TRAFFIC IMPACT ASSESSMENT - Sutherland Shire · 2019-11-13 · 19.345r01v05 TRAFFIX 138-142 Cronulla Street, Cronulla - Traffic Impact Assessment (PP) 1 1. INTRODUCTION TRAFFIX has

TRAFFIC IMPACT ASSESSMENT

Planning Proposal

138-142 Cronulla Street, Cronulla

Reference: 19.345r01v05

Date: November 2019

DOCUMENT VERIFICATION

Job Number 19.345

Project 138-142 Cronulla Street, Cronulla

Client Munro Operations Trust

Revision Date Prepared By Checked By Signed

v05 11/11/2019 Kedar Ballurkar Kedar Ballurkar

CONTENTS

1. Introduction 1

2. Location and Site 2

3. Existing Traffic Conditions 5

3.1 Road Network 5

3.2 Public Transport 7

4. Description of Proposed Development 9

5. Traffic and Transport Impacts 10

5.1 Permissible Development Scheme (Current Zoning) 10

5.2 Potential Development Traffic Generation 11

5.3 Net Traffic Impacts 14

6. Parking Requirements 16

6.1 Parking Rates 16

6.2 DCP Parking Demand 17

6.3 Future Parking Demand 18

7. Conclusions 21

Appendices

Appendix A: Photographic Record

Appendix B: Indicative Concept Plans

19.345r01v05 TRAFFIX 138-142 Cronulla Street, Cronulla - Traffic Impact Assessment (PP) 1

1. INTRODUCTION

TRAFFIX has been commissioned by Munro Operations Trust to undertake a Traffic Impact

Assessment to accompany a Planning Proposal for the site at 138-142 Cronulla Street, Cronulla.

Approval is sought to vary the floor space ratio and height of building controls, in order to

incentivise the provision of a hotel facility. The site is located within the Sutherland Shire local

government area and has been assessed under that Council’s controls.

This report documents the findings of our investigations and should be read in the context of

the Planning Proposal prepared separately. As part of the Gateway process, the Planning

Proposal is to be referred to Transport for NSW for consultation.

The report is structured as follows:

Section 2: Describes the site and its location

Section 3: Documents existing traffic conditions

Section 4: Describes the proposed development

Section 5: Assesses the parking requirements

Section 6: Assesses traffic impacts

Section 7: Discusses access and internal design aspects

Section 8: Presents the overall study conclusions


2. LOCATION AND SITE

The site is located at 138-142 Cronulla Street in Cronulla, on the eastern side of the road, directly

north of Monro Park. In a regional context, it lies 30 metres east of Cronulla Station and

approximately 21 kilometres south of the Sydney central business district.

The site is rectangular shaped in configuration with a site area of 1,424m2. It has a western

frontage to Cronulla Street measuring 25 metres in length and an eastern frontage to Surf Lane

measuring 25 metres in length. The site is otherwise bounded to the north by a retail

development and to the south by Munro Park.

The site accommodates a single storey building with 1,035m2 gross floor area of combined retail

space. At at-grade car park with capacity for approximately eight (8) parking spaces is

accessed via Surf Lane.

A Location Plan is presented in Figure 1, with a Site Plan presented in Figure 2. Reference should

also be made to the Photographic Record presented in Appendix A which provides an

appreciation of the general character of roads and other key attributes in proximity to the site.


Figure 1: Location Plan


Figure 2: Site Plan


3. EXISTING TRAFFIC CONDITIONS

3.1 Road Network

The road hierarchy in the vicinity of the site is shown in Figure 3 with the following roads of

particular interest:

Cronulla Street: a local road that generally runs in a north-south direction

between Croydon Street in the north and Waratah Street in the

south. Within the vicinity of the site, Cronulla Street is subject to a

speed zoning of 50km/h. It generally consists of a single lane of

traffic in either direction. Timed kerbside parking is permitted

within signposted zones and a pick-up and drop-off zone is

located adjacent to Cronulla Station on the western kerbside.

Surf Lane: a local one-way road that traverses in a north-south direction

between Surf Road in the north and Laycock Avenue in the south.

It accommodates a single lane of traffic in a northerly direction

and generally permits time restricted on-street parking along

both sides of the laneway.

Laycock Avenue: a local road that generally traverses in an east-west direction

between Gerrale Street in the east and Cronulla Street in the

west. It is subject to a 50km/h speed zoning and carries a single

lane of traffic in either direction. Time restricted kerbside parking

is permitted along Laycock Avenue.

Surf Road: a local one-way road that generally traverses in an east-west

direction between Gerrale Street in the east and Cronulla Street

in the west. It is subject to a 50km/h speed zoning and carries a

single lane of traffic in an easterly direction. Time restricted

kerbside parking is permitted along the northern side of Surf Road

and time restricted angled parking is parking is provided along

the southern side of Surf Road.

Gerrale Street a local road that generally runs in a north-south direction

between Elouera Road in the north and Ewos Parade in the south.

Within the vicinity of the site, Cronulla Street is subject to a speed

zoning of 50km/h and carries a single lane of traffic in either

direction. Time restricted kerbside parking is permitted along the

western side of Gerrale Street.


Figure 3: Road Hierarchy


3.2 Public Transport

The existing public transport services operating in the locality is illustrated in Figure 4. It is evident

that the site is located within only 30 metres from Cronulla Station which on the T4 Eastern

Suburbs & Illawarra Line. Services from this station extend to the Sydney central business district

via Sutherland.

The site is also within 100 metres walking distance of bus stops on Cronulla Street which are

serviced by the following routes:

969 – Cronulla to Sutherland

971 – Cronulla to Hurstville

985 – Cronulla to Miranda via Woolooware Bay

987 – Cronulla to Kurnell (Loop Service)

988 – Cronulla to Caringbah via Burraneer

Cronulla Railway Station is located approximately 25 metres from site. This station provides

services on the T4 line, connecting the site to the Bondi Junction, Kogarah, Sydney Central

Business District and the wider rail network.


Figure 4: Public Transport


4. DESCRIPTION OF PROPOSED DEVELOPMENT

A detailed description of the changes sought to the Sutherland Shire Local Environmental Plan

2015 is provided in the Planning Proposal, prepared separately by City Plan. In summary

approval is sought for the following changes to site specific controls, in order to incentivise

provision of a hotel facility on the subject site:

Increase the Floor Space Ratio from 2:1 to 3.75:1.

Increase the Height of Building from 25m to 50m.

To assess the traffic impacts arising from the Planning Proposal, two concept development

schemes have been envisaged, representing what can be built under current planning

controls and what can be built under the proposed planning controls. These schemes are

referred to as a ‘permissible’ and ‘potential’ development scheme respectively, with yields

summarised in Table 1.

Table 1: Permissible and Potential Development Schemes

Type GFA / No.

Permissible Scheme (2,848m2 GFA based on max FSR 2.0)

Retail (Ground) 1,035m2

Commercial (L1 & L2) 1,813m2

Potential Scheme (5,340m2 GFA based on max FSR 3.75:1)

Hotel

35 rooms

1,656m2 of ancillary hospitality space, including 850m2 of

licenced floor area for patrons.

Commercial 2,295m2, including 1,276m2 of co-working space.

Reference should be made to the indicative concept plans prepared by Innovate Architects

which are presented at reduced scale in Appendix B. These plans show provision for a three

level basement car park accessed from Surf Lane, with capacity for 60 car parking spaces.

The traffic impacts and parking requirements arising from the potential development scheme

are discussed in Section 5 and Section 6, respectively.


5. TRAFFIC AND TRANSPORT IMPACTS

5.1 Permissible Development Scheme (Current Zoning)

5.1.1 Retail Trip Generation

The RMS Guide to Traffic Generating Developments publishes trip generation rates for

secondary retail developments, suitable for small shops and cafes. It recommends a maximum

peak hour trip generation rate of 4.6 vehicle trips per 100m2 gross leasable floor area of retail

space, occurring during the PM peak period on Thursdays. This peak rate does not apply to

mornings, where it is envisaged that traffic generated before 9am would be relatively low and

mostly consisting of staff arrivals. Therefore in adopting an AM peak period rate of a third of

the PM peak period rate, the 1,035m2 gross floor area of retail space in the permissible

development scheme is expected to generate the following traffic during weekdays:

16 vehicle trips per hour during the AM Peak Period (13 in and 3 out); and

48 vehicle trips per hour during the PM peak period (24 in and 24 out).

During weekends, the RMS guide deduces from surveys of individual retail sites that the

Saturday peak traffic generation was found to be 126% of the Thursday PM peak period.

Accordingly, during the typical weekend network peak period between 11:00am and 1:00pm,

the 1,035m2 gross floor area of retail space in the permissible development scheme is estimated

to generate the following peak traffic volumes during weekends:

60 vehicle trips per hour during the weekend peak period (30 in and 30 out).

5.1.2 Commercial Trip Generation

The RMS Technical Direction TDT 2013/04a recommends trip rates for commercial

developments, based on surveys undertaken in 2010. It recommends a summary peak trip

generation rate of 1.6 vehicle trips per 100m2 gross floor area during the AM peak hour 1.2

vehicle trips per 100m2 gross floor area during the PM peak hour. Application of these rates to

the 1,813m2 gross floor area of commercial space in the permissible development scheme

results in the following traffic generation.

29 vehicle trips per hour during the AM peak period (23 in and 6 out); and


22 vehicle trips per hour during the PM peak period (4 in and 18 out).

With respect to weekends, there are no trip rates published for commercial developments.

Activity during Saturdays and Sundays is expected to be very minimal for office uses, which

almost exclusively will accommodate employee uses (in contrast to business premises). When

also accounting for full-time employees typically arriving and departing work outside of the

network peak (11:00am to 1:00pm), traffic generation during weekends is estimated to be no

more than 15% of the weekday AM peak period generation:


5.1.3 Combined Trip Generation

Accounting for the above retail and commercial components, the permissible development

scheme is estimated to generate the following traffic volumes:

45 vehicle trips per hour during the AM peak period (36 in and 9 out);

70 vehicle trips per hour during the PM peak period (28 in and 42 out); and


5.2 Potential Development Traffic Generation

5.2.1 Commercial Trip Generation

Application of the commercial trip rates published under the RMS Technical Direction (and

weekend assumptions) to the 2,295m2 gross floor area of commercial space in the potential

development scheme results in the following traffic generation:





5.2.2 Hotel (Accommodation)

Neither the RMS Guide to Traffic Generating Developments nor the Technical Direction TDT

2013/04a provide trip generation rates for hotels. Notwithstanding, trip generation rates for

various accommodation developments can vary, from 0.1 vehicle trips per room as surveyed

for a CBD hotel development to 0.4 vehicle trips per hour for a motel, stipulated under the RMS

guide (these rates are inclusive of all users including staff and guests). Accordingly, a peak

hour trip rate of 0.3 vehicle trips per room has been selected for the potential development

scheme. Application of this rate to the 35 hotel accommodation rooms results in the following

traffic generation during both weekdays and weekends:



11 vehicle trips per hour during the weekend peak period: (6 in and 5 out).

It is clarified that the above volumes would involve a significant proportion of movements from

taxis (or ride share vehicles) and in itself considered a public benefit.

The adopted trip rate used for assessment is also considered to be conservative, noting the

excellent availability of public transport services. Should the operational details of the hotel be

known closer to submission of a development application, a survey based trip rate could be

adopted from a hotel with similar characteristics.

5.2.3 Hotel (Ancillary Hospitality Area)

The RMS Guide to Traffic Generating Developments recommends the analysis of traffic

generation for a licenced premises type development to be based on surveys of similar existing

food and beverage type hotels, noting:

“Surveys of licensed clubs conducted by the RTA in 1978 indicate that it is difficult

to generalise on their traffic generation because of the diversified nature of clubs.

Traffic generation is affected by such factors as the provision of live entertainment,

gambling facilities, number of members and club location. Behavioural changes

since 1978, such as the introduction of random breath testing, also make such

generalisations more difficult.”


TRAFFIX has previously undertaken surveys in 2016 surveys for two clubs in Eastwood:

The Eastwood Hotel, situated at 115 Rowe Street; and

The Landmark Hotel, situated at 20 West Parade.

Both clubs have similar site characteristics to the subject site location, being directly adjacent

to or opposite train stations, and within a town centre. It was found that the peak day for

trading activity occurred on Friday (with Saturday being the other surveyed day), where

patronage questionnaires across two separate days revealed an average of 23% of patrons

drove to these clubs.

Hence, in order to estimate the trip generation of the ancillary hospitality space, a floor space

rate of 1 patron per 5m2 has been adopted, which yields capacity for 170 patrons within the

total of 850m2 of licenced floor area. When assuming 10% of patrons to be hotel guests (total

50 guests based on 1.5 people per room) this would reduce to 165 external patrons. Applying

the abovementioned survey based percentage rate results in 38 (external) patrons ordinarily

driving to the site.

It is expected that peak trading for the hospitality space will occur during the day and evenings

(i.e. lunch and dinner), with only staff arriving during the morning. Accordingly, when assuming

a total of six (6) hospitality staff on-site, this component is estimated to generate the following

traffic during weekdays and weekends:



38 vehicle trips per hour during the weekend peak period: (19 in and 19 out).

As traffic generation during the evenings is dependent on turnover of patrons, these hourly

volumes may reduce where a longer average stay can be established.

5.2.4 Combined Trip Generation

Accounting for the above commercial, hotel accommodation and hospitality components,

the potential development scheme is estimated to generate the following traffic volumes:





5.3 Net Traffic Impacts

A comparison of the traffic generation assessed for the permissible and potential development

schemes is shown in Table 2.

Table 2: Permissible and Potential Development Traffic Generation

Development Scheme AM Peak Period

Traffic Generation

PM Peak Period

Traffic Generation

Weekend Peak Period

Traffic Generation

Permissible Scheme 45 trips per hour 70 trips per hour 64 trips per hour

Potential Scheme 54 trips per hour 77 trips per hour 55 trips per hour

Difference + 11 trips per hour + 7 trips per hour - 9 trips per hour

The net changes in traffic generating potential for the site under weekday and weekend peak

periods is summarised below:

Weekday AM Peak Period: The potential development scheme will generate an

additional 11 vehicle trips per hour during the AM

peak period over the permissible scheme. This is

considered a modest increase, equating to no more

than an additional vehicle trip being generated

every 5.5 minutes.

The result is attributed to the low trip generating

potential of hotel accommodation and in particular

for hospitality uses, which generate peak trading

activity during lunchtime and evenings only.

Weekday PM peak period: The permissible development scheme will generate

an additional seven (7) vehicle trips per hour during

the PM peak period over the permissible scheme. This

is again considered a minor increase, equating to no

more than an additional vehicle trip being

generated every 8.5 minutes.


The result is attributed to commercial office

developments generating less traffic during

evenings.

Weekend peak period: The potential development scheme has a net

decrease in traffic of nine (9) vehicle trips per hour

during weekends over the permissible scheme. That

is, there will be one less vehicle trip every 6.5 minutes

during peak periods.

The result is attributed to the extremely minimal

activity of commercial office uses on weekends, with

only the hotel and hospitality uses operating at peak

levels.

Accordingly, the impact of the potential uplift as enabled under the Planning Proposal will

result in a minimal increase in the traffic generating potential of the site over what is permissible

under current planning controls. Indeed, it would be expected that a future development with

a similar amount of commercial floor space will result in less traffic being generated during

weekends.

The land uses and proposed scale enabled under the Planning Proposal is therefore considered

an ideal traffic outcome, noting that the road network is understood to experience similar peak

volumes to weekday conditions, particularly during summer months where Cronulla Beach

draws significant crowds.

It is acknowledged however that a future Development Application for the site will need to

assess the traffic impacts in comparison to the existing development on-site. This will require

further assessment including software modelling of intersections. The final traffic generation for

a future development should consider the amount of parking available, which can directly

influence travel behaviours. An assessment on the appropriate amount of parking is thus

provided in Section 6.


6. PARKING REQUIREMENTS

6.1 Parking Rates

The site is zoned as B3 and is thus subject to parking controls under Chapter 19 (B3 Commercial

Core Cronulla) under the Sutherland Shire Development Control Plan (DCP) 2015. The

respective parking rates for the potential scheme are summarised in Table 3. No parking rates

are stipulated for hospitality uses in the B3 Cronulla Centre and therefore the general parking

rates under Chapter 36 have been referenced.

Table 3: DCP Parking Rates

Type GFA / No Parking Rate

Hotel Accommodation1

Rooms 35 1 space per 4 rooms

Staff3 8 1 space per 2 employees

Hospitality Space2

All Tenancies 1,656m2 Refer to RMS Guide to Traffic Generating

Development

Commercial Premises1

All Tenancies 2,295m2 I space per 30m2

1 Parking rate adopted for B3 Commercial Core Cronulla

2 General parking rate adopted for general sites under Chapter 36

3 Assumed number of employees

With respect to the parking for hospitality uses, the RMS Guide to Traffic Generating

Developments provides the following advice regarding parking provisions for ‘club’

developments, which are a comparable food and beverage venue:

“Off-street car parking must be provided to satisfy the average maximum demand.

Research has indicated that the demand for parking varies substantially

depending on the type of club and cannot readily be related to building floor

areas or to the membership. The determination of the number of parking spaces

required is therefore based on the characteristics of the proposed development.


Comparisons must be drawn with similar clubs.” (RMS Guide to Traffic Generating

Developments)

Based on the surveys of the two hotels in Eastwood discussed in Section 5.2.3, it was established

that on average, 23% of patrons drove to these sites, which are in a comparable town centre

environment. It is thus assumed for the purposes of assessment that the parking demands for

the hospitality space is equivalent to this percentage applied to the 90% of the total patron

capacity, after discounting 10% of capacity for hotel accommodation guests.

6.2 DCP Parking Demand

Based on the parking rates in the preceding section, the nominal parking demands generated

by the potential development scheme are outlined in Table 4.

Table 4: DCP Parking Demand

Type GFA / No Parking Rate

Parking

Spaces

Required

Hotel Accommodation1

Rooms 35 1 space per 4 rooms 9

Staff3 8 1 space per 2 employees 4

Hospitality Space2

All Tenancies 170 Patrons

(90% External)

23% of the number of

external patrons 35

Commercial Premises1

All Tenancies 2,295m2 I space per 30m2 77

Total 125

1 Parking rate adopted for B3 Commercial Core Cronulla

2 General parking rate adopted for general sites under Chapter 36

3 Assumed number of employees

It is evident that the permissible development scheme would generate a parking demand for

125 parking spaces under the DCP. In response, the indicative concept plans show provision

for a total of 60 parking spaces and is nominally deficient by 65 parking spaces. This shortfall is

not anticipated to be representative of the actual increase demand for public car parking


spaces, given the existing 1,035m2 retail development on-site does not provide any on-site car

parking for customers. Based on the retail parking rate of 1 space per 30m2, the additional

public car parking demand over existing conditions is estimated to be 37 car parking spaces

(assuming 80% of retail requirement is customer based).

It is emphasised that the DCP rates are based on historical travel mode characteristics and the

Planning Proposal represents an opportunity to modify travel behaviours by setting an

appropriate amount of car parking for the site. This is discussed in the below section.

6.3 Future Parking Demand

It is understood that the Cronulla Town Centre experiences network traffic congestion during

weekend peak periods, particularly during summer months where Cronulla Beach draws

significant crowds. A large supply of public car parking is available, with over 1,500 parking

spaces available either on-street or within Council operated car parks, as illustrated in their

Parking Map published on the Council website.

Historically, the objectives of the DCP have been to ensure private developments

accommodate their own demands, in order to minimise reliance on these public facilities.

However, planning policies typically evolve for larger town centres that experience congestion,

whereby constrained parking conditions are introduced. This involves either applying

restrictions on public parking or imposing maximum car parking rates for private development.

These methods restrict the availability of parking and therefore can influence travel modes by

reducing the number of car drivers where public transport can be readily accessed.

It is thus considered that a provision of approximately 60 car parking spaces is appropriate for

the potential development scheme for the following reasons:

The site is located directly opposite Cronulla Station, which is also a bus terminal for regional

services. Notwithstanding the very close access to an extensive number of public transport

services, it is located directly adjacent to the pedestrian entrance and en-route to Cronulla

Beach. It therefore may function as a ‘gateway’ to the Cronulla Town Centre where the

hospitality component can attract a higher proportion of patrons arriving by public

transport and as a supplementary destination to patrons already accessing the Town

Centre and beach.


It is anticipated that the reliance on private car usage will be particularly low for

commercial users. Indeed, the commercial parking rate of 1 per 30m2 gross floor area for

the Cronulla B3 Commercial Core is identical to the general parking rate applicable for the

entire Sutherland Shire local government area and therefore do not reflect the extensive

availability of public transport services.

More than half of the gross floor area for commercial component is allocated as co-

working space (1,276m2). This will involve individual desks being leased as opposed to a

tenancy with floor space, and is intended as an affordable alternative for small start-ups

and sole traders. It is anticipated co-working users will be less likely to require a car parking

space, where consideration can be given to allocating public car share spaces in the

basement for their business needs.

Indeed, Sutherland Shire Council has shown intent to reduce private car usage in their Draft

Integrated Transport Strategy in October 2019, where it is acknowledged that the local

government area has a higher rate of private vehicle use (76% of all trips) than Greater Sydney

and that “dependency on public transport worsens congestion, decreases freight and

efficiency and places further demand on parking”.

In particular, Council’s strategic strategy would change to initiate the use of demand

management rather than a demand satisfaction approach. That is, Council would seek

methods to reduce actual parking demands as opposed to providing additional capacity to

satisfy existing demands. A reduced parking provision for the subject site would therefore assist

in achieving two of the objectives in this policy:

“Increase the current public transport mode share of all daily trips taken across Sutherland

Shire by 35% in 2030”.; and

“To effectively manage parking supply and demand in order to achieve maximum 85% (on

street) and 90% (off street) peak occupancy for time limited parking by 2030”.

It is therefore concluded that the site is an ideal candidate for a future development to

incorporate a reduced parking supply, noting that travel behaviours can be influenced having

regard for the very close proximity of public transport services and with the permissible land

uses being amenable to reduced car dependency. This outcome aligns with Council’s future


planning policies (Draft Integrated Transport Strategy, October 2019) to manage congestion in

the Cronulla Town Centre.


7. CONCLUSIONS

In summary:

The Planning Proposal seeks approval to vary the floor space ratio and height of building

controls for the site at 138-142 Cronulla Street, Cronulla. These provisions will incentivise the

provision of a hotel facility, which is a permissible use of the site.

To assess the traffic and parking impacts arising from the planning proposal, a potential

development scheme has been envisaged, comprising of a 35 room hotel with 1,656m2

gross floor area of hospitality space and 2,295m2 gross floor area of commercial space.

When compared to a development scheme permissible under current planning controls,

consisting of retail and commercial space, the potential development scheme was

assessed to generate:

• 11 additional vehicle trips per hour during the AM peak period;

• 7 additional vehicle trips per hour during the PM peak period; and

• 9 less vehicle trips per hour during the weekend peak period.

These are minor volumes and therefore the uplift enabled under the Planning Proposal will

therefore have minimal impact on the traffic generating potential of the site. In particular,

the above land uses can generate less traffic during weekends, which is an ideal traffic

outcome noting that the Cronulla Town Centre experiences high network volumes on these

days.

Under the Sutherland Development Control Plan 2015, the permissible development

scheme has been assessed to generate a requirement for 90 parking spaces. Indicative

concept plans show provision for 60 parking spaces within a three level basement car park.

The reduced provision is considered appropriate as the site (and land uses) is an ideal

candidate to align with Council’s Draft Integrated Strategy by encouraging increase

uptake of public transport services and reducing network congestion.

In light of the above, the Planning Proposal is supported on transport planning grounds, noting

that the uplift enabled by the proposal will have minimal traffic and parking impacts.

APPENDIX A

Photographic Record

View looking east on Cronulla Street towards subject site frontage.

View looking south on Cronulla Street with subject site on left hand side.

View looking west on Surf Lane towards existing site access.

View looking north on Surf Lane with subject site on left hand side.

APPENDIX B

Indicative Concept Plans

B25

B25

A25

A25

PARKING(13 SPACES)

PARKING(2 SPACES)

PARKING(21 SPACES TOTAL)

HOTEL/COMM. ENTRY

STORAGE

PARKING(1 SPACE)

PARKING(5 SPACES)

1000

RL 5.50

S E W E R T U N N E L

3000

4000

56290

1525

2253

5

1525 55260

1108

012

980

F/STAIRS

STORAGERAMP

LIFT GOODS LIFT

FH

F/STAIRS 1STORAGE

All existing & overall dimensions are nominal & subject to verification onsite. where any discrepancy occurs between new work & existingdimensions - existing dimensions/work should take preference wherenecessary - otherwise notify Innovate Architects Pty Ltd.

Selected termite protection to be used on site in accordance with localcouncil's requirements, B.C.A and all relevant Australian Standards.

Smoke detectors to comply with requirements of specification e1.7 (NSW)fire and smoke alarms shall comply with AS 3786 and be connected to themain power supply.

All work to be carried out in accordance with the Building Code of Australia, all Local andState Government Ordinances, relevant Australian Standards, Local Electricity and WaterAuthorities Regulations and all other relevant Authorities concerned.All structural work and site drainage to be subject to Engineer's details or certificationwhere required by Council. This shall include r.c. slabs and footings, r.c. and steel beamsand columns, wind bracing to AS 1170 and AS4055, anchor rods or bolts, tie downs, fixingsetc., driveway slabs and drainage to Council's satisfaction.All timbers to be in accordance with SAA Timber Structure Code AS1720 and SAA TimberFraming Code AS 1684. All work to be carried out in a professional and workmanship likemanner according to the plans and specification.

Do not scale off the drawings unless otherwise stated and use figureddimensions in preference. All dimensions are to be checked and verified on sitebefore the commencement of any work, all dimensions and levels are subject tofinal survey and set-out. No responsibility will be accepted by this firm for anyvariations in design, builder's method of construction or materials used,deviation from specification without permission or accepted work practicesresulting in inferior construction. Locate and protect all services prior toconstruction.

This drawing and design is the property of Innovate Architects Pty Ltd andshould not be reproduced either in part or whole without the written consent ofthis firm.

NOTE:

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BASEMENT LEVEL 3

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BASEMENT LEVEL 31

ISSUE AMENDMENT DATE INT.A PLANNING PROPOSAL OCT 2019 BC/JMB AMENDED PLANNING PROPOSAL NOV 2019 DM

B25

B25

A25

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PARKING(7 SPACES)

PARKING(1 SPACE)

RL 8.70

1000

3000

55715

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BASEMENT LEVEL 21


B25

B25

A25

A25

4000 @ 5% = 200

RL.

11.

90

2000 @ 17.5% = 350

2000 @ 12.5% = 250

9680 @ 25% = 2420


PARKING(1 SPACE)

PARKING(12 SPACES)

WATER STORAGE

RL.

12.

15

RL.

14.

57

RL.

14.

92

RL 11.90 3000

55715

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