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Attachment 3 - Traffic Impact Assessment
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Department Principal:
Bryce Trevilyan
Project Contact:
Noel Kay
ABN: 54 619 700 239
Queensland
6 Mayneview Street, Milton Qld 4064
Date: 27-Oct-2022 PO Box 1779, Milton BC, Qld 4064
P: +61 7 3871 0411
TTPlus Ref: 10608
E: [email protected]
Joanne Hill
Kings Group Queensland
Dear Joanne
Proposed Carwash at 34 Elm Street Cooroy
1. The subject site is located at 34 Elm Street, Cooroy (subject site). The subject site is currently vacant but was
previously occupied by a motel.
Figure 1 — Subject Site and adjacent road network
Note: proposed development layout superimposed over aerial imagery
2. The subject site’s western frontage is adjacent to Elm Street, with its southern frontage adjacent to Opal Street
and its northern frontage adjacent to Diamond Lane (a dedicated road).
Traffic Transport Engineering www.ttplus.com.au
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Full text of the other 15 sections
Section 2
3. The subject site currently has a crossover directly onto Elm Street, and previously enjoyed an access onto
Diamond Lane.
4. Streets relevant to the subject site include:
a. Elm Street: A N↔S orientated street on the western frontage of the subject site. It is a State-
controlled road and forms part of the Cooroy–Tewantin road corridor connecting the Bruce Highway
to Noosa and is an arterial road (major road). According to DTMR’s traffic census database, the
Annual Average Daily Traffic (AADT) was between 9,078–10,348 vehicles per day (vpd) in 2019 and
9,405–10,042vpd in 2020.
b. Opal Street: An E↔W orientated street on the southern frontage of the subject site. It is a Council-
controlled road. It is proposed that this street facilitates ingress only to the subject site.
c. Diamond Lane: An E↔W orientated street on the northern frontage of the subject site. It is a
Council-controlled road. It is proposed that this lane facilitates egress only from the subject site.
d. Kauri Street: A N↔S orientated road east of the subject site running parallel to Elm Street. It is a
Council-controlled road.
e. Diamond Street: An E↔W orientated road north of the subject site, running parallel to Diamond
Lane and Opal Street. Its western end is part of the Cooroy–Tewantin road corridor, is State-
controlled and is an arterial road, whereas, the eastern portion is Council-controlled (east of the
intersection with Tewantin Road).
5. South of the subject site, opposite the Opal Street frontage, is a BP service station, and north of the subject
site, opposite the Diamond Lane frontage, is the Wessel Petroleum service station. Immediately east of the
subject site is the Cooroy Bowls Club incorporating a bowling green and associated clubhouse / restaurant.
The bowling green is located on the portion of the land that is adjacent to the subject site.
6. I understand that the subject site currently enjoys approval for a small shopping precinct which incorporates 8–
9 shops (approx. 620m² floor area) and includes 23 on-site car parking spaces (with provision for an additional
4 car parking spaces and 4 scooter spaces on the Opal Street frontage), loading areas for a medium rigid
vehicle (MRV) and a large rigid vehicle (LRV) and a main two-way access onto Opal Street. That approval also
accommodates a secondary egress onto Diamond Lane to be used by service vehicles. The approved plans
of that development proposal are shown in Appendix B. Though not actioned, I have used this approval as the
baseline for my comparison of relative capacity, operation and safety assessments.
7. The proposed use is a carwash consisting of:
a. 2× standard wash bays;
b. 2× auto wash bays;
c. 2× “super bays” — designed to allow caravans and other larger vehicles to be washed;
d. 3× vacuum bays;
e. 2× dog wash areas (along with 2× bays for car parking);
f. Small retail outlet (take away food & drink)
g. Ancillary plant room / storage area, and
h. 5× staff parking bays.
8. There is proposed to be an ingress only access provided on Opal Street at the south of the site and an egress
only access provided on Diamond Lane, at the north of the subject. As is routine for carwash uses, the internal
layout has been designed so that vehicles are able to circulate through the subject site and not be able to
backtrack to egress via the Opal Street access.
20221115_10608_TTPlusReport.docx
Section 3
9. Adequate queuing space for vehicles has been provided and is demonstrated on the attached plans in
Appendix A. Swept path analysis has been undertaken for a B99 vehicle (such as a Toyota Landcruiser or
Nissan Patrol) and a car & caravan, demonstrating that these design vehicles can successfully ingress,
manoeuvre relevant bays / areas and egress the subject site in a forwards direction. The swept path analysis
can also be found in Appendix A. The subject site (where applicable) complies with the requirements of
Australian/New Zealand Standard Parking facilities Part 1: Off-street car parking.
10. Adjacent to the subject site is a long, parallel parking bay that is signed to be reserved for the Noosa Council’s
mobile library on days it was timetabled to be present, and which is available for cars to parallel park outside of
these times. However, since the construction of a permanent library in Cooroy, the town is no longer visited by
the mobile library. As such, the signage is now obsolete. While the bay may be used by certain mobile medical
vehicles (such as blood collection, breast screening etc.), I note that there are a number of other locations on
Opal Street where parallel parking for such vehicles is available, if required. The proposed use will remove the
existing parallel parking bay and replace it with 4× perpendicular public car parking bays and 2 motorcycle
parking bays. This is suitable and sufficient to ensure that on street car parking is maintained with the proposed
carwash in place. On the proposed development plans, the closest perpendicular parking bays are located
around 15m from the Elm Street ‘hold line’. I note that numerous perpendicular parking bays exist on the
northern side of Opal Street, indicating that reversing out of these bays generally onto Opal Street does not
appear to be an issue. Whilst the location of the Proposed perpendicular bays is quite close to Elm Street, I
consider them to be acceptable and advantageous to the surrounding public community. There are good sight
lines for vehicles turning in to Elm Street to see a vehicle reversing from these bays. Travel speeds would be
quite low as the vehicles turning into Elm Street would have slowed in order to undertake the turn. Vehicles
reversing from the perpendicular bays would also have good sight lines to see vehicles turning in from Elm
Street. Given the regional town nature of Cooroy and the relatively low traffic volumes expected on Opal Street,
I consider the perpendicular car parking bays to be acceptably safe.
11. I understand that the location of the subject site was chosen due to its proximity to the adjacent Cooroy–
Tewantin road corridor. I corridor facilitates approximately ~10,000vpd. From a traffic engineering perspective,
utilising this location makes sense — there is likely to be a high “drop-in” element to the customer base of the
proposed use, including locals travelling to and from town, as well as visitors to Cooroy. Placing a use such as
this nearby to this type of road corridor is complementary and minimises the need for vehicles to divert
significantly from their routes, especially in areas where the drivers may be unfamiliar with the local road
network.
12. I further note that carwashes are complementary uses to service stations. From a traffic engineering
perspective, it is an advantage to locate these uses adjacent to each other. Both uses involve a level of
“maintenance” of a driver’s vehicle, with those wishing to wash their vehicles also taking advantage of refuelling,
tyre inflation, retail facilities and toilet facilities. Placing such uses adjacent to each other again minimises the
need for vehicles to have to divert significantly from a planned route, thus, minimising traffic impacts.
13. The generation of the approved 620m² shopping centre is expected to be up to 41vph1 during a Thursday PM
peak, with a 50%:50% ingress:egress split. I am advised by the carwash operation expert retained by the
developer that the total hourly capacity of the carwash proposed at the subject site is 34 vehicles or an
equivalent generation of 68vph during peak generation times (Saturdays), but would more reasonably operate
at a traffic generation of 38vph during peak weekday use times (both generations having an ingress:egress split
of 50%:50%). As such, given that 38vph < 41vph with similar ingress:egress splits, I do not consider that the
proposed use will generate any negative capacity impacts on the surrounding network (over and above the
approved use — in fact there would clearly be a lower level of traffic on the relevant streets). Therefore analysis
of the capacity of the adjacent road network is redundant and unnecessary.
1
6.6vph / 100m² GFA — based on RPDM trip generation curve for shopping centres.
20221115_10608_TTPlusReport.docx
Section 4
14. Appendix A shows that there is the ability of 10× cars plus 2× cars with caravans to queue whilst waiting at the
car washing facilities. The prospect of queuing onto the street is very minimal to non existent and would not be
expected to occur routinely if at all. Washing your car is something of a discretionary activity (unlike refuelling
your car, or grocery shopping, for example) that is generally not urgent. As such, few drivers would see the
utility in queuing on the road to enter a carwash that they know is open 24 hours and can be returned to at a
later time and date when it is less busy. I consider it unlikely that even the 2× queued vehicles per manual
wash bay provided would be necessary as it contemplates that a driver would be willing to sit and wait not just
for an existing bay user to finish washing their car, but a further driver to enter the manual wash bay and start
washing their car.
15. The key issue related to the proposed development therefore is to consider the safety of vehicles (and users)
associated with the subject site and surrounding road network.
16. I note that no access is sought directly to or from Elm Street (the major SCR fronting the subject site) — the
removal of the existing crossover is an advantage of the proposal and will have a significant positive safety
impact by decluttering the Elm Street frontage and ensuring that this section of Elm Street is only accessed
from dedicated roads.
17. The existing intersections with Elm Street which are sought to be utilised are:
a. Elm Street / Opal Street intersection: Ingress is only sought via Opal Street. Vehicles are able to
prop in the rightmost northbound lane of Elm Street in order to undertake a right turn into Opal Street.
The rightmost northbound lane is dedicated to facilitating right turns into Cedar Street, Opal Street,
Diamond Lane and Diamond Street, with vehicles that wish to pass a vehicle propped in the rightmost
lane able to travel past in the leftmost lane.
b. Elm Street / Diamond Lane intersection: Egress is only sought via Diamond Lane. Drivers of vehicles
egressing the subject site are able to prop within Diamond Lane and enjoy adequate sight lines to
the south when undertaking a right turn. I note that Diamond Lane is already routinely used by
vehicles egressing the Wessels Petroleum service station. In consideration of the posted speed limit,
the sight line between vehicles exiting Diamond Lane onto Elm Street and southbound through traffic
on Elm Street is adequate. The sight line related to vehicles turning left from Diamond Street to Elm
Street (east→south) via the slip lane requires a sight line where drivers have to look through the
Wessels Petroleum service station. A search of DTMR’s crash database shows no casualty crashes
the location of the Elm Street / Diamond Lane intersection over a 20 year period — indicating that
the sight line between vehicles turning left from Diamond Street onto Elm Street and vehicles
departing Diamond Lane is not an existing safety issue. This is likely due to the slow speeds of
vehicles undertaking the Diamond Street → Elm Street left turn and the high level of visibility to
vehicles departing Diamond Lane. Notably, this sight line to the north from Diamond Lane is a
relevant consideration, irrespective of whether a vehicle travelling onto Elm Street from
Diamond Lane is turning left or right. At its absolute busiest, the proposed carwash will generate in
the order of 34 egressing vehicles per hour, the Equivalent of a vehicle every 1¾ minutes. The
typical weekday design generation we have utilised (19 egressing vehicles per hour) would have the
equivalent of a vehicle more than every 3 minutes. The nature of the carwash site itself means such
departures from the site will be metered by the car washing facilities, and it will be difficult for a
significant ‘platoon’ of egressing vehicles to arrive at once. As previously noted, the maximum use
of the carwash (Saturdays) is not expected to coincide with the peak times of Elm Street (which occur
during the week). As such, there would be expected to be sufficient gaps in traffic during peak on-
road times for the egressing traffic associated with the site to enter the Elm Street traffic stream
without large queues propagating on Diamond Lane.
18. Diamond Lane will be widened between Elm Street and the proposed development’s Diamond Lane access to
permit 2-lane, 2-way movement. This means traffic headed eastbound on Diamond Lane will not be impacted
by vehicles egressing the subject site.
20221115_10608_TTPlusReport.docx
Section 5
19. I note that the Diamond Lane egress only access is proposed to be designed such that it resembles a high
angle slip lane to indicate to drivers that they are only permitted to turn left onto Diamond Lane when egressing
the subject site. The egress will be line marked and sign-posted to indicate that egress onto Diamond Lane is
“left turn only”. I note that the width of the driveway is determined by the larger vehicles. To further reinforce
the left turn, hash marks and rumble strips could be put in place on the right hand side of the driveway to narrow
the driveway and discourage use that section of road . This will minimise (or ideally eliminate) the use of the
section of Diamond Lane east of the access by traffic related to the subject site. Traffic from the subject site will
have to give way to existing traffic using Diamond Lane east of the subject site.
20. I consider that allowing vehicles from the proposed development to turn right at Diamond Lane onto Elm Street
could not reasonably be expected to significantly decrease the safety of the Elm Street / Diamond Lane
intersection. There may be brief times during the day when turning right from Diamond Lane onto Elm Street
may be difficult due to traffic volumes — drivers of vehicles wishing to travel to Noosa may opt to turn left and
travel via Elm Street, Opal Street and Kauri Street. While it would be infrequent for vehicles to use this
alternative route, Opal Street and Kauri Street both have wide carriageways that are able to accommodate
vehicles towing caravans without any significant safety issues being introduced. Kauri Street itself functions
somewhat as a higher order road in the local area — almost all accesses are on the eastern side, and those
houses also enjoy rear access via Kauri Lane.
21. I note that the approved clearing of the site has disconnected the driveways to the previous motel use that were
located at the Elm Street / Diamond Lane intersection and directly onto Elm Street. Neither of these driveways
are proposed to be re-established in either the approved use or proposed carwash use. The adjacent bus stop
on Elm Street would only be impacted by removal of the existing direct crossover, and not by other construction
activities on the subject site. The existing bus stop is currently marked as ~34m in length. ~20m of the marked
bus stop lies south of the existing crossover. The removal of the crossover would be a relatively trivial
construction project in terms of both footprint of area required and time taken— the project would require the
existing concrete driveway & crossover to be removed, and the upright kerb re-established. The actual
construction works would probably take about 1-3 days, plus additional days for the concrete to cure. The ~20m
of available bus stop should be sufficient distance for the bus stop to remain operational during construction. A
construction management plan would be prepared and submitted to Council prior to the crossover removal
showing further details.
22. The site is proposed to be serviced by a small rigid vehicle (SRV). The servicing will occur during weekdays,
outside of busy times for the subject site. It is anticipated that the service vehicle will attend the site every 1–3
months. Service vehicles will be able to prop in Wash Bay 1 whilst undertaking servicing — Wash Bay 2 will
remain available for use by those wishing to manually wash their vehicle.
20221115_10608_TTPlusReport.docx
Section 6
23. I am advised that Council has asked the proponents of the proposed development to consider alternative
locations to place the carwash, namely at existing industrial zones at Jarrah Street and Holts Road. Whilst the
location of the proposed use is predominantly a consideration of planning and economic consultants, as a traffic
engineer, I make the following observations:
a. Carwashes are not necessarily a complementary use to industrial uses. Whilst there are a number
of vehicle depot types that might be located in industrial areas, depots generally provide their own
washing services and are unlikely to utilise the carwash services proposed herein.
b. Due to this, the carwash is likely to attract vehicles to the industrial area that would not otherwise be
travelling in that area.
c. The Jarrah Street location is somewhat remote from the intended Cooroy-Tewantin road corridor
catchment, and as such will cause a level of trip lengthening as vehicles divert from that route to the
carwash location. Whilst this will predominantly involve travel along Garnet Street, it will involve
vehicles turning from the railway overpass right onto Myall Street and passing through the Myall
Street / Maple Street roundabout, forcing interactions with other vehicles at that roundabout and at
the Myall Street / Elm Street intersection — including most visitors to the town centre. Furthermore,
it is likely that a number of carwash patrons, unfamiliar with the area, will drive through the town
centre rather than diverting around it on Garnet Street. Whilst a matter more so for a town planner
to consider, it is evident that Maple Street should be protected where possible from traffic volume
increases to keep its preferred character.
d. The Holts Road location is closer to the intended Cooroy-Tewantin Corridor catchment, but still
involves diversions from the main travel path. This involves vehicles having to circulate via the roads
that form part of the Exit 230 interchange. Whilst Holts Road is a convenient location to place heavy
vehicle depots to ensure reasonable accessibility to the Bruce Highway while minimising the need
for such vehicles to travel through the town, this advantage would not exist in the case of the
proposed carwash. Vehicles utilising the carwash would typically already be travelling along
Elm Street and Myall Street. Moreso, it would reduce the opportunity for more appropriate uses to
locate to Holts Road where Council would prefer vehicles associated with those potential uses to
minimise their interactions with the town proper, but still have good accessibility to the
Bruce Highway.
20221115_10608_TTPlusReport.docx
Section 7
24. My conclusions / recommendations are:
a. The proposed use is well located to minimise travel of vehicles associated with the use, being located
adjacent to the Cooroy-Tewantin road corridor and being co-located with service station uses.
b. The proposed use has a smaller traffic generating function than the approved shopping precinct, and
as such will have a lower impact on road capacity and amenity to nearby residents than the approved
use.
c. The access solutions for the subject site are safe and adequate. The existing Elm Street / Diamond
Lane intersection will be utilised for egress and DTMR’s crash database shows no history of casualty
crashes at this location in 20 years.
d. Alternative locations for the proposed use at industrial precincts at Jarrah Street and Holts Road
would be less complementary and would involve larger diversions of vehicles from the Cooroy-
Tewantin road corridor and an increase in unfamiliar users in an industrial area. A carwash use is
not likely to be complementary to uses in the industrial precinct, and will reduce the opportunity for
uses more appropriate to those locations (from a traffic engineering perspective) to locate there.
e. From a traffic engineering perspective, the proposed development can be approved, with reasonable
and relevant conditions.
Yours faithfully
Noel Kay – RPEQ #26424
Traffic & Transport Plus
20221115_10608_TTPlusReport.docx
Section 8
Appendix A — Proposal Plans 20221115_10608_TTPlusReport.docx
Section 9
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Section 10
OPAL STREET
SITE ANALYSIS
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BUILDING TYPE - CAR WASH AREA
‘Super Bay - GFA 185.6 M?*
Self-Serve Wash Bay- GFA 86.5 MP*
Auto Bay - GFA 96.6 M?*
WC (in Car Wash Plant Room) - GFA 2.8Me
Take Away Food & Drink Outlet - GFA 31.5 MP
Public Disabled WC - GFA 8.1. MP
Take Away Food & Drink - Seating Area 30.0 M?
Bin Fenced Areas 11.8. MP
Pedestrian Link Footpath Area 96.6 M?
‘Council ‘Road’ Dedication Area 80.4 MP
Site Coverage (ie: Total Rooted Area)graveeui| 823.6 MP
Total Driveway (Non-Roofed) Area 772.0 M*
Excluding Pedestan ink 2
Total Landscaped Area 4 road widening areas 233.3 Mi
Site Area 2,014 MP
Effective Site Area * 1,837 M?
Car Wash Roofed Overall Site Coverage 40.9%
Car Wash Roofed Effective Site Coverage" 148%
Landscaping Effective Site Coverage * 127%
IMPERVIOUS AREAS
Pre Site Development * 1,877.6 MP
(Includes Building Roofed + Driveway Areas) | ='75.0 %
Post Site Development * 1,573.4 M
(Includes Building Roof + Driveway Areas) = 86.9%
Contribution to Stormwater Discharge Post Site 773.9 MP
Development * § (Excl. Building Roofed Areas) = 42.1%
Therefore, the proposed development will have a 32.9%
reduction (603.7 M? of impermeable area less than the
existing site) in overall site stormwater discharge due to the
proposed underground 2 No. 20,000L Stormwater retention
tanks and large roofed area connecting into these tanks.
# “Effective Site Area’- the overall site area excluding the
Council Road’ dedication area and ‘Footpath’ allocation
* Allssite areas listed with an **" are based on the Effective
Site Area as described above.
This figure represents the actual contributory Effective
Site Area that will be discharged from the site (je: only the
driveway hardstand area) since all roofed areas will be
connected to underground water tanks and this rainwater
will be used in the car washing process. Therefore this
rainwater cannot enter into the Stormwater system and
hence it is excluded from all Stormwater calculations and
the Post Development impervious contributory area. This
represents a 30% improvement (reduction) in site
stormwater discharge Post-development.
PROPOSED
CAR WASH
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SCALE 1: 100
PRELIMINARY DRAWING
NOT TO BE USED FOR CONSTRUCTION PURPOSES
© TMC Building Design Group 2022
© Design Copyright
> Issued For DA Planning Approval 209-2022
1 AP These drawings may not be copied in whole
¢ Issued For Noosa CounelPre-Lodgement Meeting 2 5-07-2021 [orn part without the written consent of TMC
Building Design Group, Any changes
8 Issued For SARA Pre-Lodgement Meeting 162.2021 | proposed by the Client, Councl or the
seubd Foy Nooba Gouncl ProsLodgemen Movin zon |"elevant Planning Approval Authority shall
A 'ssued For Noosa Council Pre-Lodgement Meeting 1312021 _|be reported to TMC Building Design Group
Skt Issued Fo nal Comments 26-11-2020 | authorisation prior to said changes being
ISSUE DESCRIPTION DATE [implemented
REVISIONS
TC 16 Sept 2022 10:33 AM - T:\TMC\}2020120-032 Chris King- Cooroy, QLD\Z0-032 DA Prelim V8.DWG
PROPOSED CAR WASH
DEVELOPMENT
COOROY, QLD, 4563
FOR: CHRIS KING & JOANNE HILL
AT: 34 (LOT 4, 5 & 6) ELM STREET,
as
Maiters
National
Drawn:
Designed:
T. MICHAELS
T. MICHAELS
The peak body for the
building design profession
Member
VS
Design TMC | Building Design Group
P.O. Box 3494, Mornington, VIC, 3931. Phone No. 0416 114573
E:mail- [email protected]
Scale: 1:100 (A1) Date: SEPT 2022
Issue
Sheet No: 3 of 4.
Job No: 20-032 DA
D
Section 11
Xperia] Ree Ts ae Te ELM STREET ELM STREET (BITUMEN SEALED ROAD) ec, cor na ‘Satna Dialed I 3 Tm boa ‘wasn Fash _. OPAL. STREET, L STREET ~ a = oo LOT 2 ON SP 248165 ani NOTE: SUPER BAY 1 CAR + VAN SWEPT PATH, GENERAL PARKING LAYOUT oan SUPER BAY 2 CAR + VAN SWEPT PATH, ————— SCALE 1:200 long vehicle) Path centreline AUTO BAY 1 + VAC BAY 1 CAR SWEPT PATH, Path crestion of onward ave Path direction of reverse travel AUTO BAY 2 CAR SWEPT PATH. Hone anloee CAR PARKING ANALYSIS SCALE 1:200 Rear tyre envelope PARKING AREA Parking Spaces| Car spaces provided in Carwash Bays 6 Car Spaces Car spaces queuing for Carwash (MIN) 12+ Cars, Car spaces provided in Vacuum Bays 3 Car Spaces Car spaces provided for Car Wash Staff 1 Car Space Car spaces provided for Take-Away Premisis || 4 Car Spaces 3050 117 8772 CAR & CARAVAN CAR - B99 Vehicle Car Width : 1868mm Wiath : 1940mm Trailer Width =: 2470mm. Track : 184omm Car Track : 1600mm Lock to Lock Time: 6.0 sec Trailer Track: 2470mm. Steering Angle: 33.9" Lock to Lock Time: 6.0 sec Steering Angle: 36.2" Articulating Angle : 70.0° [© TMC Building Design Group 2022 }© Design Copyright ned Fer DA Pani pov 2enati2 [These drawings may notbe copied in wrote | | PRELIMINARY DRAWING AT: 34 (LOT 4, 5 & 6) ELM STREET, i tesed For Nook Counel Pre-odgement Meeting 2 sevzet or par winout the witn consort of THC NOT TOBE USED FOR CONSTRUCTION PURPOSES PROPOSED CAR WASH COOROY, QLD, 4563 . TMC | Building Design Group Issued For SARA Pre-Lodigoment Meeting w622021 |propoced by the Clint, Connell othe | cued For Noosa Gouneil Pre-Lodgement Meating 2021 |felevant Planning Approval Authority shall DEVELOPMENT . P.O. Box 2494, Momington, VIC, 9931. Phone No. 0416 114573, tesved For Noosa Counsi Pre Lodgement Meeting 18121 Tbe reported to TMC Building Design Group TT FOR: CHRIS KING & JOANNE HILL i Emalk Issued For Inital Comments 26-11-2020 | authorisation prior to said changes being Scaiest-100 (At) [Date: SEPT 2029 [lesue: DESCRIPTION DATE implemented Drawn: Designed: gmat, REVISIONS TC 16 Sept 2002 10:88 AM TATMCI202020-032 Chris King: Cooroy, QLDW20-082 DA Prelim V&.DWG T. MICHAELS T. MICHAELS lenier Sheet No: 7 of ?. [Job No: 20-032 DA
Section 12
Appendix B — Approved Shopping Precinct Plans 20221115_10608_TTPlusReport.docx
Section 13
dge of Bitumen
Low Fence Brk Pillars & Picket infills
Carparking
Edge of Bitumen
no. date amendments
Sewer line??
Concrete Footpath
Overhead Power
Water Main
Stormwater
Table Drain
A April 2019 Delete unit & garages. Delete 2nd exit driveway.
Amend carparking layout Articulation to Nth elev.
B July 2019 Amend North elevation & toilets layout proposed easement
108.401
15,300 1,500 5,400 shown hatched; 882.4sqm
th
C Aug 2019 Amend Shops 3-7 and extend front awning around Diamond Ln.
under pa
SL108.3 106.96
fd
fence
2,000 190 SM3 Kerb
M/H 9not
OPAL STREET
9,010
OP 109.193
109.219
SWMH IL
59
108.815
Cnr Brk
2
108.947
108.719
108.685
A
Sewer60
10
Possibly
171°59' 50.287
SM26
IL107.34
OP
9
Telstra Pit
GINail in
109.215
Conc lid pit
3
SW Catch
RC00
450 RCP
600
Bit
P
retractable
existing boundary line
exit loading exit
3,600
MRV bollard
bay 8.8 x 2.5
7,050
108.482
limited access note:
Water
6,000
Bitumen
Meter
easement for access
1 & services. entry
B3 Kerb
Table Drain
to future detail
100
roller 8 bicycles
2,000
DIAMOND LANE
grille unisex
108.272
ss bicycle hoops
2,000 bin wash &
shower 21 23
1100L bulk bins staff spaces
bin room sh
5,400
M F 26
Conc
84 ? Path
6,310
2 52ine?
M r-l 27
108.716
SGewe
refuse S
2,600
shop 1
Invert
truck
awning over
Kerb Lip
shop 3 55.6 m2
108.406 Formed
loading
proposed subdivision line
108.360
100
6,000
area 71 m2 20 4
14,310
- car spaces
remove existing kerb
shopfronts
APPROVED PLANS
108.713
2,600
1,500 5,400 6,600 5,400 3,372 10,710
low kerb
MCU18/0158 driveway
262°01'
4,800
LRV shop 4
NOOSA COUNCIL shop 2 24
2,600
6,000
12.5x 2.5
127.6 m2 saddlery
109.700
72 m2
9 AUGUST 2019
108.787
108.516
A
9,800
12,600 100 2,410
Valves
Stop
unisex facility
- existing
new small tree
SM3 Kerb wc tree
17
36.190
108.559
FL 109.0
awning over
setdown
82°0'50"
2,400
area 4
shop 5
100
bollard
LOT 5
108.599
scooters
72 m2
109.900
674.9sqm
1,800
10,313
2,500
108.861
1,000
16 proposed subdivision line
LOT 4 LOT 6 remove existing
shopfronts
existing kerb as required
986sqm 353.7sqm
40.213
2,400
tree
108.671
Phone
existing boundary line
M1 K
109.923
new footpath
Section 14
5,400 Box
110 shop 6
100
erb
n
109.231
109.862
SubStatio
73 m2
low kerb
SL108.9 107.25
2,300
5,000
shop 8
Elec
108.917
IL107.42
109.935
5,315
2 small car existing
SWMH IL
Power
7
109.893
1,500 5,400 coffee
9.901
Conc Lid pit
Pole
spaces tree
SW Catch
with associated
39.3 m2
new kerb & channel 10
signage wc
13 300RCP
109.014
109.053
109.081
No Stand
unisex facility
8,540
100
109.097
shop 7 91
shopfronts
shop 7
450 RCP
6
Bitumen
No42712 le
5.
turnaround
1,500
Power po
ge
62 m2 12 bay
0'
na
florist
100 109. 4,940
g
SGM2528428
Sewer-line??
0
si
47 m2 7°
Ramp
Pram
109.523 9
109.492
263
SITE AREA: 2014 SQM
109.921
30
109.51
FL 110.0 FL 109.5 9
Water Main
1,000
109.273
new footpath
10
500
46.262 351°59' awning over
SHOPS- Use Area: 619.5sqm Water Main
Sign t
Stree
awning over
ign
solid yellow line marking
No Stand
o7726
Street S
'no stopping-no parking'
relocate bus Bin
o58467
& Light Nole
new footpath
CAR SPACES:
Elect
shelter Ke
rb
Power P
Pit
Concrete Crossover
Bus M1
& Light Nole
IL108.00
Sign
23 on site. 4 on-street
Power P
TBM Nail in
110
Conc lid pit
M1 Kerb PathRL109.806m
Target on
B1 Kerb
bus stop
SW Catch
4 scooters on-street
sed
Pole
Not Acces
2,172 2,000 10,875 21,281 10,040
Overhead Power
LANDSCAPED AREA: 10%; 201.4sqm note;
ELM STREET
SWMH
reposition bus shelter as shown, to DTMR approval.
220.9 sqmsoft landscaping provided
reposition existing bin south of tactile indicators to DTMR approval.
existing linemarked bus zone to be retained.
existing bus stop, boarding point, hardstand,
0 2000 5000 10000 20000 site plan/ tactiles & J pole to be retained
scale 1:200 ground floor plan
Lots 4 - 6 on RP72698
34 Elm Street
Cooroy
Client Location Drawing Scale Drawn
KEXRON PTY LTD SITE PLAN/ 1:200 @ A2 AM
34 ELM STREET GROUND FLOOR PLAN
62 hilton terrace Project COOROY Drawing no. Page Date
noosaville (07) 5449 9066 PROPOSED COMMERCIAL DA-16.0518.2C 2 0F 4 JULY 2018
[email protected] QBSA reg. 65073 DEVELOPMENT
Section 15
no. date amendments
A April 2019 Delete unit & garages. Delete 2nd exit driveway.
Amend carparking layout
B July 2019 Amend North elevation & toilets layout
C Aug 2019 Amend Shops 3-7 and extend front awning around Diamond Ln.
OPAL STREET
proposed subdivision line
DIAMOND LANE
parapet
box gutter
colourbond roof
stepped parapet
5° pitch
colourbond awning
colourbond roof
stepped parapet
25° pitch
colourbond awning
box gutter
box gutter
stepped parapet
colourbond roof
LOT 5
674.9sqm
LOT 4 proposed subdivision line
986sqm LOT 6
353.7sqm
feature parapet
colourbond roof
20° pitch
colourbond roof
box gutter
25° pitch
stepped parapet
feature parapet
colourbond awning colourbond awning
ELM STREET
0 2000 5000 10000 20000 site plan/ -
APPROVED PLANS
scale 1:200 first floor plan MCU18/0158
NOOSA COUNCIL
9 AUGUST 2019
-
Client Location Drawing Scale Drawn
KEXRON PTY LTD SITE PLAN/ 1:200 @ A2 AM
34 ELM STREET GROUND FLOOR PLAN
62 hilton terrace Project COOROY Drawing no. Page Date
noosaville (07) 5449 9066 PROPOSED COMMERCIAL DA-16.0518.3C 3 0F 4 JULY 2018
[email protected] QBSA reg. 65073 DEVELOPMENT
Section 16
no. date amendments
road boundary
boundary line
A April 2019 Delete unit & garages. Delete 2nd exit driveway.
Amend carparking layout
B July 2019 Amend North elevation & toilets layout
C Aug 2019 Amend Shops 3-7 and extend front awning around Diamond Ln.
colourbond custom orb roofing
elm street
-
APPROVED PLANS
MCU18/0158
aluminium framed shop fronts weatherboards & paint finish NOOSA COUNCIL
kerb line
9 AUGUST 2019
-
north elevation
elevation to diamond lane
road boundary
road boundary
feature gable vent cladding on steel/timber framed
diamond lane
parapet as selected
opal street
colourbond custom
orb roofing to awning
kerb line
twin timber posts aluminium framed shop fronts feature wall with
centre signage
timber fenestration between
west elevation
support posts
elevation to elm street
road boundary
boundary line
cladding on steel/timber framed
colourbond custom orb roofing parapet as selected
colourbond window hood colourbond custom
orb roofing to awning
elm street
timber post
timber fenestration between aluminium framed shop fronts
support posts
feature wall with twin timber posts
south elevation
centre signage
road boundary
road boundary
elevation to opal street
diamond lane
opal street
colourbond custom
orb roofing
colourbond quad gutter & fascia
kerb line
cladding on steel/timber frame
as selected
aluminium framed window
east elevation
0 2000 5000 10000 20000
Client Location Drawing Scale Drawn
scale 1:200 KEXRON PTY LTD ELEVATIONS 1:200 @ A2 AM
34 ELM STREET
62 hilton terrace Project COOROY Drawing no. Page Date
noosaville (07) 5449 9066 PROPOSED COMMERCIAL DA-16.0518.4C 4 0F 4 JULY 2018
[email protected] QBSA reg. 65073 DEVELOPMENT