saturday Midday Peak
Lot Land Use Units Trips Trips
Trip Rates Trip Rates
Generated Generated
2 Bulky Goods Trips / 100 5.94 220 10.4 385
1 Retail m2 GFA 7.7 355 6.02 221
4 Childcare Trips / child 0.63 59 0 0
5, 6 2.4 88 0.1 4
Business Park Trips / 100
8, 9 m2 GFA
2.4 123 0.1 5
10-16 Innovation Area 2.4 414 0.1 17
17-19 Residential Trip / unit 0.65 59 0.65 59
Trips / 100
21 Business Park m2 GFA 2.4 73 0.1 3
Trips / 100
22 Medical Centre m2 GFA 5.1 112 2.9 62
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The Noosa Business Centre surrounding development traffic has been assigned to the road
network on a site by site basis influenced by the proximity to the external road network such
as Walter Hay Drive and Eenie Creek Road. Refer to Section 8.5 for further details. The
resulting trip assignment for the anticipated developments are shown in the traffic flow
diagrams in Appendix C.
8.4 Development Traffic Demands
8.4.1 Retail (Shopping Centre) Use - New Trips
8.4.1.1 Existing Shopping Centre – Trip Generation
To determine a suitable trip generation rate to apply to the Village Mixed Use component of
the development, SLR commissioned traffic counts to be undertaken at key vehicle access
locations surrounding the existing Noosa Civic shopping centre. These counts were
undertaken on Saturday 23 September 2023 and Thursday 28 September 2023. These dates
were specifically selected to capture existing traffic demands during the school holidays in
response to Council’s Information Request. From this, SLR were able to determine a
representative trip generation rate by understanding the centre’s existing GFA. For the
Thursday PM and Saturday peak hour periods, the trip generation rates determined are
provided in Table 18.
Table 18 Noosa Civic Trip Generation – September 2023
Land Use GFA (m2) Peak Hour Traffic Peak Hour Trip Rate
Volumes (trips/100m2 GFA)
(vph)
Noosa Civic (excl.
24,430
Showrooms)
Commercial 2,030 (excludes Commercial
attached to shopping centre) Thursday PM: 8.47
Thursday PM: 1,768
Saturday: 7.32
Service Station 1,155 Saturday: 1,529
Gymnasium 365
Total Shopping 24,430 - 2,030 - 1,155 - 365
Centre = 20,880
In addition to this data, Stockwell provided SLR with Noosa Civic’s shopping centre door count
data for the last 12 months (2 November 2022 to 31 October 2023). SLR then observed the
yearly trading profile of the shopping centre, noting the busiest time of year occurring in
December 2022, as expected. From this annual profile, SLR calculated the 85th percentile
daily patronage values for Thursdays and Saturdays and applied an adjustment factor to the
September trip rates as per Table 18 to accurately determine a suitable trip generation rate
for adopting within the Village Mixed Use operational assessment conducted herein. Table 19
provides the adjustment factors ascertained through comparing with the 85th percentile daily
patronage from the 12-month door count data reviewed.
28
Section 35
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Table 19 Noosa Civic Shopping Centre Door Count Data
Saturday Adjustment Factor 1.03
Thursday Adjustment Factor 1.06
Finally, the adjusted trip generation rates which form the basis for the Village Mixed Use
operational assessment are as follows:
Thursday PM Peak Hour:
Thursday PM Adjusted Trip Generation: 1,768 x 1.06 = 1,880vph
Thursday PM Adjusted Trip Rate = (1,880 / 20,880) x 100 = 9.00 trips / 100m2 GFA
Saturday Midday Peak Hour:
Saturday Midday Adjusted Trip Generation: 1,529vph x 1.03 = 1,574vph
Saturday Midday Adjusted Trip Rate = (1,574 / 20,880) x 100 = 7.54 trips / 100m2
GFA
8.4.1.2 Village Mixed Use – Trip Generation
The trip generation rates established above have been adopted for determining trip generation
of the Village Mixed Use development.
It is important to note, that the traffic generation rate of a retail centre does not linearly increase
as GFA increases. That is, as the total GFA of a shopping centre increases, the centre’s
catchment area still remains the same, and in turn, the traffic generation of the centre is limited.
This results in the floor area of an expanded centre generating traffic at a decreasing rate as
the size of the centre increases.
To account for this phenomenon, SLR has adopted the traffic generation rate decay profile
outlined in the Pre-Construction Process Manual prepared by the Department of Transport
and Main Roads (TMR). The adopted decay curves, adjusted to the existing traffic volumes
and trip rates, as detailed in Section 8.4.1.1, are illustrated on Figure 14. The standard decay
curve values and the adjusted trip rates representing the Noosa Shopping Centre decay curve
are provided in Appendix D. The Decay Curve for the weekday PM Peak Trip Rate curve was
adjusted by +0.42 and the Saturday Midday Peak Trip Rate Curve was adjusted by -2.48.
The proposed Lot 1 Retail Stage 2 development has been assumed to commence operations
from 2027, and as a result, does not influence the VMU decay curve assessment with an
adopted year of opening of 2026. However, when considering the surrounding development
trip generation, the Lot 1 Retail Stage 2 development has been incorporated. The resulting
trip rates considering the increase in GFA across the overall shopping centre is presented in
Table 20.
29
Section 36
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Figure 14 Shopping Centre Traffic Generation Decay Curve
Table 20 Calibrated Traffic Generation for Expansion GLA
Weekday PM Peak Saturday Midday Peak
Combined
Location Yields m2 Trip Rate Trip Trip Rate Trip
Trips Trips
(GFA) (vph/100 Increas (vph/100 Increas
(vph) (1) e (vph) (1) e
m2) m2)
Lot 1 - Existing 20,880 9.00 1,880 7.54 1,574
Lot 3/7 - VMU 28,380 8.21 2,330 451 6.61 1,877 303
Lot 1 - Stage 2
34,880 7.70 2,685 355 6.02 2,098 221
Retail
1. Interpolated from the Noosa Shopping Centre Adjusted Decay Curve
8.4.2 Retail (Shopping Centre) Use Drop-in Trips
When considering trips generated by the development, it is important to consider that not all
trips are new to the local road network. Traffic that already exists on the road network should
be discounted to account for the ‘drop-in’ component, which is detailed within Austroads Guide
to Traffic Management Part 12, as follows:
Diverted drop-in trips: A linked trip from an origin to a destination that has made a
significant network diversion to use the new development.; and
Undiverted drop-in trips: A linked trip from an origin to a destination that previously
passed the development site. It is also referred to as a pass-by trip and the new
development is an intermediate stop on a trip that is made from an origin to a
destination.
30
Section 37
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SLR have considered the guidance provided within Austroads and have applied it to the
context of the Noosa Civic development. Considering that the analysis extents only cover the
local road network, the assessment undertaken herein only considers the undiverted drop-in
trips. Diverted drop-in trips have been assumed to occur on the wider road network and
therefore, would appear within the local road network as new trips. The adopted drop-in trip
rates are further summarised in Table 21.
Table 21 Retail (Shopping Centre) Use Drop-in Trips
Cumulative Adopted Adopted
Yield m2 Trip Segmentation According to
Location New Drop-in
Development Size Rate
(GLA) Trips
Existing
Shopping Centre 20,880 N/A N/A N/A N/A
– Lot 1
63% new trips.
18% diverted drop-
Future Retail –
28,380 >20,000m2 in trips. 81% 19%
Lot 3
19% undiverted
drop-in trips.
8.5 Trip Distribution
New trips to the proposed development have been distributed to the surrounding road network
based on economic data provided by Stockwell. Table 22 presents the distribution
percentages provided and adopted within the operational assessment conducted herein.
Subsequent tables provide the distribution assumptions adopted for the surrounding
developments.
Table 22 VMU Development – Trip Distribution
Provided
Direction Description
Percentages
To/from the north utilising Hofmann Drive to
North (Hofmann Drive)
access/egress the site.
20%
To/from the north, utilising Walter Hay Drive to
North (Walter Hay Drive)
access/egress the site.
55%
To/from the south utilising Walter Hay Drive to
South (Walter Hay Drive) 25%
access/egress the site.
Total 100%
31
Section 38
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Table 23 Lot 1 Noosa Civic Shopping Centre – Trip Distribution
Provided
Direction Description
Percentages
West then North To/from the north utilising Hofmann Drive to
(Hofmann Drive) access/egress the site via Noosa Civic Loop Road.
30%
To/from the north, utilising Hofmann Drive to
North (Hofmann Drive)
access/egress the site via Emporium Drive.
40%
East then North/South To/from the north or south utilising Walter Hay Drive to
(Walter Hay Drive) access/egress the site via Emporium Drive.
30%
Total 100%
Table 24 Surrounding Development (excl. Lots 2 & 10-16) – Trip Distribution
Provided
Direction Description
Percentages
To/from the north utilising Hofmann Drive to
North (Hofmann Drive)
access/egress each site.
30%
To/from the north, utilising Walter Hay Drive to
North (Walter Hay Drive)
access/egress each site.
45%
To/from the south utilising Walter Hay Drive to
South (Walter Hay Drive)
access/egress each site.
25%
Total 100%
Table 25 Surrounding Development (Lots 2 & 10-16 only) – Trip Distribution
Provided
Direction Description
Percentages
To/from the north utilising Hofmann Drive to
North (Hofmann Drive)
access/egress each site.
0%
To/from the north, utilising Walter Hay Drive to
North (Walter Hay Drive)
access/egress each site.
70%
To/from the south utilising Walter Hay Drive to
South (Walter Hay Drive)
access/egress each site.
30%
Total 100%
32
Section 39
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
9.0 Operational Assessment
9.1 Study Locations
Detailed analysis has been undertaken at the intersections shown on Figure 15 and
summarised in Table 26, noting that the broader road network has been considered as part
of the prior infrastructure agreement process.
Figure 15 Study Intersections
Table 26 Study Intersections Summary
ID Intersection Form Authority
Priority Control:
I1 Hofmann Dr / Emporium Dr Council
Roundabout
Priority Control:
I2 Hofmann Dr / Noosa Civic Loop Rd Council
Roundabout
Hofmann Dr / Rene St / Noosa Civic Loading Priority Control:
I3 Council
Access Roundabout
Priority Control:
I4 Emporium Dr / Main St / Private Rd Private
Roundabout
Hofmann Dr / Main St / Innovation Precinct Priority Control:
I5 Council
Loop Rd Roundabout
33
Section 40
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
9.2 Assessment Software
The study intersections were analysed for each of the aforementioned scenarios using SIDRA
Intersection 9 software (SIDRA). SIDRA is an industry recognised analysis tool used to
estimate the capacity and operational performance of intersections based on a variety of input
parameters including geometrical data and traffic volumes. SIDRA provides an estimate of an
intersection’s operation by reporting a number of numerical outputs including Degree of
Saturation (DOS), queues and delays.
9.3 Performance Criteria
9.3.1 Intersection Performance Thresholds
DOS thresholds, as defined in Guidelines for Assessment of Road Impacts of Development
(GARID) 2006, have been used to understand the operational performance of an intersection.
Whilst it is noted that these thresholds are no longer adopted by the GTIA, these parameters
are still considered to be relevant and appropriate for assessing the capacity and performance
of an intersection, particularly when assessing its operational performance under existing
conditions. The DOS thresholds, as defined by the GARID, are presented in Table 27 below.
Table 27 DTMR GARID Intersection Performance Thresholds
Intersection Type 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
DOS values exceeding the thresholds presented in Table 27 indicate that the intersection is
nearing its practical capacity, and therefore, road users are likely to experience rapidly
increasing delays and queuing. Mitigation works may be required to maintain satisfactory
operation at such a point.
9.3.2 Critical Delay
The RMS (now TfNSW) Guide to Traffic Generating Developments (2002) recommends that
the average delay statistic for the critical movement provides a better indication of intersection
performance and safety for roundabouts and priority-controlled intersections than DOS. A
summary of the delay thresholds recommended by TfNSW is provided in Table 28
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Section 41
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Table 28 Critical Delay Thresholds
LOS Description Critical Delay (sec/vehicle)[1]
A Good operation < 14 sec
Acceptable delays and spare
B 15 - 28 sec
capacity
C Satisfactory 29 - 42 sec
D Near capacity 43 - 56 sec
At capacity, requires other
E 57 - 70 sec
control mode
[1] For traffic signals, the average delay of all movements should be reported. For roundabouts and priority-control intersections, the highest
average delay of the critical movement should be reported.
9.4 Assessment Scenario
9.4.1 Assumptions
For the purpose of the traffic assessment conducted herein, the year of opening of the
proposed development has been assumed to be 2026. A 10-year design horizon of 2036 has
therefore been adopted.
Importantly, Stockwell has advised that it is unlikely that the balance land throughout the
Noosa Business Centre will have been developed within the 2036 design horizon. For the
purposes of this assessment, the analysis has assumed that the Noosa Business Centre is
fully developed in order to demonstrate that the key internal intersections will operate
satisfactorily in this circumstance.
9.4.2 Assessment Scenarios
The operational performance of the impact road network has been considered for the following
assessment scenarios:
2023 ‘Baseline’: to establish existing operational conditions. Using the intersection
survey data obtained from May 2022 as a base, applies a growth factor to through
movements along Hofmann Drive and includes conservative estimates of traffic
volumes for I4 and I5 (in the absence of intersection survey data) to create a present
day baseline.
2026 ‘Baseline’: to establish the operational performance of the road network in the
absence of the development at the year of opening. Includes further growth for
Hofmann Drive plus the addition of surrounding developments that’s anticipated to be
opened by this year.
2026 ‘Baseline with Development’: to identify the impact of the traffic generated by the
development at the year of opening.
2036 ‘Baseline’: to establish the operational performance of the road network in the
absence of the development at the 10-year design horizon. Includes further growth for
along Hofmann Drive plus includes additional surrounding development that’s
anticipated to be opened by this year.
2036 ‘Baseline with Development’: to identify the impact of the traffic generated by the
development at the 10-year design horizon.
35
Section 42
21 November 2023
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Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
The operation of the intersections within the identified impact assessment area have been
assessed for the Thursday PM and Saturday midday peaks.
9.5 Intersection Assessment
9.5.1 I1: Hofmann Drive / Emporium Drive
The Hofmann Dr / Emporium Dr Roundabout is an existing 3-leg roundabout. The existing
layout and SIDRA assessed intersection form are shown in Figure 16. The results of the
SIDRA assessment are presented in Table 29. Detailed SIDRA outputs are provided at
Appendix E.
Figure 16 I1: Hofmann Drive / Emporium Drive – Existing and SIDRA Assessed Form
Table 29 I1: Hofmann Drive / Emporium Drive – SIDRA Outputs
Weekday PM Peak Saturday PM Peak
Scenario Critical Delay th
95 %ile Critical Delay 95th %ile
DOS DOS
(sec) Queue (m) (sec) Queue (m)
Baseline
2023 0.46 13 24 0.59 17 42
2026 0.49 13 27 0.62 18 48
2036 0.64 16 49 0.72 22 67
Baseline with Development
2026 0.59 15 41 0.73 21 68
2036 0.75 19 74 0.83 27 100
The results of the analysis summarised in Table 29 shows that the existing intersection form
is expected to perform within the adopted performance thresholds for all assessed scenarios.
9.5.2 I2: Hofmann Drive / Noosa Civic Loop Road
The Hofmann Drive / Noosa Civic Loop Road is an existing 3-leg roundabout. The existing
layout and SIDRA assessed intersection form are shown on Figure 17. The results of the
SIDRA assessment are presented in Table 30. Detailed SIDRA outputs are provided at
Appendix E.
36
Section 43
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Figure 17 I2: Hofmann Drive / Noosa Civic Loop Road – Existing and SIDRA Assessed
Form
Table 30 I2: Hofmann Dr / Noosa Civic Loop Road – SIDRA Outputs
Weekday PM Peak Saturday Midday Peak
Scenario Critical Delay 95%tile Critical Delay 95%tile
DOS DOS
(sec) Queue (m) (sec) Queue (m)
Baseline
2023 0.34 14 16 0.35 14 17
2026 0.36 14 17 0.36 14 17
2036 0.42 14 22 0.39 15 19
Baseline with Development
2026 0.45 14 24 0.42 14 22
2036 0.52 15 30 0.44 15 23
The results of the analysis summarised in Table 30 shows that the existing intersection form
is expected to perform well within the adopted performance thresholds for all assessed
scenarios.
9.5.3 I3: Hofmann Drive / Rene Street / Loading Dock Access
The Hofmann Drive / Rene Street / Loading Dock Access is an existing 4-leg roundabout
intersection. The existing layout and SIDRA assessed intersection form are shown on Figure
18 below. The results of the SIDRA assessment are presented in Table 31 below. Detailed
SIDRA outputs are provided at Appendix E.
37
Section 44
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Figure 18 I3: Hofmann Drive / Rene Street / Loading Dock Access – Existing and SIDRA
Assessed Form
Table 31 I3: Hofmann Drive / Rene Street / Loading Dock Access– SIDRA Outputs
Weekday PM Peak Saturday Midday Peak
Scenario Critical Delay 95%tile Critical Delay 95%tile
DOS DOS
(sec) Queue (m) (sec) Queue (m)
Baseline
2023 0.22 11 10 0.22 10 9
2026 0.24 11 11 0.23 10 10
2036 0.26 11 12 0.23 10 10
Baseline with Development
2026 0.28 11 13 0.26 11 12
2036 0.30 11 14 0.26 11 12
The results of the analysis summarised in Table 31 shows that the existing intersection form
is expected to perform well within the adopted performance thresholds for all assessed
scenarios.
9.5.4 I4: Emporium Drive / Main Street
The Emporium Drive / Main Street intersection is an existing 3-leg roundabout intersection.
The existing layout and SIDRA assessed intersection form are shown on Figure 19. The
results of the SIDRA assessment are presented in Table 32. Detailed SIDRA outputs are
provided at Appendix E.
38
Section 45
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Figure 19 I4: Emporium Drive / Main Street – Existing and SIDRA Assessed Form
Table 32 I4: Emporium Drive / Main Street – SIDRA Outputs
Weekday PM Peak Saturday Midday Peak
Scenario Critical Delay 95%tile Critical Delay 95%tile
DOS DOS
(sec) Queue (m) (sec) Queue (m)
Baseline
2023 0.08 12 3 0.08 12 3
2026 0.17 13 7 0.20 13 9
2036 0.21 13 10 0.22 13 10
Baseline with Development
2026 0.33 13 17 0.31 13 16
2036 0.37 13 20 0.34 13 17
The results of the analysis summarised in Table 32 shows that the existing intersection form
is expected to perform well within the adopted performance thresholds for all assessed
scenarios.
9.5.5 I5: Hofmann Drive / Main Street
The Hofmann Drive / Main Street intersection is an existing 4-leg roundabout intersection. The
existing layout and SIDRA assessed intersection form are shown on Figure 20. The results of
the SIDRA assessment are presented in Table 33. Detailed SIDRA outputs are provided at
Appendix E.
39
Section 46
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
Figure 20 I5: Hofmann Drive / Main Street – Existing and SIDRA Assessed Form
Table 33 I5: Hofmann Drive / Main Street – SIDRA Outputs
Weekday PM Peak Saturday Midday Peak
Scenario Critical Delay 95%tile Critical Delay 95%tile
DOS DOS
(sec) Queue (m) (sec) Queue (m)
Baseline
2023 0.05 10 2 0.05 10 2
2026 0.08 10 3 0.06 10 2
2036 0.28 11 13 0.07 10 3
Baseline with Development
2026 0.24 11 11 0.18 11 7
2036 0.43 12 23 0.18 11 7
The results of the analysis summarised in Table 33 shows that the existing intersection form
is expected to perform well within the adopted performance thresholds for all assessed
scenarios.
40
Section 47
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
10.0 Code Response
The traffic and transport aspects of the proposed expansion have been assessed against
Council’s Transport and Driveways and Parking Codes with responses provided at Appendix
F.
41
Section 48
21 November 2023
SLR Project No.: 620.V30926
Stockwell Development Group Pty Ltd SLR Ref No.: 620.V30926-R01 VMU TIA v1.0
Noosa Village Mixed Use Development 20231121.docx
11.0 Summary and Conclusions
SLR has been engaged by Stockwell to undertake a Traffic Impact Assessment for the Noosa
Village Mixed Use Development proposed to be located at 69 Hofmann Drive, 46 Walter Hay
Drive and 28 Eenie Creek Road, Noosaville.
On 25 May 2023, the Development Application was submitted for the subject development.
Subsequent to this, Noosa Shire Council submitted an Information Request (IR) requesting
amendments as part of a revised Traffic Impact Assessment (this document). In addition, the
applicant has prepared a revised plan of development for the project. This revised TIA, has
been updated with consideration of the revised development plans (Appendix A) and
Council’s IR, dated 17 July 2023 with application reference: MCU23/0078.
Based on the analysis and assessment undertaken as part of this TIA, the following
conclusions are made:
Servicing for Lot 3 and Lot 7 by the largest foreseeable vehicles can be accommodated
within the specified loading areas and this has been demonstrated through swept path
analysis.
The total number of car parks provided by the proposed development is 750 spaces.
This supply meets Council’s performance outcome as stated in NSC’s DPC, justified
through the Parking Demand Assessment documented herein.
Active transport, including end of trip facilities have been considered and has been
demonstrated to meet NSC’s DPC relevant acceptable outcomes.
Public transport has been considered and has been demonstrated to meet NSC’s DPC
relevant acceptable outcomes.
The traffic design of the development site layout is compliant with the requirements of
the relevant design standards and guidelines.
The operational assessment conducted herein demonstrates the following:
o I1 - Hofmann Drive / Emporium Drive Roundabout: No upgrading required.
o I2 - Hofmann Drive / Noosa Civic Loop Road Roundabout: No upgrading required.
o I3 - Hofmann Drive / Rene Street / Loading Dock Access Roundabout: No
upgrading required.
o I4 – Emporium Drive / Main Street Roundabout: No upgrading required.
o I5 – Hofmann Drive / Main Street Roundabout: No upgrading required.
42
Section 49
Appendix A Development Plan +*SLR
Section 50
Sim
1 1 2 Rev. Date Description Iss. Appr.
3000 2000 2000 A 23.05.2023 DEVELOPMENT APPLICATION ISSUE MM GS
B 20.11.2023 INFORMATION REQUEST RESPONSE MM GS
NOMINAL FUTURE PEDESTRIAN CONNECTION
RL 8.00
NOMINAL
2 01
1
4
300
EX
30
BIO
IST
I NG
-
BA
SIN
FO
STAIR TO LEVEL 1
BUSINESS BUSINESS
OT
PA
2
TH
BICYCLE
565m2 RACKS 660m2
2003
STAIR TO STAIR TO
LEVEL 1 LEVEL 1
VE
HI C
LIFT & STAIR
EX
TO LEVEL 1
LE
IST
C
I NG
RO
FO
SS
SRV
OT
OV
PA
ER
BIO
TH
-
BA
REFUSE
SIN
192 PARKING BAYS
BIO
BIO-BASIN
POSSIBLE CONNECTION TO
BA-
FUTURE DEVELOPMENT
SIN
REFUSE
LOADING
3001
CRO
VEH OVER
3002
SS
ICLE
Do not scale this drawing. Verify all dimensions on site before commencing
REFUSE AND LOADING any work. Copyright © 2023 Buchan. This drawing remains the property of
NOOSA CIVIC
BICY KS
RAC
The Buchan Group Australia Pty Ltd. Reproduction in whole or in part without
1
SCREENED AND prior consent is forbidden.
CLE
SETBACK FROM
EXISTING CENTRE
TO LEVEL 1
& LEVEL 2
STREET
5000
STAIR
File
BIO-B
VILLAGE MIXED USE
\ACCDocs\Buchan\719021-R22-Noosa_Civic_Precinct\
ASIN
370m2
CAR PARKING SCHEDULE
REFUSE
MRV LIGHTWEIGHT SHADE LOT 3 GROUND LEVEL NORTH 192
RL STRUCTURE ABOVE inclusive of STANDARD 188
BICYCLE
8.95 RACKS CARPARKING PWD 4
EASEMENT AM LIFT & STAIR
SHOWN DASHED
BASEMENT 444
1
0
TO LEVEL 1 inclusive of STANDARD 435
00
STAIR FROM
& LEVEL 2
PE
BASEMENT
LIFT & STAIR LIFT & STAIR LIFT & STAIR
11
PWD 9
DE TO LEVEL 1
& LEVEL 2
TO LEVEL 1
& LEVEL 2
TO LEVEL 1
& LEVEL 2
S AMENITIES
CO TRIA LOT 7 GROUND LEVEL 86
BICYCLE
RACKS
2 3 NN N 3
inclusive of STANDARD 85
(WHEELCHAIR ACCESSIBLE)
EC BR PWD 1
2000 TIO IDG STAIR FROM STAIR FROM STAIR FROM
2000
N E LEVEL 1 & LEVEL 2
6000
LEVEL 1 & LEVEL 2
6000
LEVEL 1 & LEVEL 2
STAIR FROM
BASEMENT
STREET GROUND LEVEL 28
inclusive of STANDARD 28
BAR AND DINING VILLAGE MIXED USE VILLAGE MIXED USE
COV
3
VILLAGE MIXED USE
TAXI RANK
PWD N/A
620m2 895m2 690m2
BICYCLE LANE
BICYCLE LANE
ENA
4 COVENANT J LOT 7
340m2
TOTAL COMBINED LOT 3 / 7 / STREET 750
inclusive of STANDARD 736
FUTURE
4000
NT A
5
PWD 14
TO LEVEL 1
DEVELOPMENT
& LEVEL 2
CARPARING
CARPARING
PARALELL
PARALELL
STAIR
J
BICYCLE PARKING SCHEDULE
BASEMENT BELOW
6 4 2 3
LOT 3 PUBLIC BICYCLE RACK 44
20500
3002
VILLAGE GREEN 86
END OF TRIP SECURE STORAGE 62
3000 3003 3002 3000
3000m2 PARKING LOT 7 PUBLIC BICYCLE RACK 12
BAYS
7 PEDESTRIAN
CROSSING TOTAL COMBINED LOT 3 / 7 / STREET 118
RL
4000
LIFT FROM BASEMENT
TO LEVEL 1
TRAVELATORS STAIR
& LEVEL 2
8.95 FROM BASEMENT TO LEVEL 1
APARTMENT SCHEDULE
VILLAGE MIXED USE
8
(SMALL DWELLING)
STAIR
BAR AND DINING VILLAGE MIXED USE VILLAGE MIXED USE VILLAGE MIXED USE LANDSCAPED RETAINING LOT 3 1 BEDROOM, 1 BATH 52
340m2
BATTER TO TIE INTO 2 BEDROOM, 2 BATH 33
480m2 615m2 340m2 410m2 EXISTING TOPOGRAPHY
9 LOT 7 1 BEDROOM, 1 BATH 13
EASEMENT AK
MAIN STREET
2 BEDROOM, 2 BATH 23
BICYCLE
RACKS
(PRIVATE ROAD)
BIO-BASIN
RL LIFT & STAIR TOTAL COMBINED LOT 3 / 7 121
8.25 TO LEVEL 1
10 STAIR FROM STAIR FROM STAIR FROM
& LEVEL 2
LEVEL 1 & LEVEL 2
LEVEL 1 BASEMENT LEVEL Section 51
1
SECURE PRIVATE
STAIR FROM
CORRDIOR TO ACCESS
N
TIO
11
GROUND FLOOR
BEL NOVA
28 APARTMENTS
OW
RECREATION VILLAGE MIXED USE PARKING
IN
ND
BAYS
SA
RL 1500m2 3500m2
ART
3 3
LIFT & STAIR
12
7.50 TO LEVEL 1 & LEVEL 2
AMENITIES
1102 1103
STAIR FROM
BASEMENT
LOADING DOCK
13
TO LEVEL 1
& LEVEL 2
Project
STAIR
N
NOOSA CIVIC VILLAGE
TIO
RL
2
SIN
LO VA
PLANT
14
6.75
BE INNO
BIO-BA
W
2002 MIXED USE DEVELOPMENT
D
AN
BICYCLE
TS
AR
RACKS
POSSIBLE CONNECTION TO
28 Eenie Creek Rd
15
SWITCHROOM
VER
BIO-BASIN FUTURE DEVELOPMENT
SUBSTATION
Noosaville QLD 4566
N
SSO
O
STAIR
TI
REFUSE
W VA
FROM LEVEL 1
CRO
LO NO
PLANT
REFUSE STAIR FROM STAIR FROM & LEVEL 2
BE IN
D
LE
BASEMENT LEVEL 1
AN
IC
TS
VEH
AR
16 RL
6.00
RAMP TO
BASEMENT
Project Number
719021
Status
DEVELOPMENT PRECINCTS TOTAL AREA USE DEVELOPMENT APPLICATION
BI Date Plotted
O
BE BA 21/11/2023 9:46:58 AM N
LO SIN
W
VILLAGE MIXED USE 7,500m2 SHOP
Date Issued
20.11.2023
SIN
FOOD AND DRINK OUTLET
BA
RL
OFFICE
-
Scale
BIO
5.25 1 : 500 @A1
HEALTH CARE SERVICE 0 5 10 20 30M
BAR AND DINING 1,100m2 BAR Drawing Title
FOOD AND DRINK OUTLET
FLOOR PLAN
ATH
LOT 3 RECREATION 2,700m2 INDOOR SPORT AND RECREATION
OOTP
FUTURE
ING F
RL CINEMA 3,070m2 THEATRE
EASEMENT AL 4.50 DEVELOPMENT
EXIST
ALONG FULL LENGTH BUSINESS 3,000m2 OFFICE
HEALTH CARE SERVICE
OF WEST BOUNDARY
RL ARTS AND INNOVATION 445m2 RESEARCH AND TECHNOLOGY
EASEMENT CB 4.20 Drawing Number Revision
MULTIPLE DWELLING number of apartments A-DA-1000 B
1 BEDROOM, 1 BATH 17
2 BEDROOM, 2 BATH 28
RESIDENTIAL 8,450m2
SHORT TERM ACCOMMODATION
1 BEDROOM, 1 BATH 48
A B C D E F G H I J K L M N O P Q R S T 2 BEDROOM, 2 BATH 28
2 1 2 Brisbane Studio
3000 2000 2000 + 61 7 3859 9222 / buchangroup.com.au
The text continues on section 52.
Used in these records
Attachment 4- Traffic Impact Assessment.pdfRelated documentApplication case desk ↗
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