20517 App L.pdf [As Published] · 132007.1259

Page 2

Brisbane Office

Level 1, 9 Gardner Close
PO Box 388

Toowong Q 4066

Tel: (07) 3310 2401
Fax: (07) 3369 9722

Gold Coast Office

Suite 2/20 Nerang Street
PO Box 391

Nerang O 4211

Tel: (07) 5502 1585

Fax; (07) 5502 1586

Sydney Office

910 Pacific Highway
Gordon NSW 2072
Tel: (02) 9496 7700
Fax: (02) 9499 3902

Wollongong Office

PO Box 420
Wollongong NSW 2520
Tel: 0402 965 929

CD gareine

essence

of peregian beach

Traffic Impact
Assessment

Scanlon Property Group

June 2007

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Essence of Peregian Beach

q

Cardna
Eppell Olsen

 

Contents

1.0

2.0

3.0

4.0

5.0

6.0

INTRODUCTION

1.1. Background ,
1.2 Scope of Work
1.3. References

EXISTING SITUATION

2.1 Subject Site

2.2 Key Roads

2.3 Key Intersections

2.4 Existing Traffic Volumes
2.5 Public Transport

PROPOSED DEVELOPMENT
3.1 Site Use

3.2 Car Parking

3.3. Access

CAR PARKING REVIEW

4.1 Car Parking Requirements
4.2 Car Parking Provision

4.3 Site Layout Review

44 Bicycles

4.5 Pedestrians

DEVELOPMENT TRAFFIC IMPACTS

5.1. Assessment Scenarios

5.2. Traffic Growth

5.3 Traffic Generation

5.4 Traffic Distribution

5.5 Summary of Development Traffic Generation
5.6 Traffic Impacts

~ CONCLUSIONS

Page Number

aa a

ARRRONN

NN QD

14
14
14
14
16
16
20

22

 

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TABLE:
3.1
41
4.2
5.1
5.2
5.3

S$:

Schedule of Accommodation Uses
Car Parking Requirement
Commercial Car Parking Requirements Considering Temporal Demands

Traffic Generation

David Low Way/Heron Street/hotel access: SIDRA Analysis Results
David Low Way/Unnamed Access Road: Analysis Results

FIGURES:
Site Location and Surrounding Environs
David Low Way to the North

David Low Way to the South

Existing Peak Hour Turning Movements
2018 Background Volumes
Development Traffic Generation

2008 Development Traffic Flow

2018 Post Development Traffic Flow

2.1
2.2
2.3
2.4
5.1
5.2
5.3
5.4

APPENDICES:

A

B
Cc
D

Development Plans

Swept Path Assessments
Recommended Modifications

SIDRA Results

 

Docu

ment Control

Essence of Peregian Beach

 

Version Date

Author

Reviewer

 

Name Initials

Name Initials

 

Draft
RevA

01 June 2007

Original

David Zohar .
not signed

Beth Whelan Original signed

 

Draft
RevB

25 June 2007

Original

David Zohar
not signed

Beth Whelan Original signed

 

Draft
RevC

26 June 2007

Original

David Zohar
not signed

Beth Whelan Original signed

 

Final

 

29 June 2007

 

 

David Zohar Not signed

 

 

Beth Whelan Gd. Yeu

 

 

"© 2007 Cardno All Rights Reserved. Copyright in the whole and every part of
this document belongs to Cardno and may not be used, sold, transferred, copied
or reproduced in whole or in part in any manner or form or in or on any media to
any person without the prior written consent of Cardno.”

 

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1.0 INTRODUCTION

1.1 Background

Cardno Eppell Olsen has been commissioned by Scanlon Property Group to undertake a
traffic impact assessment to accompany a development application for a material change of
use. The proposed development includes a commercial/retail building, visitor hostel and
beach shacks on an existing caravan park site nestled behind the Peregian Beach Hotel.

The site is described as 215 — 219 David Low Way, Peregian Beach and is on the northwest
corner of an unnamed access road. The following report has been prepared to be submitted
in conjunction with the development application.

1.2 Scope of Work

This report has been prepared to document a review of the traffic, car parking and waste
impacts of the proposed development in Peregian Beach, Noosa. In undertaking this report
the following has been considered:

. a review of car parking provision;

. a review of car parking layout and serviceability;

. pedestrians/cyclist review;

. the requirements for manoeuvrability of service vehicles within the site;
. an estimation of development traffic generation;

. an estimation of development waste generation;

* . awaste management plan;

. assignment of traffic to surrounding road network;

. impact of development traffic upon the surrounding road network.

1.3 References

In preparing this report the following background materials have been considered:

. ‘Transport Assessment Guide (TAG)’, Department of Main Roads (DMR);

. ‘Guide to Traffic Engineering Practice’, AUSTROADS part 14 Bicycles;

. Noosa Planning Scheme 2006;

. a site visit by Cardno Eppell Olsen in May 2007;

. manual traffic counts undertaken by Australian Traffic Surveys in May 2007;

. Australian Standard - Parking Facilities, Part 1: Off Street Car Parking
(AS/NZ2890.1:2004);

. Australian Standard — Parking Facilities, Part 2: Off Street Commercial Vehicle
Facilities (AS/NZ2890.2:2002);

. Draft Peregian Beach Village masterplan.

 

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2.0 EXISTING SITUATION

2.1 Subject Site

The proposed development site is approximately 2.161ha in area (broad hectare) and is
located at 215 —- 219 David Low Way, Peregian Beach. The subject land is described as
lots 8, 9 and 10 on P9315 and Lot 76 on MCH 2969, Parish of Weyba, County of March. The
site is bounded by David Low Way to the east, an unnamed access road to the south, Noosa
National Park to the west, a sports oval to the north and the Peregian Beach Hotel to the
northeast.

The site is currently used as a caravan park and camping grounds. The Peregian Beach
Village is located on the eastern side of David Low Way in the vicinity of the site. Currently
there is a pedestrian zebra crossing across David Low Way in the vicinity of the site.

Access to the site is currently provided via the unnamed access road on its southern
boundary. This access road also provides access for the Home Hardware development and
connects to David Low Way at an unsignalised T-junction.

The location of the proposed development and its environs is shown on Figure 2.1.

Figure 2.1 Site Location and Surrounding Environs

   

Subject

Site

 

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2.2 Key Roads
2.2.1. David Low Way

In Noosa Council’s Road Hierarchy, David Low Way is classified as Major Road Network (i.e.
arterial road). It is currently constructed as a two-lane, two-way divided roadway and is
generally aligned in the north to south direction. The carriageway in the vicinity of the site is
currently in the order of 7.2m wide, set within an approximate 30m road reserve. It has the
following characteristics:

. pedestrian paths are provided on both sides of the carriageway;

. bicycle lanes and bicycle awareness zones are provided;

. the posted speed limit in the vicinity of the proposed development is 60km/h;
. access to other developments is permitted with left-in/left-out movements.

Figure 2.2 shows David Low Way looking from the site access road to the north. Figure 2.3
shows David Low Way looking from the site access road to the south.

Figure 2.2 David Low Way to the north

 
     

 

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Figure 2.3 David Low Way to the south

 

2.3 Key Intersections

The following have been identified as key intersections in the vicinity of the site:

° David Low Way/Heron Street/hotel access: roundabout;
. David Low Way/unnamed access road: priority controlled T-junction.

The traffic impacts of the development have been assessed at these intersections.
24 Existing Traffic Volumes

In order to determine the existing traffic volumes, Australasian Traffic Surveys completed
manual traffic surveys on Thursday 3 May 2007. These surveys recorded turning movements
from 7:00am to 9:00am and 4:30pm to 6:30pm at the following intersections:

. David Low Way/Heron Street/hotel access;
. David Low Way/unnamed access road.

The observed peak hours occurred between 7:45am — 8:45am and 4:30pm — 5:30pm. The
traffic volumes at these peak times are presented on Figure 2.4.

2.5 Public Transport

Currently there are bus stops on each side of David Low Way in the vicinity of the site
connecting to Noosa and to Coolum. The bus stops are in a short walking distance, i.e. less
than one minute.

 

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LEGEND

000 AM Peak
(000) PM Peak
000 Includes U-turn

: Drawing Title: Figure No: 2.4
q) Cardno 2007 Existing Date: 20.06.07
Eppell Olsen Traffic Flows

Project No: CE005616

 

GASE 16%

3
6

ohutnes_June OF cit

   

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3.0 PROPOSED DEVELOPMENT

3.1 Site Use

The proposed development is known as “Essence of Peregian Beach”. The site is to be
developed in two components, with a commercial building fronting David Low Way and an
affordable accommodation resort adjacent to the National Park.

The commercial development is a three level building, including one level of car parking.
Plans for the proposed commercial building prepared by JMA Architects (Drawing No. 1024 A-
12, issue DA-P2 dated 20 June 2007) includes 1,928sq.m of floor area. This is comprised of:

. 316sq.m at ground level of restaurant area (it has been advised that one of the
ground floor tenancies, most likely the middle tenancy, will be a restaurant);

. 636sq.m at ground level of retail area;

. 976sq.m at the first floor of office space.

Within the accommodation precinct, there will be a combination of stand-alone cabins (beach
shacks) and hostel units. It is understood that the hostel units are to provide flexibility of
accommodation providing for families who are holidaying together, whilst also providing
‘backpacker’ accommodation.

Table 3.1 provides a summary of the proposed accommodation uses. The information
contained in Table 3.1 is based on plans prepared by JMA Architects (Drawing No. 1024 A-16
and Drawing No. 1024 A-04, both issue DA-P2 and dated 19 June 2007) and as calculated by
Cardno Eppell Olsen.

Table 3.1 : Schedule of Accommodation Uses

 

 

 

 

 

 

 

 

Use Size Number of Units
Stand-Alone Cabin 2 and 3 bedrooms 30 units
‘Hostel Units 1 bedroom 66 independently lockable units
2 bedroom 66 independently lockable units

 

Plans for the proposed development are provided at Appendix A to this report.

 

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3.2 Car Parking

The car parking proposed for the development is shown on the site plan/basement drawing
prepared by JMA Architects (Drawing No. 1024 A-04, issue DA-P3, dated 26 June 2007).

A total of 57 car spaces and seven motorcycle parking spaces are proposed at the basement
level within the commercial building. Of these spaces, two are considered too short and are
recommended to be removed. In addition, 45 car parking spaces are provided on the internal
access road. It is understood that these spaces are provided for the commercial building.
This results in a total of 100 car parking spaces and seven motorcycle spaces for the
commercial building. Of these, two car parking bays are for disabled users.

A total of 61 car parking spaces are proposed under the accommodation buildings, of which,
six spaces are double bays capable of accommodating trailers. Included within the car
parking supply are three spaces which are provided for people with a disability.

The management of the above spaces will be the responsibility of the body corporate.

A porte cochere including short-term parking and bus set-down/pick-up opportunities is to be
provided at the front of the accommodation site. This is capable of accommodating pick-
up/set-down of persons with a disability.

Bicycle parking for some 22 bicycles is proposed within the commercial basement. In
addition, 16 bicycle racks are provided in the accommodation car parking area at car park A.

3.3 Access

Access for the site is proposed at two locations, one being an entry only, the other being an
exit only. it is recommended that appropriate one-way and no entry signage be installed to
reinforce the proposed one-way direction.

The site access is via the unnamed cul-de-sac road to the south of the site. This access road
also serves Home Timber and Hardware opposite the site.

This access will provide vehicle access to the site via a porte cochere. This porte cochere has
been designed accommodate access by a 12.5m rigid vehicle.

 

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4.0 CAR PARKING REVIEW

44 Car Parking Requirements

The Noosa Planning Scheme (NPS) sets out the minimum number of car parking spaces for
new developments. The following car parking rates are applicable to this development:

. visitor hostel:
- 1 space per 12 guests capable of being accommodated;
- 1 space per staff member;
- one (1) parking for a courtesy shuttle bus (no bigger than 30 seats).
. cabin parks:
- 1 space per cabin; plus
- 1 space per 10 cabins.
. office: 1 space per 20sq.m of use area or part thereof.
. restaurant: 1 space per 10sq.m of use area.
. retail:
- 1 space per 20sq.m or part thereof of use are for areas up to 100sq.m;
- 1 space per 15sq.m or part thereof of use area for areas in excess of
100sq.m.

It is noted that the accommodation precinct is estimated to have a total of 15 staff members,
but these staff would not all be working at the same time. It is envisaged that the staff would
be on staggered shifts. As such, a maximum of eight staff are expected to be on the site at
any one time.

As the car parking ratios for the visitor hostel are based on the number of guests, the following
tates have been assumed. These rates are based on ‘Table 6.1: Rates of Occupancy for
Population Density’ in the Noosa Planning Scheme:

. 1 bedroom unit: 1.4 persons;
. 2 bedroom unit: 2.4 persons.

Based on the above car parking rates, Table 4.1 sets out the parking requirement for the
proposed development.

 

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Essence of Peregian Beach Eppell Olsen
Table 4.1 Car Parking Requirement
Size or Cars
Precinct Land Use No. of Car Parking Rate .
Uni Required
nits
Stand- 2and3
Alone b 30 cabins 1.1 spaces per cabin 33 spaces
. edrooms
Cabin
Accommodation | | 4.16, | guests | 250 guests 1 space per 12 guests 21 spaces
Units staff 8 staff 1 space per staff member 8 spaces
Sub Total | 62 spaces
Office 976sq.m 1 space per 20sq.m 49 spaces
. 1 space per 20sq.m
Retail (shop 1 285sq.m 17 spaces
(shop 1) 4 (first 100sq.m) P
Commercial | 1 space per 15sq.m
Retail (shop 2) 351sq.m (over 100sq.m) 22 spaces
Restaurant 316sq.m 1 space per10sq.m _ 32 spaces
Sub Toial | 120 spaces
Total | 182 spaces

 

 

The above shows that 62 car parking spaces are required for the accommodation precinct,
with 120 spaces required for the commercial precinct. This is a total of 182 car parking
spaces.

42 Car Parking Provision
The car parking proposed for the development is shown on the site plan/basement drawing

prepared by JMA Architects (Drawing No. 1024 A-04, issue DA-P3, dated 26 June 2007).
These plans include the following car parking provision:

. accommodation precinct: 61 car spaces plus porte cochere;
— commercial precinct: 100 car spaces plus seven motorcycle spaces
(assuming two spaces are lost, refer Section 4.3);
. total: 161 car spaces plus seven motorcycle spaces.

The Noosa Planning Scheme considers each four motorcycle parking bays to represent one
car parking bay. As such, the car parking supply for the commercial precinct could be
considered as 102 spaces.

The car parking provision for the accommodation precinct is one space short of the car
parking requirement, not considering the supply available within the porte cochere. The above

analysis indicates that the car parking supply for the commercial precinct is 18 spaces short of
the requirement.

 

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In terms of the car parking demands for the commercial precinct, it is expected that the peak
parking demands associated for the restaurant and those associated with the office will occur
at different times of the day. During the weekday lunchtime period, when the office is
expected to be fully operational, the restaurant is only expected to be achieving 50% of its
peak parking demand. Conversely, when the restaurant is fully occupied, either in the evening
or the weekend periods, the car parking demands associated with the office are expected to
be negligible.

Table 4.2, below, has therefore been prepared to indicate the likely peak demands for the
commercial precinct, considering the temporal demands.

Table 4.2 Commercial Car Parking Requirements Considering Temporal Demands

 

 

 

 

 

 

 

 

 

 

Car Parking Usage
Use Car Parking Weekday Lunch Weekend Lunch/Evening
Requirement
% Expected Car % Expected Car
Utilisation | Parking Demand | Utilisation | Parking Demand
Office 49 spaces 100% 49 spaces NIL NIL
Shop 39 spaces 100% 39 spaces 100% 39 spaces
Restaurant 32 spaces 50% 16 spaces 100% 32 spaces
Total 120 spaces 104 spaces 71 spaces

 

 

 

 

The above indicates that the car parking associated with the commercial development is
expected to peak at 104 cars, given the temporal demands.

The proposed car parking. provision is expected to be adequate, given:

. it is expected that there will be a cross-utilisation of the restaurant and retail
components with the accommodation precinct;
. the porte cochere for the accommodation precinct is capable of accommodating a

12.5m bus, which is larger than the requirements of Council and makes it possible
for large tour groups (i.e. OZ Experience) to stay on the site;

. a total of 40 bicycle parking spaces are proposed for the combined development;

° as indicated in Table 4.2, the car parking demands for the restaurant will peak at a
different times to the office components.

 

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4.3 Site Layout Review
4.3.1 Car Parking Layout
A review of the car parking layout against the requirements of the Noosa Planning Scheme

and the Australian Standards for Off Street Car Parking (AS/NZS2890.1-2004) has been
undertaken. This review indicates the following:

. in general, car parking bays are 2.6m wide by 5.4m long;
. access aisles are generally in excess of 5.8m wide.

Further to the above review, the following are noted:

. it is recommended that car spaces #49 and #50 within the commercial car parking
basement be deleted as they are effectively 4.6m long;
. a number of car parking bays are 4.8m long, which allow for a 600mm overhang

at the end of the car parking bay;

. car spaces #24 and #30 within the accommodation car parking area are
incorrectly drawn and are meant to be 2.6m wide;

. a vehicle turn around area is provided at the top of the car parking access aisle.

Subject to the removal of car spaces #49 and #50, the car parking layout is considered
appropriate.

4.3.2 Servicing

The Noosa Planning Scheme requires that the site shall include adequate space for the
loading and unloading of vehicles. As these are effectively two separate sites, loading for
each site has been provided. The anticipated commercial vehicles requiring access to the
development include:

. a 6.4m SRV to the accommodation precinct;
. an 8.0m mini-bus to the accommodation precinct;
. an 8.8m HRV to the commercial precinct.

This is tn addition to refuse collection requirements. This requires manoeuvrability of a 12.5m
rigid vehicle within the site, with front loading of the vehicle.

 

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An assessment of the anticipated swept path for above turning movements have been
conducted using AutoTURN, which is an AutoCAD based design tool. The result of the swept
path assessment is shown at Appendix B. This assessment shows that:

. minor amendments to the central feature island are required to accommodate
access by a 12.5m rigid vehicle, as required by Council, which are shown at
Appendix C;

. given that a 12.5m rigid vehicle and an 8.8m HRV are able to traverse the porte
cochere, access by an 8.0m mini-bus is possible;

. the loading bay for the commercial building will operate as a parking bay, as it is
not appropriate for vehicles to reverse into this location;

. the use of contrasting pavement at the entry to the refuse area would better define
the through traffic route in this area.

4.4 Bicycles

The subject site is well connected for bicycles, being adjacent to the north-south route of
Noosa’s bikeway network on David Low Way. This is an on-road route which connects the
Peregian Beach Village and north Noosa.

The Noosa Planning Scheme sets out the minimum number of bicycle parking spaces
required for new developments. This includes a requirement for commercial business of:

. office: 1 space per 50sq.m or part thereof of GFA;
. retail: 1 space per 100sq.m or part thereof of GFA;
. dining business: 1 space per 50sq.m or_part thereof of GFA.

This equates to a requirement for 32 bicycle parking spaces. The site plans currently include
22 bicycle spaces within the basement. The 10 remaining spaces could be U-racks installed
at ground level in front of the retail. In addition, end-of-trip cycle facilities should be provided
as follows:

. one locker per two bicycle parking spaces;
. one shower cubicle with ancillary change rooms per 10 bicycle spaces or part
thereof.

This equates to 15 lockers and three shower cubicles with ancillary change rooms. It is
expected that these could be accommodated within development.

The Noosa Planning Scheme does not have a bicycle requirement for visitor accommodation.
The basement has been designed with 18 bicycle racks where guests can store their bicycles.

 

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45 Pedestrians

The proposed site plan includes pedestrian connectivity from the site to David Low Way. This
is achieved via a link between the site to the north and the commercial building at a first floor
level. This can be accessed directly from the first floor of the central hostel buildings or via
stairs to the east of the internal access road.

The Peregian Beach Village Masterplan recommends the integration of the proposed
development with the village square by providing a pedestrian and visual connection. This is
achieved by the abovementioned pedestrian linkage which approximately connects to the
pedestrian crossing on David Low Way.

Connections for pedestrians within the site between the cabins, hostel buildings and the
commercial precincts are provided at ground level.

 

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5.0 DEVELOPMENT TRAFFIC IMPACTS

5.1 Assessment Scenarios

The impact of the proposed development on the operation of the following intersections has
been assessed:

. David Low Way/Heron Street/hotel access;
. David Low Way/unnamed access road.

The above intersections have been assessed for the following design traffic scenarios:

. 2008 background traffic volumes;
. 2018 background traffic volumes;
. 2008 post development traffic volumes;
. 2018 post development traffic volumes.

The methodology for calculating the background traffic volumes and traffic generated by the
proposed development are set out in the following sections.

It is noted that the traffic surveys at David Low Way/unnamed access road included traffic
generated by the current operation of the site. This traffic has not been removed from the
background traffic counts. As such, the following traffic impact assessment is considered
conservative.

5.2 Traffic Growth

In order to predict the future background volume of traffic at the abovementioned intersections
without the proposed development, a linear growth rate of 5% has been applied to the existing
traffic volumes at the intersections. This growth rate is at the higher end of the typically
adopted range which considered a conservative approach. This is to account for further
anticipated development of the Peregian Beach Village.

The calculated background traffic volumes at 2018 are shown on Figure 5.1.
5.3 Traffic Generation

To determine the peak hour traffic generation of the proposed development, reference has
been made to the draft ‘Transport Assessment Guide’, prepared by Eppell Olsen and Partners
for the Department of Main Roads. The traffic generation rates adopted and the resultant
traffic generation for the proposed development are set out in Table 5.1.

 

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LEGEND

000 AM Peak
(000) Pi Peak
000 includes U-turn

Drawing Title: Figure No: 5.1

Forecast 2018 Background Date: 31.05.07
Traffic Volumes Project No: CE005616

 

GASE1ECoreiDrawisi he Volumes_Jurie 07.odr

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Essence of Peregian Beach Eppell Olsen
Table 5.1 Traffic Generation
Size or Adopted Traffic .
Land Use : No. of Units Generation Rate Traffic Generation
Stand-Alone Cabin 30 cabins 0.4 vph/unit 12 vph
Hostel Units 132 units*** 0.4 vph/unit 53 vph
Office 976sq.m 3.4 vph/100sq.m 33 vph
Restaurant 316sq.m 5 vph/100sq.m- 16 vph
Retail 636sq.m 12.3 vph/100sq.m 78 vph
Total 192 vph

 

 

 

 

** based on independently lockable units.

Based on the above, it is expected that the development will generate 192vph in the road
network peak hour.

5.4 Traffic Distribution

In distributing the proposed development traffic on the surrounding road network, the following
splits have been adopted for the peak periods:

. accommodation development:
- 30% in/70% out during the AM peak period;
- 70% in/30% out during the PM peak period.
. commercial development:
- 95% in/5% out during the AM peak period;
- 10% in/90% out during the PM peak period.

In addition to the above, the following directional distribution has been assumed:

. north to/from Noosa Heads: 60%;
. south to/from Coolum: 40%.

5.5 Summary of Development Traffic Generation

Based on the assumption listed above, the resultant anticipated development traffic volumes
are presented on Figure 5.2.

’ The post development traffic flows anticipated at 2008 and 2018 are shown on Figure 5.3 and
Figure 5.4, respectively. These volumes have been used for the purposes of assessing the
traffic impacts. .

 

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Drawing Title: Figure No: 5.2
Ci > Cardno Development Date: 20.06.07
~ Eppell Olsen Traffic Generation

Project No: CE005616

 

 

 

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Cardno
Eppell Olsen

Drawing Title:

2008 Post Development
Traffic Flow

LEGEND

000 AMPeak
(000) PM Peak
000 Includes U-turn

Figure No: 5.3
Date: 20.06.07
Project No: CE005616

 

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Cardno

Eppell Olsen

Drawing Title:

2018 Post Development
Traffic Flow

LEGEND

000 AM Peak
(000) PM Peak
000 Includes U-turn

Figure No: 5.4
Date: 20.06.07
Project No: CE005616

 

 

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5.6 Traffic Impacts

As indicated earlier, the following study intersections have been identified for assessment:

. David Low Way/Heron Street/hotel access;
. David Low Way/unnamed access road.

Each of these intersections has been analysed for each of the scenarios outlined above using
the SIDRA3.1 analysis programme. This programme calculates the operation of intersections
based on input parameters, including geometry and traffic volumes. As an output SIDRA3.1
provides values for the degree of saturation (DOS), queues and delays. The DOS is a
commonly used value, which is essentially a volume to capacity ratio. The typically adopted
upper limits for the DOS, where it is considered that the operation of the intersection is
constrained, are: :

. unsignalised intersection: 0.80;
. roundabouts: 0.85.

A DOS exceeding these values indicates that the intersection is nearing its operational
capacity. Above these values, users of the intersection are likely to experience unsatisfactory
queuing and delays.

The following summarises the analysis of the nominated intersections.
5.6.1 David Low Way/Heron Street

This intersection is a single lane roundabout, at which the development traffic flows on the
through movement are likely to exceed the 5% rule. The operation of this intersection has
been assessed for both a background and a with development traffic situation. This is for the
purposes of identifying the impact which the development is likely to have on the intersection
operation.

The results of this analysis are provided at Appendix D and are summarised in Table 5.2.

 

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Table 5.2 David Low Way/Heron Street/hotel access: SIDRA Analysis Results
AM Peak PM Peak
Scenarios 95" %le 95" %le
bos Delay Queue DOs Delay Queue

2008 Background 0.48 7 sec 22m 0.44 7 sec 21m
With Development 0.56 7 sec 27m 0.50 7 sec 26m

2018 Background 0.72 8 sec 51m 0.69 8 sec 54m
With Development 0.83 8 sec 63m 0.74 9 sec 61m

 

 

 

 

 

 

 

 

The analysis shows that the intersection of David Low Way/Heron Street/hotel access is
capable of accommodating the traffic which is likely to be generated by the proposed
development.

5.6.2 .David Low Way/Unnamed Access Road

The intersection of the unnamed road providing access to the development. with
David Low Way has been assessed. In recognition that the median is wide enough to store a
right turning vehicle, it has been considered that a staged right turn is possible at this location.
As such, the assessment has been based on basic gap acceptance theory (as per the ‘Traffic
Engineering Practice’, Ogden and Bennett) and a spreadsheet analysis too! which has been
developed by Cardno Eppell Olsen.

The results of this analysis, which shows the results for the turning movements only (i.e. not
the through movements) can be found at Appendix D and are summarised in Table 5.3.

 

 

 

 

 

Table 5.3 David Low Way/Unnamed Access Road: Analysis Results
Scenarios | AM Peak: DOS PM Peak: DOS
Background 0.02 0.01
2008
With Development 0.12 0.15
2018 Background 0.04 0.02
With Development 0.21 0.17

 

 

 

 

 

 

The analysis shows that the T-intersection as it is currently formed is capable of
accommodating the traffic which is likely to be generated by the proposed development. This
is, in part, due to the ability for a vehicle turning right out of the unnamed access road to
complete a two-part turn by propping within the central median.

 

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CJ Gardno

Essence of Peregian Beach ~ Eppell Olsen

 

6.0 CONCLUSIONS

This report discusses the traffic impacts and car parking requirements for a proposed
commercial and accommodation development located in Pergian Beach, known as “Essence
of Peregian Beach”. This development incorporates a commercial building, with retail and a
restaurant at ground level and office at first floor, fronting David Low Way and an affordable
accommodation resort adjacent to the Noosa National Park.

Based on the car parking requirements set out within the Noosa Planning Scheme, 120 car
parking spaces are required for the commercial building, with 62 car parking spaces required
for the accommodation.

The car parking provision for the accommodation precinct is one space short of the car
parking requirement, not considering the supply of the porte cochere. The analysis indicates
that the car parking supply for the commercial precinct is 18 spaces short of the requirement,
or two spaces short when consideration is given to temporal demands.

The proposed car parking provision is expected to be adequate, given:

. it is expected that there will be a cross-utilisation of the restaurant and retail
components with the accommodation precinct;
. the porte cochere for the accommodation precinct is capable of accommodating a

12.5m bus, which is larger than the requirements of Council and makes it possible
for large tour groups (i.e. OZ Experience) to stay on the site;

. a total of 40 bicycle parking spaces are proposed for the combined development;

. the car parking demands for the restaurant will peak at a different times to the
office components.

A review of the car parking layout indicated that, subject to car spaces #49 and #50 within the
commercial car parking basement being deleted, the car parking layout is expected to operate
adequately.

Bicycle parking for 22 bicycles is proposed within the basement of the commercial building. It
is considered a further 10 spaces could be provided at ground level as U-racks. In addition,
18 bicycle racks are proposed within the basement of the accommodation buildings.

 

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Page 27

Essence of Peregian Beach Eppell Oisen
A review of the service vehicle accessibility indicates that:

. minor amendments to the central feature island are required to accommodate
access by a 12.5m rigid vehicle;

. the loading bay for the commercial building will operate as a parking bay, as it is
not appropriate for vehicles to reverse into this location;
. the use of contrasting pavement at the entry to the refuse area would better define

the through traffic route in this area.

The development is likely to generate some 192 vehicle movements in the road network peak
hours. An assessment of the operation of key intersection in the vicinity of the site indicates
that the subject intersections are capable of accommodating the traffic which is likely to be
generated by the proposed development.

 

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