10. APP E. Traffic Impact Assessment Report

 

PEKOL TRAFFIC & TRANSPORT

In terms of the restaurant / café use, we have adjusted the use area to account for the kitchen and food
storage areas being excluded from this calculation (we have assumed these areas make up 25% of the total
use area), with the proposed outdoor area (ie 47m’) added. The estimated use areas have been adopted for

all other components of the development.

Table 3.1 sets out the parking standards described above and the associated number of spaces to be

provided under each.

Table 3.1: PARKING REQUIREMENTS

Service Station 100m? use area _—_4 spaces per service bay (min of 5 spaces)

1 space per 20m’ or part thereof, of use
Shop 109m? use area 5.6
area for areas up to 100m?

137m? GFA
Restaurant / Café 1 space per 10m?GFA of use area 14.2
(142m? use area)

1 space per 30m? up to 150m? GFA
594m? GFA
Tyre & Mechanical 1 space per 50m? up to 500m? GFA 13.0
(582m? use area) .
1 space per 100m? in excess of 500m’ GFA

Retail / Industrial 1,663m? GFA

Various (see above) 23.0 — 32.0
Business (1599m? use area)
Total 56 - 65 spaces

3.3.2 Provision

It is proposed to provide a total of 59 car parking spaces and five motorcycle spaces for the development
(ie a total of 64 parking spaces). Of the total provision, 13 car parking spaces would be located adjacent to
the service station and restaurant / café component of the development, including one Person with
Disability (PWD) space. A total of 10 car parking spaces are to be provided for the vehicle repair
workshop with 36 car parking spaces (including two PWD spaces) and five motorcycle spaces proposed

for the remaining uses.

The total proposed car parking provision is midway within the range of parking spaces required under the
Noosa Plan. The Noosa Plan vehicle parking requirements is for standalone facilities and does not
account for the efficiencies gained from the consolidation of shared car parking spaces in a mixed-use
environment. Clearly there will be a number of linked trips between the various on-site uses, reducing

total parking demand.

It is also considered that the times of peak parking generation for each of the various uses will not

coincide. For example, the tyre and mechanical use is likely to generate its peak car parking demand in the

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