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Attachment F - Carparking Evaluation -Noosa Carparking Study - McGagney report
Noosa Council
Noosa Carparking Study
Final Report
Noosa Car Parking Study
2017 – 2032
Final Report
Prepared for: Noosa Council
Prepared by: MRCagney Pty Ltd, Brisbane, Australia
March 2018
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Noosa Council
Noosa Carparking Study
Final Report
Quality Assurance Register
Issue Description Prepared by Reviewed by Authorised by Date
a First Draft Report RR, SL DW 19/12/2017
b Draft Report RR DW DW 16/02/2018
c Draft Report RR DW DW 19/02/2018
1 Final Report RR DW DW 1/03/2018
Document Information
Project Name Noosa Car Parking Study
Document Name Final Report
Client Noosa Council
Job Number 6360
Prepared by MRCagney Pty Ltd
© 2018 MRCagney Pty Ltd ABN 11 093 336 504
This document and information contained herein is the intellectual property of MRCagney Pty Ltd and is solely for the use of MRCagney’s
contracted client. This document may not be used, copied or reproduced in whole or part for any purpose other than that for which it
was supplied, without the written consent of MRCagney. MRCagney accepts no responsibility to any third party who may use or rely upon
this document.
www.mrcagney.com
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Noosa Council
Noosa Carparking Study 2017 - 2032
Final Report
Executive Summary
Noosa Shire Council (NSC) engaged MRCagney to undertake a review of current and future carparking capacity
for the main development centres within Noosa. This report examined current and future on-street (public)
carparking capacity for the main centres within Noosa and provided recommendations around potential parking
management options (including additional public parking facilities) as well as alternative parking policy options.
Nominated centres for specific focus were:
Cooran;
Cooroy;
Hastings Street;
Noosa Junction;
Noosaville;
Peregian Beach;
Pomona;
Sunshine Beach; and
Tewantin.
MRCagney also benchmarked parking requirements outlined in the current Noosa Plan (2006) against other,
similarly situated regional councils in SEQ and industry best practice, as well as provided comparisons for in-lieu
parking contributions.
Strategic Context
Noosa’s population is expected to increase by 16% between 2017 and 2031, and along with population growth
in surrounding areas and the wider SEQ region, Noosa is still expected to experience increased parking demands
from residents and visitors, often concentrated with seasonal peaks.
Noosa is currently served by public transport such as inter-regional train services, inter- and intra-regional bus
services, and coastal ferries. The coastal areas have an extensive on-road and off-road cycle network, and a
relatively well-connected pathway network. Despite Noosa’s current public transport and active transport
infrastructure, most trips in Noosa are still completed by private vehicle, with 87% of Noosa residents relying on
a car for transport (SEQ Household Travel Survey, 2009 - 2012).
Looking forward, the Noosa Design Principles (2015) aims to consolidate Noosa’s ambitions around the future
of development in Noosa into one uniform document. Key parking design principles from this document are:
Design a transport network that does not attempt to cater for all peak traffic and parking loads but provides
for a high level of service during non-peak periods.
Encourage alternative transport such as walking, cycling, scootering or the use of public transport to reduce
traffic congestion and greenhouse gas emissions.
Facilitate the use of sustainable transport modes by providing bicycle and scooter parking.
Improve access for pedestrians, cyclists and public transport before using more public space for car parking.
Avoid sacrificing public open space for car parking.
Use smart technology to manage parking to avoid unsightly infrastructure.
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Noosa Carparking Study 2017 - 2032
Final Report
Furthermore, a key design principle outlined within the Noosa Design Principles document is the importance of
ensuring that transport infrastructure caters for all modes, to reduce car dependency over the longer term.
The Noosa Transport Strategy, aligned with the Noosa Design Principles, sets forward the following principles
for transport:
Encourage transport options that meet the needs of both locals and visitors.
Prioritise our focus on moving people and goods rather than on moving cars.
Provide infrastructure and services that are designed to give priority to pedestrians, cyclists, scooters and
public transport over private cars.
Improve the safety and amenity of pedestrians and cyclists in our transport infrastructure.
Address peak time traffic congestion by reducing traffic rather than increasing road capacity.
Accommodate changes in transportation technology.
Align our organisational transport options and usage with Council’s Zero Emissions Strategy and the above
principles.
Design for, encourage and facilitate transport options that reduce the emissions produced by our
community.
Noosa’s current transport environment and forward looking strategic documents were considered in the
development of parking demand management and parking policy recommendations.
Parking Policy Options
Potential parking policy options and their applicability to the Noosa context were evaluated. Key potential
parking parking policy options included:
Removal of minimum parking rates;
Maximum parking rates;
In-lieu payments;
Transferable parking entitlements;
Travel demand parking reductions.
Recommended parking demand management interventions for the Noosa centres are summarised below:
Short-term
Implement a lower limit of parking minimums and an upper limit of parking maximums, with consideration
given to parking minimums of other similar regional councils, the observed utilisation of existing parking
provisions, best practise parking rate recommendations and the longer-term planning for parking rates in
Noosa Shire.
Establish a framework for the limited reduction of parking provisions below parking minimums through the
use of travel demand management measures by developers and in-lieu payment contributions. Investigate
opportunities to implement unbundled parking and shared parking in centres.
Simplify land use scenarios into three categories - Non-residential (shops & offices), residential permanent
(multiple dwellings) and residential short term (short term accommodation).
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Final Report
Medium-term
Reduce the range between parking minimums and parking maximums, through consideration of observed
parking supply demand by developers, and the impact of adjusted parking minimum requirements on
utilisation of parking provisions in the region, best practise parking rate recommendations and the longer-
term planning for parking management in Noosa Shire.
Long-term
Implement parking maximums for key locations and development types in Noosa Shire, specifically Business
Centre Zones, Neighbourhood Centre Zones or Village Mix Zones. Parking maximums will be determined
through consideration of observed parking supply demand by developers, and the impact of adjusted
parking minimum requirements on utilisation of parking provisions in the region, best practise parking rate
recommendations and the longer-term planning for parking management in Noosa Shire.
Implement transferable parking entitlements at locations where parking maximums have been implemented.
Parking Rate Benchmarking
Parking requirements detailed in the Noosa Plan (2006) were evaluated against other, similarly situated regional
councils in SEQ. These have been summarised in Figure E-1 and Figure E-2.
Figure E-1: Non-residential - Council Parking Benchmark
Figure E-2 Residential - Council Parking Benchmark (spaces / dwelling)
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Final Report
As can be seen from Figure E-1 and Figure E-2, Noosa Shire’s current Shops / Office parking minimum rates
generally exceed those of comparable regional councils. There is greater variation in Residential parking
minimums for comparable councils, however, Noosa Shire’s parking rates are typically on the upper end.
In-lieu Parking Contributions
There are a number of options that can be considered when determining an appropriate in-lieu payment rate.
Many regional municipalities where in-lieu payment arrangements apply adopt a rate that offers a ‘subsidised
fee’ in recognition that shared public parking resources are a valuable asset to the broader community, with the
adopted in-lieu payment rate not being reflective of the full cost of providing a parking space. This generally
achieves a balance whereby costs associated with the rate are accessible while providing some funds for Council,
reducing their costs when building public parking.
Industry documents (Rawlinson, 2017) have been reviewed in order to outline indicative estimates for the
construction of off-street parking facilities, excluding the cost of land. Construction cost estimates for three
distinct types of off-street parking are shown in Table E-1.
Table E-1: Parking Construction Costs
Estimate of Average Cost
Parking Type Items Included
(Brisbane based data)
Surface carparking Bitumen paving, stormwater drainage, minimal lighting and some landscaping $3,000 / space
Multi-level carparking Reinforced concrete construction, open sides, minimal toilet facilities, no lifts, $17,000 – $24,000 / space
(parking station) ventilation or fire sprinklers
Reinforced concrete construction including deck over, mechanical ventilation,
Underground $49,000 – $53,000 / space
fire sprinklers, landscaping to top of deck, minimal facilities, no lifts.
Additionally, MRCagney recently completed an investigated into in-lieu payment rates in Victoria. In-lieu parking
contribution rates applied in similar regional area, in Victoria, through their respective planning schemes are
displayed graphically in Figure E-3.
Figure E-3: Contribution Rates for Regional Councils
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Final Report
Current Parking Performance
Although strategic parking policy options were investigated, for a detailed investigation into the parking
performance of specific centres it was conservatively assumed that no changes to parking policy (and associated
longer term reductions in parking demand) will be enacted.
An audit of the on-street carparking supply was undertaken in July 2017 as part of the Noosa Carparking Study
2017 – 2032. Parking demand for existing parking supply within nominated centres was examined using aerial
imagery of parking demand on Tuesday 25th July at approximately 11am. Parking utilisation observations were
also collected between the 18th and the 25th of January, providing an additional nine data points for each of
the study areas. Current parking utilisation for each centre is summarised in Table E-2.
Table E-2: Current Parking Utilisation in Nominated Centres
Utilisation (Additional Surveys, Jan 2018)
Parking Supply Utilisation
Centre
Jul 2017 (Aerial Imagery, Jul 2017)
Average Low High
Cooran 36 22% 22% 8% 39%
Cooroy 336 59% 71% 55% 82%
Hastings Street 396 78% 93% 80% 100%
Noosa Junction 755 74% 69% 54% 82%
Noosaville 110 86% 73% 54% 87%
Peregian Beach 208 83% 84% 62% 97%
Pomona 127 70% 52% 20% 72%
Sunshine Beach 52 88% 82% 50% 93%
Tewantin 347 84% 77% 62% 91%
TOTAL 2,358 74% 75%
Future Parking Performance
Future parking performance for the centre study areas in Noosa was determined based on assumed growth in
parking demand. This growth in parking demand was determined considering a variety of inputs including
residential population growth, growth in visitor demand (where relevant), and expected future development
growth (based on potential development capacity) for each centre.
Carparking demands and associated parking requirements have been projected forwards (linearly) to 2031, in
line with Noosa’s current development scheme, the Noosa Plan (2006). The projected on-street parking demand
for each centre was assessed against two utilisation criteria, 100% (at capacity) and 85% (ideal utilisation). A
parking utilisation level of around 85% of space occupied during periods of peak parking demand should ensure
that there is generally a parking space available to those who require it, but also minimise large areas of parking
spaces going unutilised for significant periods of time.
The additional parking supply required to achieve a utilisation rate of 100% in 2031 should be considered a
minimum (additional carparks required for carparking supply to meet predicted future demand), however, the
additional carparks required to achieve an overall utilisation rate of 85% is considered a desirable target.
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Final Report
Based on assumed future growth in parking demand and observed existing utilisation, the additional carparks
required to meet Business as Usual (BAU) parking demand are shown in Table E-3.
Table E-3: Additional Carparks Required by 2031
Expected Growth Additional Carparks Required by 2031
Existing Average in Parking
Centre Minimum (100% Target (85%
Carparking Supply Utilisation Demand (2017 –
utilisation) utilisation)
2031)
Cooran 36 22% 15% 0 0
Cooroy 336 71% 15% 0 0
Noosa Junction 396 93% 25% 66 147
Hastings Street 755 69% 30% 0 41
Noosaville 110 73% 20% 0 3
Peregian Beach 208 84% 15% 0 29
Pomona 127 52% 15% 0 0
Sunshine Beach 52 84% 20% 1 11
Tewantin 347 77% 10% 0 0
As can be seen from Table E-3, all of Noosa Junction, Hastings Street, Noosaville, Peregian Beach and Sunshine
Beach will experience a shortfall in parking supply at an 85% utilisation target rate, while Hastings Street and
Sunshine Beach experience a shortfall in parking supply at a 100% utilisation rate.
Parking Demand Management Options
Following on from an assessment of additional carparking requirements without parking demand management
intervention, potential parking demand management interventions and their applicability to the above Noosa
centres were evaluated. Key potential parking demand management interventions included:
Priced parking;
Time-limited car parking and other priority controls;
Directional signage and real-time information;
Car share schemes;
Green travel plans;
Overflow parking plans;
Park and ride services; and
Additional parking supply.
Potential parking demand management options for each of the centres are shown in Table E-4.
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Final Report
Table E-4: Parking Demand Management Options for Noosa Centres
Parking Demand Management Options
Study Area Priced
Time Limits Overflow
Directional
Additional
/ Priority Car-share Travel Plans parking Park N' Ride Parking
parking signs
Controls plans Supply
Cooran
Cooroy
Hastings Street
Noosa Junction
Noosaville
Peregian Beach
Pomona
Sunshine Beach
Tewantin
The above parking demand management options were further distilled into specific recommendations for the
centres. These are summarised below:
Opportunities to provide additional parking supply were identified in the Noosa Junction study area, with
the site adjacent to the TransLink bus station identified as the preferred option. Additional Noosa Junction
parking (either two-level or three-level), could be used to supplement Hastings Street parking supply during
periods of peak temporal parking demand (i.e. weekend beach trips) through the provision of a dedicated
shuttle services between Noosa Junction parking and Hastings Street.
The implementation of priced parking in the shorter term is considered an appropriate intervention for the
Hastings Street study area, given the constraints on additional parking within the study area and the high
level of current and future estimated utilisation of existing parking supply. Complementary to this, it is also
recommended that real-time information on parking availability and directional signage be implemented
before Hastings Street (eastern roundabout intersection) to alert drivers to a parking availability (or lack
thereof) at the Noosa Woods carpark, reducing overall traffic circulation through Hastings Street.
Directional signage can be used to guide drivers, particularly visitors who may be unfamiliar with the area,
to nearby alternative parking areas – particularly at Noosaville, Noosa Junction and Peregian Beach. While
directional signage is not expected to significantly impact upon parking demand for centres, it would
improve relative parking utilisation across the study area.
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Contents
1 Introduction ................................................................................................................................................ 1
1.1 Methodology ...................................................................................................................................................................... 1
2 Strategic Context ........................................................................................................................................ 3
2.1 Noosa’s Transport Environment .................................................................................................................................. 3
2.2 Noosa Design Principles (2015) ................................................................................................................................... 4
2.3 Noosa Transport Strategy 2017 – 2027 .................................................................................................................... 5
3 Current Parking Performance ................................................................................................................... 7
3.1 Sources of Parking Utilisation Data............................................................................................................................ 7
3.2 Cooran ................................................................................................................................................................................... 9
3.2.1 Parking Environment ....................................................................................................................................... 9
3.2.2 Current Parking Utilisation ..........................................................................................................................10
3.3 Cooroy .................................................................................................................................................................................11
3.3.1 Parking Environment .....................................................................................................................................11
3.3.2 Current Parking Utilisation ..........................................................................................................................12
3.4 Hastings Street .................................................................................................................................................................13
3.4.1 Parking Environment .....................................................................................................................................13
3.4.2 Current Parking Utilisation ..........................................................................................................................14
3.5 Noosa Junction.................................................................................................................................................................16
3.5.1 Parking Environment .....................................................................................................................................16
3.5.2 Current Parking Utilisation ..........................................................................................................................17
3.6 Noosaville ...........................................................................................................................................................................18
3.6.1 Parking Environment .....................................................................................................................................18
3.6.2 Current Parking Utilisation ..........................................................................................................................19
3.7 Peregian Beach .................................................................................................................................................................21
3.7.1 Parking Environment .....................................................................................................................................21
3.7.2 Current Parking Utilisation ..........................................................................................................................22
3.8 Pomona ...............................................................................................................................................................................23
3.8.1 Parking Environment .....................................................................................................................................23
3.8.2 Current Parking Utilisation ..........................................................................................................................25
3.9 Sunshine Beach ................................................................................................................................................................26
3.9.1 Parking Environment .....................................................................................................................................26
3.9.2 Current Parking Utilisation ..........................................................................................................................27
3.10 Tewantin..............................................................................................................................................................................28
3.10.1 Parking Environment .....................................................................................................................................28
3.10.2 Current Parking Utilisation ..........................................................................................................................29
4 Future Parking Performance ................................................................................................................... 31
4.1 Cooran .................................................................................................................................................................................31
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4.2 Cooroy .................................................................................................................................................................................32
4.3 Hastings Street .................................................................................................................................................................33
4.4 Noosa Junction.................................................................................................................................................................33
4.5 Noosaville ...........................................................................................................................................................................34
4.6 Peregian Beach .................................................................................................................................................................35
4.7 Pomona ...............................................................................................................................................................................35
4.8 Sunshine Beach ................................................................................................................................................................36
4.9 Tewantin..............................................................................................................................................................................37
5 Appropriate Parking Demand Management Interventions................................................................. 38
5.1 Suggested Beach Parking Demand Management .............................................................................................38
5.2 Evaluation of Parking Demand Management Interventions ..........................................................................39
5.3 Impact of Parking Demand Management Measures on Parking Demand ..............................................42
5.4 Parking Demand Management Areas for Specific Study Areas ....................................................................43
5.4.1 Cooran .................................................................................................................................................................45
5.4.2 Cooroy .................................................................................................................................................................45
5.4.3 Hastings Street .................................................................................................................................................45
5.4.4 Noosa Junction ................................................................................................................................................49
5.4.5 Noosaville ...........................................................................................................................................................50
5.4.6 Peregian Beach.................................................................................................................................................52
5.4.7 Pomona ...............................................................................................................................................................53
5.4.8 Sunshine Beach ................................................................................................................................................53
5.4.9 Tewantin .............................................................................................................................................................54
6 Parking Policy ........................................................................................................................................... 55
6.1 Current Parking Policy ...................................................................................................................................................55
6.1.1 Former Contribution Policy .........................................................................................................................56
6.1.2 Parking Rate Benchmarking ........................................................................................................................57
6.2 Development Led Parking Policy Options .............................................................................................................63
6.2.1 Parking Policy Options ..................................................................................................................................63
6.2.2 Summary of Parking Policy Options ........................................................................................................71
6.3 Parking Policy Recommendations ............................................................................................................................72
6.3.1 Short-Term (2019 Planning Scheme) ......................................................................................................73
6.3.2 Medium-Term...................................................................................................................................................74
6.3.3 Long-Term .........................................................................................................................................................75
7 In-lieu Parking Contributions.................................................................................................................. 76
8 Key Findings .............................................................................................................................................. 78
Appendix A: Planning Inputs
Appendix B: Future Growth in Parking Demand
Appendix C: Demand Management Interventions
Appendix D: Noosa Junction Carpark Options
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Figures
Figure E-1: Non-residential - Council Parking Benchmark ........................................................................................................... 3
Figure E-2 Residential - Council Parking Benchmark (spaces / dwelling) .............................................................................. 3
Figure E-3: Contribution Rates for Regional Councils .................................................................................................................... 4
Figure 3-1: Cooran Study Area ................................................................................................................................................................ 9
Figure 3-2: Cooran Parking Environment .......................................................................................................................................... 10
Figure 3-3: Utilisation of Cooran Study Area Parking Supply ................................................................................................... 10
Figure 3-4: Cooroy Study Area .............................................................................................................................................................. 11
Figure 3-5: Cooroy Parking Environment .......................................................................................................................................... 12
Figure 3-6: Utilisation of Cooroy Study Area Parking Supply ................................................................................................... 13
Figure 3-7: Hastings Street Study Area .............................................................................................................................................. 14
Figure 3-8: Hastings Street Parking Environment .......................................................................................................................... 14
Figure 3-9: Utilisation of Hastings Street Area Parking Supply ................................................................................................ 15
Figure 3-10: Noosa Junction Study Area ........................................................................................................................................... 16
Figure 3-11: Noosa Junction Parking Environment ....................................................................................................................... 17
Figure 3-12: Utilisation of Noosa Junction Study Area Parking Supply ................................................................................ 18
Figure 3-13: Noosaville Study Area ..................................................................................................................................................... 19
Figure 3-14: Noosaville Parking Environment ................................................................................................................................. 19
Figure 3-15: Utilisation of Noosaville Study Area Parking Supply .......................................................................................... 20
Figure 3-16: Peregian Beach Study Area ........................................................................................................................................... 21
Figure 3-17: Peregian Beach Parking Environment ....................................................................................................................... 22
Figure 3-18: Utilisation of Peregian Beach Study Area Parking Supply ................................................................................ 23
Figure 3-19: Pomona Study Area ......................................................................................................................................................... 24
Figure 3-20: Pomona Parking Environment ..................................................................................................................................... 24
Figure 3-21: Utilisation of Pomona Study Area Parking Supply............................................................................................... 25
Figure 3-22: Sunshine Beach Study Area........................................................................................................................................... 26
Figure 3-23: Sunshine Beach Parking Environment ...................................................................................................................... 26
Figure 3-24: Utilisation of Sunshine Beach Study Area Parking Supply................................................................................ 27
Figure 3-25: Tewantin Study Area ........................................................................................................................................................ 28
Figure 3-26: Tewantin Parking Environment .................................................................................................................................... 29
Figure 3-27: Utilisation of Tewantin Study Area Parking Supply ............................................................................................. 30
Figure 4-1: Cooran Projected Parking Demand .............................................................................................................................. 32
Figure 4-2: Cooroy Projected Parking Demand .............................................................................................................................. 32
Figure 4-3: Hastings Street Projected Parking Demand .............................................................................................................. 33
Figure 4-4: Noosa Junction Projected Parking Demand ............................................................................................................. 34
Figure 4-5: Noosaville Projected Parking Demand ....................................................................................................................... 34
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Figure 4-6: Peregian Beach Projected Parking Demand ............................................................................................................. 35
Figure 4-7: Pomona Projected Parking Demand............................................................................................................................ 36
Figure 4-8: Sunshine Beach Projected Parking Demand ............................................................................................................. 36
Figure 4-9: Tewantin Projected Parking Demand .......................................................................................................................... 37
Figure 5-1: Potential Location of Real-time Parking Information at Hastings Street ...................................................... 46
Figure 5-2: Hastings Street Parking Demand Management Intervention ............................................................................ 47
Figure 5-3: Noosa Junction Potential Additional Parking Locations ...................................................................................... 48
Figure 5-4: Shuttle service connection with Noosa Junction (additional 2-level carpark) ............................................ 49
Figure 5-5: Noosa Junction Parking Demand Management Intervention ........................................................................... 50
Figure 5-6: Noosaville Time-Limit Locations.................................................................................................................................... 51
Figure 5-7: Noosaville Parking Demand Management Intervention...................................................................................... 52
Figure 5-8: Peregian Beach Parking Demand Management Intervention ........................................................................... 53
Figure 5-9: Potential Tewantin Carpark Layout............................................................................................................................... 54
Figure 6-1: Non-residential - Council Parking Benchmark......................................................................................................... 60
Figure 6-2 Residential - Council Parking Benchmark (spaces / dwelling) ............................................................................ 61
Figure 6-3: Non-Residential - Model Guideline Parking Benchmark ..................................................................................... 62
Figure 6-4: Residential - Model Parking Benchmark (spaces / dwelling) ............................................................................. 62
Figure 7-1: Contribution Rates for Regional Councils.................................................................................................................. 77
Figure C-1: Automated Parking Management Systems (left, Robina) and Simple Directional (right, Brisbane)
Figure D-1: Two-Level Carpark - Ground Level
Figure D-2: Two-Level Carpark – Level 1
Figure D-3: Three-Level Carpark – Ground Level
Figure D-4: Three-Level Carpark – Level 1
Figure D-5: Three-Level Carpark – Level 2
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Tables
Table E-1: Parking Construction Costs ................................................................................................................................................. 4
Table E-2: Current Parking Utilisation in Nominated Centres ..................................................................................................... 5
Table E-3: Additional Carparks Required by 2031 ........................................................................................................................... 6
Table E-4: Parking Demand Management Options for Noosa Centres .................................................................................. 7
Table 2-1: Trip Mode Share ...................................................................................................................................................................... 4
Table 3-1: Parking Utilisation Estimates for Aerial Imagery ......................................................................................................... 7
Table 3-2: Parking Utilisation within Noosa Study Areas (Observation Surveys) ................................................................ 8
Table 3-3: Comparison between Survey Sources............................................................................................................................. 8
Table 3-4: Parking Utilisation within the Cooran Study Area .................................................................................................... 10
Table 3-5: Parking Utilisation within the Cooroy Study Area .................................................................................................... 12
Table 3-6: Parking Utilisation within the Hastings Street Study Area .................................................................................... 15
Table 3-7: Parking Utilisation within the Noosa Junction Study Area ................................................................................... 17
Table 3-8: Parking Utilisation within the Noosaville Study Area.............................................................................................. 20
Table 3-9: Parking Utilisation within the Peregian Beach Study Area ................................................................................... 22
Table 3-10: Parking Utilisation within the Pomona Study Area ............................................................................................... 25
Table 3-11: Parking Utilisation within the Sunshine Beach Study Area ................................................................................ 27
Table 3-12: Parking Utilisation within the Tewantin Study Area .............................................................................................. 29
Table 4-1: Additional Carparks Required by 2031 ......................................................................................................................... 31
Table 5-1: Parking Demand Management Options ...................................................................................................................... 40
Table 5-2: Demand reduction measures impact on parking demand ................................................................................... 42
Table 5-3: Estimated Impact of Demand Management Measures ......................................................................................... 42
Table 5-4: Parking Demand Management Options for Study Areas ...................................................................................... 43
Table 5-5: Estimated Additional Carparking Requirements with Demand Management Interventions.................. 45
Table 5-6: Evaluation of Potential Parking Locations ................................................................................................................... 48
Table 6-1: Gladstone maximum parking rates under investigation ....................................................................................... 58
Table 6-2: City of Cockburn parking rates ........................................................................................................................................ 58
Table 6-3: Gold Coast Minimum Centre Zone Parking Rates ................................................................................................... 59
Table 6-4: Local Council Minimum Parking Rates ......................................................................................................................... 59
Table 6-5: Complete Streets indicative parking rates .................................................................................................................. 61
Table 6-6: Moreton Bay Regional Council Local Centre Zone Precinct Parking Rates.................................................... 62
Table 6-7: Limits on Parking Supply - International Examples ................................................................................................. 65
Table 6-8 Travel Demand Parking Reductions ................................................................................................................................ 68
Table 6-9: Parking Policy Options ........................................................................................................................................................ 71
Table 6-10: Short-term Parking Rates ................................................................................................................................................ 73
Table 6-11: Medium-term Parking Rate ............................................................................................................................................ 74
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Table 7-1: Parking Construction Costs ............................................................................................................................................... 76
Table 7-2: In-lieu Parking Contribution Rates in Regional Victoria ........................................................................................ 77
Table B-1: Residential Population Growth
Table B-2: Development Capacity in Key Noosa Centres
Table B-3: Development Potential in Key Noosa Centres
Table B-4: Adjusted Development Potential in Key Noosa Centres
Table B-5: Expected Growth in Parking Demand by 2031
Table B-6: Expected Growth in Parking Demand (by 2031)
Table C-1: Short-Term and Long-Term Response to Priced Parking
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1 Introduction
Noosa Shire Council (NSC) have engaged MRCagney to undertake a review of current and future carparking
capacity for major development centres within Noosa.
The main objective of this report is to examine of current and future on-street (public) carparking capacity for
major centres within Noosa, and to provide recommendations around potential parking management options
(including additional public parking facilities) and alternative transport options, as necessary.
Nominated centres for specific focus are:
Cooran;
Cooroy;
Hastings Street;
Noosa Junction;
Noosaville;
Peregian Beach;
Pomona;
Sunshine Beach; and
Tewantin.
The overall outputs of this study are:
An estimate of the potential parking demand against existing parking supply within the selected key Noosa
Centres and an assessment of the ability of such parking provisions to meet current and future parking
demand, based on population and visitor estimates, with recommendations around appropriate parking
demand management strategies.
An assessment of the existing Noosa Plan and its alignment with Noosa’s strategic documents, including
the Noosa Design Principles and Noosa Transport Strategy;
A review of best practice for parking management as it pertains to the Noosa context, including
recommendations around the strategic direction for future parking provisions, including advice on the
suitability of current parking rates for developments; and
The suitability of parking contributions for the Noosa context, with advice around pricing and application of
voluntary Infrastructure Agreements.
1.1 Methodology
The following steps were broadly undertaken to determine the performance and direction of Noosa’s parking
supply, now and into the future.
Noosa’s current transport context was evaluated to assist in an assessment of potential parking demand
management options, while the Noosa Design Principles (2015) and Noosa Transport Strategy 2017 – 2027
were examined to align recommendations with Noosa’s broader strategic direction for parking;
An audit of the on-street carparking supply in July 2017 as part of the Noosa Carparking Study 2017 – 2032
was used to determine the existing supply of carparking within centres in Noosa;
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Parking demand for existing parking supply within the above centres, was examined using recent aerial
imagery observations of parking demand, based on the number of cars occupying spaces;
Parking demand was evaluated against parking supply to estimate current utilisation of carparking supply.
Current estimated utilisation was evaluated against an ideal utilisation rate of 85% of space occupied during
periods of peak parking demand (with a band of 70-90% utilisation considered acceptable). If parking
utilisation is maintained at this level, it should ensure that there is generally a parking space available to
those who require it, but also to minimise large areas of parking spaces going unutilised for significant
periods of time;
Future parking performance for the study areas in Noosa was determined based on assumed growth in
parking demand. This growth in parking demand was determined based on inputs of residential population
growth, growth in visitor demand (where relevant), and expected future development, (based on
development capacity);
Appropriate parking demand management measures were evaluated for each study area in Noosa, including
additional parking supply where possible; and
While the focus of this study has been to identify potential future on-street parking demand and appropriate
Council led parking demand management interventions, parking demand is also an outcome of parking
policy decisions. As such, potential parking policy options, their impact on developer parking decisions and
overall parking outcomes, have also been discussed.
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2 Strategic Context
This section evaluates the strategic context for this parking study, including:
Noosa’s transport environment, including external transport connections, internal transport infrastructure
and transport mode share; and
Noosa Design Principles (2015) and Noosa Transport Strategy 2017 – 2027 and their strategic direction for
parking within Noosa Shire.
Noosa’s current transport context will be used as an input to evaluate the viability of potential parking demand
management options, while the Noosa Design Principles (2015) and Noosa Transport Strategy 2017 – 2027 will
be used to align recommendations with Noosa’s broader strategic direction for parking.
2.1 Noosa’s Transport Environment
Noosa’s economic growth has slowed since the rapid expansion of the 1980s and 1990s. However, Noosa’s
population is expected to increase by 16% between 2017 and 2031, and along with population growth in
surrounding areas and the wider SEQ region, Noosa is still expected to experience increased parking demands
from residents and visitors, often concentrated with seasonal peaks.
Noosa is currently served by public transport such as inter-regional train services, inter- and intra-regional bus
services, and ferries. The coastal area has an extensive on-road and off-road cycle network, and a relatively well-
connected pathway network. Regardless of Noosa’s current public transport and active transport infrastructure,
most trips in Noosa are still completed by private vehicle, with 87% of Noosa residents relying on a car for
transport (SEQ Household Travel Survey, 2009 - 2012)
While active transport and bus public transport remain important as detailed in the Noosa Transport Strategy
2017-2027 it is recognised that the great majority of trips for the foreseeable future will continue to be made
by private vehicle, and carparking to cater for these trips is required.
Noosa Shire is primarily connected to the north and south via Bruce Highway, which runs west of Noosaville,
and via the Sunshine Motorway which originates south of Noosaville and follows the coastline through to
Maroochydore. Key links to the Bruce Highway and Sunshine Motorway include Cooroy–Noosa Road and
Eumundi–Noosa Road, and David Low Way and Emu Mountain Road, respectively. Noosa relies heavily on
roundabouts, as opposed to traffic lights, to manage traffic flow through intersections, with this choice a
conscious feature as per the Noosa Design Principles (2015).
Noosa’s main walking catchments are currently Tewantin / Noosaville / Noosa Heads / Sunshine Beach centric,
with limited infrastructure elsewhere in the region, although adequate walking infrastructure is provided in the
Cooroy region. In particular, there are large residential areas of Noosa Shire without roadside footpaths, which
generally discourage active transport participation.
Noosa’s public transport primarily consists of bus and train services. The North Coast train line, connecting the
greater area of Noosa to the north and south, passes to the west of Noosaville, stopping at Cooroy, Pomona
and Cooran. Bus services connect the main residential areas of Noosa, as well as external connections to
Maroochydore and Nambour.
Trip mode-share for residents and visitors to the region are shown in Table 2-1.
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Table 2-1: Trip Mode Share
Noosa Residents (SEQ Household Trips within Noosa by SEQ visitors (SEQ Overnight / Longer-term Visitors
Mode
Travel Survey, 2009 - 2012) Household Travel Survey, 2009 - 2012) (Visitor Travel Survey, 2008)
Car 87% 50% 59%
Public Transport 5% 14% 7%
Walking 6% 35% 33%
Cycling 1% 1% 0%
Table 2-1 indicates that travel within Noosa is currently heavily car-dependent, particularly for local residents,
with minimal use of other travel modes such as walking, cycling and public transport. For visitors to the region,
car usage is still favoured, although walking trips also make up a significant proportion of trips; these are likely
short and local journeys.
2.2 Noosa Design Principles (2015)
The Noosa Design Principles document, released in 2015, aims to consolidate Noosa’s ambitions around the
future of development in Noosa into one uniform document. This document is intended to allow decision
makers to evaluate proposals against defined design principles to ensure that the unique character of Noosa is
not eroded. The future success of Noosa lies in being able to adapt to future needs while maintaining the core
values that surround these principles.
Key design principles related to parking, arising from this document, are:
Design a transport network that does not attempt to cater for all peak traffic and parking loads but provides
for a high level of service during non-peak periods.
Encourage alternative transport such as walking, cycling, scootering or the use of public transport to reduce
traffic congestion and greenhouse gas emissions.
Facilitate the use of sustainable transport modes by providing bicycle and scooter parking.
Improve access for pedestrians, cyclists and public transport before using more public space for car parking.
Avoid sacrificing public open space for car parking.
Use smart technology to manage parking to avoid unsightly infrastructure.
Furthermore, a key design principle outlined within the Noosa Design Principles document is the importance of
ensuring that transport infrastructure caters for all modes, to reduce car dependency over the longer term.
It is noted, however, that decision makers currently refer to the Noosa Plan (2006) as a guide to parking
requirements for new development. The Noosa Plan is currently being updated, and, therefore, it is important
that the ambitions for parking stated in the Noosa Design Principles are supported by the Noosa Plan.
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2.3 Noosa Transport Strategy 2017 – 2027
The Noosa Transport Strategy is aligned with the Noosa Design Principles, providing more detail around the
intentions for parking within Noosa into the future.
The Noosa Transport Strategy sets forward the following principles for transport within the Noosa Shire Council
area:
Encourage transport options that meet the needs of both locals and visitors.
Prioritise our focus on moving people and goods rather than on moving cars.
Provide infrastructure and services that are designed to give priority to pedestrians, cyclists, scooters
and public transport over private cars.
Improve the safety and amenity of pedestrians and cyclists in our transport infrastructure.
Address peak time traffic congestion by reducing traffic rather than increasing road capacity.
Accommodate changes in transportation technology.
Align our organisational transport options and usage with Council’s Zero Emissions Strategy and the
above principles.
Design for, encourage and facilitate transport options that reduce the emissions produced by our
community.
Noosa Transport Strategy 2017 – 2027 also outlined key transport challenges for the Noosa region; the most
relevant to parking are shown below:
Number of visitors - Sunshine Coast and Moreton Bay Regional Councils combined are forecast to grow
by close to 437,000 residents over the next 25 years, to a combined 2041 population of 1,150,000 (Draft SEQ
Regional Plan, 2016). This is likely to significantly increase the number of day visitors to Noosa.
Car dependence - For most people, driving a car is a way of life and their preferred mode of transport. Cars
seem more convenient and affordable than public transport although the true costs of running a car
(purchase price, registration, maintenance, fuel etc.) are not always considered when making a journey by
car.
A combined 44% of jobs in Noosa Shire are within the retail, hospitality, accommodation, and healthcare
sectors. The nature of this work (shift work, late hours) means that active transport (walking and cycling)
may not be appropriate and public transport is unlikely to be available.
Congestion at peak times - Buses currently get stuck in congestion during peak periods and offer no
efficiency over the private car other than not having to find a car park.
Regardless of how many people adopt alternative transport modes, it may not result in noticeably less cars
on the road because spare capacity and empty car parking spaces are soon filled by others.
Creating more capacity on the road network and more car parking spaces in key destinations can attract
more people than the destinations can reasonably accommodate.
Funding - Unlike other parts of South East Queensland, Noosa Shire is not reliant on or predicting a high
level of growth over the next 20 years. Given the limitation on future development, the expectation for new
infrastructure is also limited. State investment in Noosa’s roads and transport infrastructure, as a low growth
area, will be dwarfed by investment further to the South.
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In particular, it can be observed that, although the stated ambitions in the Noosa Design Principles document
focuses on active and public transport into the future, Noosa Shire is currently heavily car dependent.
Recommendations around the parking management framework must be cognisant of the current transport
environment; that is, heavily car dependent with limited active and public transport infrastructure and uptake.
The Noosa Transport Strategy gives the following desirable outcomes for transport within the Noosa Shire
Council area:
Residents and workers of Noosa Shire are able to go about their everyday business without having to be
reliant on private vehicles.
The transport network is designed to facilitate and encourage an overall modal shift away from private car
use towards more sustainable transport modes including walking, cycling, public transport, electric vehicles
and motor scooters/cycles.
The transport system supports the preferred pattern of development including the local centres hierarchy
and is consistent with our planning scheme.
Key regional destinations such as hospitals, airports and universities are readily accessible by public
transport from Noosa Shire.
All schools are safely and conveniently accessible by walking, cycling and public transport.
Parking is closely managed through effective controls.
There has been a change in behaviour by people in Noosa with a reduction in the number choosing to drive
and park cars in congested coastal areas.
Park-and-Ride facilities have been provided to assist with managing visitor travel demand where supported
by transport services.
The transport system supports the local lifestyle and tourism by delivering both active and public transport
infrastructure that meets the needs of locals and visitors.
Local public transport routes offer efficient and frequent services.
Road crossings and associated pedestrian networks are safe and accessible for mobility scooters, cyclists
and pedestrians.
The community at all levels is educated about the costs and benefits of their travel choices, allowing people
to make informed decisions.
Alternative transport is cost effective for users and providers as compared with private car use.
New technologies are being used in our transport solutions.
Transport initiatives result in significantly reduced greenhouse gas emissions.
The outcomes stated in the Noosa Transport Strategy have been considered in this report, along with a transition
towards these outcomes from the existing transport environment.
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3 Current Parking Performance
3.1 Sources of Parking Utilisation Data
An audit of the on-street carparking supply was undertaken in July 2017 as part of the Noosa Carparking Study
2017 – 2032. In addition to general parking, the audit identified supply of loading zones, disabled parking zones
and motorcycles parking spaces. It covered the following locations:
Cooran;
Cooroy;
Hastings Street;
Noosa Junction;
Noosaville;
Peregian Beach;
Pomona;
Sunshine Beach; and
Tewantin.
Alongside this parking supply audit, parking demand for existing parking supply within the above centres was
examined using recent aerial imagery observations of parking demand, based on the number of cars occupying
spaces. These aerial imagery observations were taken on Tuesday 25th July at approximately 11am and the
summary results from these surveys are provided in in Table 3-1.
Table 3-1: Parking Utilisation Estimates for Aerial Imagery
Centre Carparking Supply (Carparking Audit, July 2017) Observed Utilisation (Aerial Imagery, July 2017)
Cooran 27 6 22%
Cooroy 336 193 59%
Hastings St 396 302 78%
Noosa Junction 755 551 74%
Noosaville 110 95 86%
Peregian Beach 208 170 83%
Pomona 127 87 70%
Sunshine Beach 52 46 88%
Tewantin 347 283 84%
Total 2,358 1,733 74%
In addition to this parking supply audit, additional parking utilisation observations for each of the above study
areas were collected between the 18th and the 25th of January, providing an additional nine data points for each
of the study areas (i.e. three different days at three different times each day, 8-9am, 12-1pm, 4-5pm). The parking
utilisation estimates combined disabled and standard parking bays utilisation and parking supply and excluded
loading bays and motorcycle bays.
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A summary of the results of these observations is summarised in Table 3-2 and provides the average, low and
high parking utilisation for each centre.
Table 3-2: Parking Utilisation within Noosa Study Areas (Observation Surveys)
Carparking Supply
Centre (Carparking Audit, Average Utilisation Low Utilisation High Utilisation
July 2017)
Cooran 36 22% 8% 39%
Cooroy 336 71% 55% 82%
Hastings Street 396 93% 80% 100%
Noosa Junction 755 69% 54% 82%
Noosaville 110 73% 54% 87%
Peregian Beach 208 84% 62% 97%
Pomona 127 52% 20% 72%
Sunshine Beach 52 82% 50% 93%
Tewantin 347 77% 62% 91%
TOTAL 2,358 75%
A comparison of the two sets of parking utilisation data is provided in Table 3-3.
Table 3-3: Comparison between Survey Sources
Aerial Imagery, July 2017 Observation Surveys, January 2018
Centre Average
Observed Utilisation Low Utilisation High Utilisation
Utilisation
Cooran 22% 22% 8% 33%
Cooroy 59% 71% 55% 82%
Hastings Street 78% 93% 80% 100%
Noosa Junction 74% 69% 54% 82%
Noosaville 86% 73% 54% 87%
Peregian Beach 83% 84% 62% 97%
Pomona 70% 52% 20% 72%
Sunshine Beach 88% 82% 50% 93%
Tewantin 84% 77% 62% 91%
Total 74% 75%
As shown in Table 3-3, the overall parking utilisation as determined via the initial aerial imagery was
approximately equivalent to the average parking utilisation of the observational surveys and were within the
band of utilisations observed (low and high utilisation), with the exception of Hastings Street, which at 78%
utilisation is lower than the lowest observation survey utilisation.
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As such, the parking utilisation data has been applied as follows:
Aerial imagery data has been used to determine relative utilisation of individual parking lots / street sections
within each study area, as it is expected that, although overall utilisation levels vary from the average, relative
attractiveness of parking locations within individual study areas can still be determined. Additionally, the
observation surveys do not provide information on parking utilisation within individual streets.
The average of observation survey parking utilisation has been adopted as the current parking utilisation
for determining future on-street parking demand.
The parking environment and resulting parking utilisation within each of the study areas is discussed in the
following sub-sections.
3.2 Cooran
3.2.1 Parking Environment
The project study area for the Cooran centre is shown in Figure 3-1. The majority of parking within the study
area is designated as unrestricted parking, with some time-limited, restricted parking out the front of local
businesses.
Figure 3-1: Cooran Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Cooran environment are shown in Figure 3-2.
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Figure 3-2: Cooran Parking Environment
As can be seen from Figure 3-2, and from aerial imagery, parking provisions are all at-grade, and generally on-
street.
3.2.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and observed utilisation within the
Cooran study area is outlined in Table 3-4 and visually displayed in Figure 3-3.
Table 3-4: Parking Utilisation within the Cooran Study Area
Zone / Time Time Restrictions Existing Carparking Supply Utilisation
King Street 1P, 2P, unrestricted 27 22%
Figure 3-3: Utilisation of Cooran Study Area Parking Supply
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Observed parking demand via the aerial survey suggests that carparking within the Cooran study area is
currently underutilised, with a carparking utilisation rate of 22%. This is within the range of observation survey
parking utilisation (8% - 33%) and in line with the average observation survey utilisation at 22%. This indicates
that existing parking supply generally has capacity to cater for additional on-street parking demands.
3.3 Cooroy
3.3.1 Parking Environment
The project study area for the Cooroy centre is shown in Figure 3-4 and includes on-street parking between
Cooroy Library and Garnet Street. The majority of parking within the study area is designated as 2-hour parking,
with some ¼-hour parking outside businesses, and unrestricted parking on side-streets.
Figure 3-4: Cooroy Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Cooroy environment are shown in Figure 3-5.
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Figure 3-5: Cooroy Parking Environment
As can be seen from Figure 3-5 above, and from aerial imagery, parking provisions are all at-grade, and generally
on-street, although a parking lot in the north of the study area provides additional off-street public parking.
3.3.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and calculated utilisation within the
Cooroy study area is outlined in Table 3-5 and visually displayed in Figure 3-6.
Table 3-5: Parking Utilisation within the Cooroy Study Area
Zone / Time Time Restrictions Existing Carparking Supply Utilisation
Maple St (Garnet - Emerald) 2P 8:30-5pm (M-F) 30 53%
Maple (Emerald - library) 1/4 P 4 53%
Maple (Emerald - library) 2P 8:30-5pm (M-F) 158 89%
Emerald St 2P 8:30-5pm (M-F) 73 34%
Garnet St 2P 8:30-5pm (M-F) 32 64%
Garnet St Unrestricted 18 53%
Wattle St (Garnet - Emerald) Unrestricted 14 53%
Total 329 59%
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Figure 3-6: Utilisation of Cooroy Study Area Parking Supply
Observed parking demand via the aerial survey suggests that carparking within the Cooroy study area is
currently underutilised, with a carparking utilisation rate of 59%. This is within the range of the observation
survey utilisation (55% - 82%) but lower than the average observation survey utilisation at 71%. This indicates
that existing parking supply generally has capacity to cater for additional on-street parking demands.
It is noted, however, that weekend markets provide sharp temporal peaks in parking demand, such that some
intervention may be required – i.e. appropriate parking management measures by the operators of the markets.
3.4 Hastings Street
3.4.1 Parking Environment
The project study area for the Hastings Street centre is shown in Figure 3-7. The majority of parking within the
study area is designated as restricted 2-hour parking, with some unrestricted parking along Noosa Parade.
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Figure 3-7: Hastings Street Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Hastings Street environment are shown in Figure 3-8.
Figure 3-8: Hastings Street Parking Environment
As can be seen from Figure 3-8, and from aerial imagery, parking provisions are all at-grade, and generally on-
street, although a parking lot in the west of the study area provides additional off-street public parking.
3.4.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and calculated utilisation within the
Hastings Street study area is outlined in Table 3-6 and visually displayed in Figure 3-9.
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Table 3-6: Parking Utilisation within the Hastings Street Study Area
Existing
Zone Time Restrictions Utilisation
Carparking Supply
Noosa Pde Unrestricted 18 111%
Noosa Pde Carpark 2P 108 78%
Noosa Dve 2P 8am-5pm (M-F) 18 56%
Noose Dve Carpark 2P 75 91%
Park Rd 2P 8am -5pm (M-F) 16 100%
Hastings St Carpark (SLSC) 2P 47 91%
Hastings St (includes Morwong Dve and finishes western edge of shops) 2P 8am -5pm (M-F) 47 66%
Noosa Woods Hastings St Carpark adj Noosa Woods 2P 8am -5pm (M-F) 36* 58%
Noosa Woods Hastings St (immediately west of shops) 2P 8am -5pm (M-F) 22* 41%
Total 387 78%
*Loading and restricted carparking supply were combined due to differentiation uncertainty around associated demand for specific parking categories.
Figure 3-9: Utilisation of Hastings Street Area Parking Supply
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Parking utilisation based on the aerial imagery survey suggests that carparking within the Hastings Street study
area is currently within the target utilisation range of 70% to 90%, with a carparking utilisation rate of 78% overall.
This value is lower than the range of the observation survey utilisation (80% - 100%) and, therefore, lower than
the average observation survey utilisation of 93%. As such, it is expected that carparking utilisation within the
Hastings Street study area is generally higher than the target of 85% utilisation.
3.5 Noosa Junction
3.5.1 Parking Environment
The project study area for the Noosa Junction centre is shown in Figure 3-10.
Figure 3-10: Noosa Junction Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Noosa Junction environment are shown in Figure 3-11:
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Figure 3-11: Noosa Junction Parking Environment
As can be seen from Figure 3-11, and from on-site observations, parking provisions are all at-grade, and
generally on-street.
3.5.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and observed utilisation within the
Noosa Junction study area is outlined in Table 3-7 and visually displayed in Figure 3-12.
Table 3-7: Parking Utilisation within the Noosa Junction Study Area
Zone / Time Time Restrictions Existing Carparking Supply Utilisation
Bottlebrush Ave 2P 8am – 5pm (M-F) 27 81%
Bottle Brush Ave Carpark 3P 8am – 5pm 224 91%
Berrima Row Unrestricted 2 100%
Noosa Drive 1 P 8am – 5pm (M-F) 12 83%
1 P 8am – 5pm (M-F)
Sunshine Beach Rd 83 48%
P10 8am – 5pm (M-F)
Lanyana Way 2P 8am – 5pm (M-F) 43 74%
Lanyana Way Carpark (adjacent bowls club) 2P 120 59%
Lanyana Way Carpark (Cooyar St) 2P 121 50%
Lanyana Way Carpark (Wyandra St) 2P 110 66%
Total 742 69%
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Figure 3-12: Utilisation of Noosa Junction Study Area Parking Supply
The parking utilisation based on the aerial survey suggests that carparking within the Noosa Junction study area
is currently within the target utilisation range of 70% to 90%, with a carparking utilisation rate of 74% overall.
This is within the range of the observation surveys (54% - 82%) but higher than the average vacant space survey
utilisation at 69%. It is likely, therefore, that carparking within Noosa Junction is under-utilised.
Significant variation in parking utilisation was noted within the aerial imagery survey within the study area.
Parking appears to be highly utilised along Bottlebrush Avenue, and in the Bottlebrush Avenue carpark, but less
utilised along Lanyana Way and in adjacent carparks along Sunshine Beach Road.
3.6 Noosaville
3.6.1 Parking Environment
The project study area for the Noosaville centre is shown in Figure 3-13. The majority of parking within the study
area is designated as unrestricted parking, with some time-limit restricted 2-hour parking out the front of local
businesses along Thomas Street between Mary Street and Gympie Terrace.
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Figure 3-13: Noosaville Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Noosaville environment are shown in Figure 3-14.
Figure 3-14: Noosaville Parking Environment
As can be seen from Figure 3-14, and from aerial imagery, parking provisions are all at-grade, and generally on-
street.
3.6.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and observed utilisation within the
Noosaville study area is outlined in Table 3-8 and visually displayed in Figure 3-15.
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Table 3-8: Parking Utilisation within the Noosaville Study Area
Existing
Zone Time Restrictions Utilisation
Carparking Supply
Mary St (Weyba-Gibson) Unrestricted 25 84%
Mary St (Gibson-Thomas) Unrestricted 47 66%
Thomas St (Gibson-Mary) Unrestricted 38 66%
Total 110 74%
Figure 3-15: Utilisation of Noosaville Study Area Parking Supply
The parking utilisation based on the aerial imagery survey suggests that carparking within the Noosaville study
area is currently within the target utilisation range of 70% to 90%, with a carparking utilisation rate of 86% overall.
Mary Street between Weyba Street and Gibson Street in particular appears to experience parking utilisation of
95-100%. The aerial imagery survey utilisation is within the range of the observation surveys (54% - 87%) but is
higher than the average observation survey utilisation at 73%. It is likely, therefore, that carparking within Noosa
Junction is within the target parking utilisation range.
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3.7 Peregian Beach
3.7.1 Parking Environment
The Peregian Beach study area is shown in Figure 3-16. The majority of parking within the study area is
designated as 2hr parking, with some restricted ½ hour parking out the front of local businesses, and 3- to 4-
hour parking in the carparks adjacent to Peregian Beach Park.
Figure 3-16: Peregian Beach Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Peregian Beach environment are shown in Figure 3-17.
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Figure 3-17: Peregian Beach Parking Environment
As can be seen from Figure 3-17, and from on-site observations, parking provisions are all at-grade, and
generally on-street, although two parking lots intended for beach use are provided on the eastern side of the
study area.
3.7.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and observed utilisation within the
Peregian Beach study area is outlined in Table 3-9 and visually displayed in Figure 3-18:
Table 3-9: Parking Utilisation within the Peregian Beach Study Area
Existing
Zone Time Restrictions Utilisation
Carparking Supply
Kingfisher Dve (north of Heron St) 4P 11 100%
Kingfisher Dve Carpark 4P 58 83%
Heron St 2P 8:30-5pm M-F 12 83%
Kingfisher Dve (south of Heron St) 1/2 P 8:30-5pm 22 59%
Kingfisher Carpark (near Grebe st) 4P 48 92%
Grebe St 2P 8:30-5pm M-F 53 83%
Total 204 83%
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Figure 3-18: Utilisation of Peregian Beach Study Area Parking Supply
The parking utilisation based on the aerial imagery survey suggests that carparking within the Peregian Beach
study area is currently within the target utilisation range of 70% to 90%, with a carparking utilisation rate of 83%
overall. There is significant variation in parking utilisation within the study area, with Kingfisher Carpark achieving
a utilisation rate of 92% while carparks along Kingfisher Drive (south of Heron Street) show a utilisation rate of
59%. The aerial imagery survey utilisation is within the range of the observation surveys (62% - 97%) and in line
than the average observation survey utilisation at 84%. It is likely, therefore, that carparking within Peregian
Beach study area is within the target parking utilisation range.
3.8 Pomona
3.8.1 Parking Environment
The Pomona study area is shown in Figure 3-19. The majority of parking within the study area is designated as
unrestricted parking, with some restricted 2-hour parking out the front of local businesses.
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Figure 3-19: Pomona Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Pomona environment are shown in Figure 3-20.
Figure 3-20: Pomona Parking Environment
As can be seen from Figure 3-20, and from aerial imagery, parking provisions are all at-grade, and generally on-
street.
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3.8.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and observed utilisation within the
Pomona study area is outlined in Table 3-10 and visually displayed in Figure 3-21.
Table 3-10: Parking Utilisation within the Pomona Study Area
Existing
Zone Time Restrictions Utilisation
Carparking Supply
Reserve St (North) 2P / 4P 15 80%
Reserve St (South) Unrestricted 47 62%
Memorial Ave Unrestricted 8 75%
Station St Unrestricted / 2P 54 74%
Total 124 70%
Figure 3-21: Utilisation of Pomona Study Area Parking Supply
The parking utilisation based on the aerial imagery survey indicates that carparking within the Pomona study
area is currently on the lower end of the target utilisation range of 70% to 90%, with a parking utilisation rate of
70% overall. There is significant variation in parking demand within the study area, with Reserve Street (south)
with a parking utilisation rate of 62% while Reserve Street (north) shows a parking utilisation rate of 80%. The
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aerial imagery survey utilisation is within the range of the observation surveys (20% - 72%) and in line than the
average observation survey utilisation at 52%. This indicates that existing parking supply generally has capacity
to cater for additional on-street parking demands.
3.9 Sunshine Beach
3.9.1 Parking Environment
The Sunshine Beach study area is shown in Figure 3-22. All parking within the study area is designated as ½-
hour parking.
Figure 3-22: Sunshine Beach Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Sunshine Beach environment are shown in Figure 3-23.
Figure 3-23: Sunshine Beach Parking Environment
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As can be seen from Figure 3-23, and from aerial imagery, parking provisions are all at-grade, and generally on-
street.
3.9.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and observed utilisation within the
Sunshine Beach study area is outlined in Table 3-11 and visually displayed in Figure 3-24:
Table 3-11: Parking Utilisation within the Sunshine Beach Study Area
Existing
Zone Time Restrictions Utilisation
Carparking Supply
Duke Street (Douglas Street - Henderson Street) 2P 17 65%
Duke Street (Henderson Street - Bryan Street) ½ hr 29 100%
Bryan Street Unrestricted 6 100%
Total 52 88%
Figure 3-24: Utilisation of Sunshine Beach Study Area Parking Supply
The parking utilisation based on the aerial imagery survey suggests that carparking within the Sunshine Beach
study area is currently on the higher end of the target utilisation range of 70% to 90%, with a carparking
utilisation rate of 88% overall. There is significant variation in parking utilisation within the study area, with Duke
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Street (Douglas Street - Henderson Street) indicating a utilisation rate of 65%, while Duke Street (Henderson
Street - Bryan Street) indicates a utilisation rate of 100%. The aerial imagery survey parking utilisation is within
the range of the observation surveys (50% - 93%) and in line than the average observation survey utilisation at
83%.
3.10 Tewantin
3.10.1 Parking Environment
The Tewantin study area is shown in Figure 3-25. Parking immediately adjacent to the park is 10 to 15-minute
or 2-hr parking, while parking along Poinciana Ave is mainly 1-hour parking. 2-hour parking lots and 3 to 4-
hour parking lots are present off Doonella Street, while unrestricted parking is available on the northern side of
the study area.
Figure 3-25: Tewantin Study Area
Parking Time Provisions
¼P
½P
1P
2P
3-4P
Unrestricted
Representative images of the Tewantin environment are shown in Figure 3-26.
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Figure 3-26: Tewantin Parking Environment
As can be seen from Figure 3-26, and from on-site observations, parking provisions are all at-grade, and
generally on-street.
3.10.2 Current Parking Utilisation
The current carparking supply, its associated parking management regime, and observed utilisation within the
Tewantin study area is outlined in Table 3-12 and visually displayed in Figure 3-27.
Table 3-12: Parking Utilisation within the Tewantin Study Area
Existing
Zone Time Restrictions Utilisation
Carparking Supply
Poinciana Ave ¼P, 1P, 2P 85 86%
Memorial Ave ½ P, 4P 18 83%
Doonella St (Sidoni-Memorial) Unrestricted 5 100%
Doonella St Carpark 2P 57 72%
Sidoni St (Doonella-Poinciana) 2P 10 80%
Sidoni St Carpark 4P 54 94%
Sidoni St (Poinciana-Blakesley) Unrestricted 43 91%
Blakesley St 1P 30 60%
Diyan St Unrestricted, 2P 34 97%
Total 336 84%
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Figure 3-27: Utilisation of Tewantin Study Area Parking Supply
The parking utilisation based on the aerial imagery survey suggests that carparking within the Tewantin study
area is currently within the target utilisation range of 70% to 90%, with a carparking utilisation rate of 84% overall.
There is significant variation in parking utilisation within the study area. Parking adjacent to RSL Memorial Park
is highly utilised, while Blakesley Street is under-utilised. The aerial imagery survey parking utilisation is within
the range of the observation surveys (62% - 91%) but slightly higher than the average observation survey
utilisation at 77%. This indicates that existing parking supply generally has capacity to cater for additional on-
street parking demands.
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4 Future Parking Performance
Future parking performance for the centre study areas in Noosa was determined based on assumed growth in
parking demand. This growth in parking demand was determined considering a variety of inputs including
residential population growth, growth in visitor demand (where relevant), and expected future development
growth (based on potential development capacity). Estimations of development capacity for each of the centres
are discussed in Appendix A. The assumptions incorporated into an estimation of growth in parking demand
are discussed in more detail in Appendix B.
Carparking demands and associated parking requirements have been projected forwards to 2031, in line with
Noosa’s current development scheme, the Noosa Plan. A parking utilisation level of around 85% of space
occupied during periods of peak parking demand should ensure that there is generally a parking space available
to those who require it, but also to minimise large areas of parking spaces going unutilised for significant periods
of time.
The projected on-street parking demand for each centre was assessed against two utilisation criteria, 100% (at
capacity) and 85% (ideal utilisation). The additional parking supply required to achieve a utilisation rate of 100%
in 2031 should be considered a minimum (additional carparks required for carparking supply to meet predicted
future demand), however, the additional carparks required to achieve an overall utilisation rate of 85% is
considered a desirable target.
Based on assumed future growth in parking demand and observed existing utilisation, the additional carparks
required to meet Business as Usual (BAU) parking demand are shown in Table 4-1.
Table 4-1: Additional Carparks Required by 2031
Expected Growth Additional Carparks Required by 2031
Existing Average in Parking
Centre Minimum (100% Target (85%
Carparking Supply Utilisation Demand (2017 –
2031) utilisation) utilisation)
Cooran 36 22% 15% 0 0
Cooroy 336 71% 15% 0 0
Hastings Street 396 93% 25% 66 147
Noosa Junction 755 69% 30% 0 41
Noosaville 110 73% 20% 0 3
Peregian Beach 208 84% 15% 0 29
Pomona 127 52% 15% 0 0
Sunshine Beach 52 84% 20% 1 11
Tewantin 347 77% 10% 0 0
The implications for projected parking demands for each centre are discussed in the following sections.
4.1 Cooran
The projected future parking demand for Cooran is shown in Figure 4-1.
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Figure 4-1: Cooran Projected Parking Demand
Figure 4-1 indicates that the on-street parking demand is not expected to exceed the target utilisation rate or
existing parking supply up to 2031. Therefore, no parking demand management or additional parking
infrastructure interventions are recommended.
4.2 Cooroy
The projected parking demand for Cooroy is shown in Figure 4-2.
Figure 4-2: Cooroy Projected Parking Demand
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Figure 4-2 indicates that the on-street parking demand is not expected to exceed the target utilisation rate or
existing parking supply up to 2031. Therefore, no parking demand management or additional parking
infrastructure interventions are recommended.
It is noted, however, that weekend markets provide sharp temporal peaks in parking demand, such that some
intervention may be required – i.e. appropriate parking management measures by the operators of the markets.
4.3 Hastings Street
The projected parking demand for Hastings Street is shown in Figure 4-3.
Figure 4-3: Hastings Street Projected Parking Demand
Figure 4-3 indicates that the current parking supply is expected to be fully utilised by the projected parking
demand at the 2021 horizon, with 66-147 additional carparks required by 2031 to achieve the utilisation rate
criteria of 85% - 100%.
4.4 Noosa Junction
The projected parking demand for Noosa Junction is shown in Figure 4-4.
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Figure 4-4: Noosa Junction Projected Parking Demand
Figure 4-4 indicates that while the current parking supply is not expected to be fully utilised by 2031 based on
the projected parking demand, an additional 41 carparks would be required by 2031 to achieve the ideal 85%
utilisation rate criterion.
4.5 Noosaville
The projected parking demand for Noosaville is shown in Figure 4-5.
Figure 4-5: Noosaville Projected Parking Demand
Noosaville
1
0.9
0.8
0.7
0.6
0.5 Parking Demand
0.4 Parking Supply
0.3 Target Utilisation
0.2
0.1
0
2016 2018 2020 2022 2024 2026 2028 2030 2032
Year
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Figure 4-5 indicates that while the current parking supply is not expected to be fully utilised by 2031 based on
the projected parking demand, an additional 5 carparks would be required by 2031 to achieve the ideal 85%
utilisation rate criterion.
4.6 Peregian Beach
The projected future parking demand for Peregian Beach is shown in Figure 4-6.
Figure 4-6: Peregian Beach Projected Parking Demand
Figure 4-6 indicates that while the current parking supply is not expected to be fully utilised by 2031 based on
the project parking demand, an additional 29 carparks would be required by 2031 to achieve the ideal 85%
utilisation rate criterion.
It should be noted that the Peregian Beach study area has reached expected development capacity under the
2006 Noosa Plan, as such any growth in parking demand is likely to arise from background residential population
growth.
4.7 Pomona
The projected future parking demand for Pomona is shown in Figure 4-7.
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Figure 4-7: Pomona Projected Parking Demand
Figure 4-7 indicates that the projected on-street parking demand is not expected to exceed the target utilisation
rate or existing parking supply up to 2031. Therefore, no parking demand management or additional parking
infrastructure interventions are recommended.
4.8 Sunshine Beach
The projected parking demand for Sunshine Beach is shown in Figure 4-8.
Figure 4-8: Sunshine Beach Projected Parking Demand
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Figure 4-8 indicates that the current parking supply is expected to be fully utilised by 2030, based on the
projected parking demand, with up to 11 additional carparks required by 2031 to achieve the utilisation rate
criteria of 85% - 100%.
4.9 Tewantin
The projected parking demand for Tewantin is shown in Figure 4-9.
Figure 4-9: Tewantin Projected Parking Demand
Figure 4-9 indicates that the on-street parking demand is not expected to exceed the ideal 85% utilisation rate
or existing parking supply up to 2031. Therefore, no parking demand management or additional parking
infrastructure interventions are recommended.
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5 Appropriate Parking Demand Management
Interventions
As previously identified, optimal parking utilisation levels are often quoted at around 85% of space occupied
during periods of peak parking demand (with a band of 70-90% utilisation considered acceptable). If parking
utilisation is maintained at this level, it should ensure that there is generally a parking space available to those
who require it, but also to minimise large areas of parking spaces going unutilised for significant periods of time.
Demand management measures have therefore been considered with reference to a 70-90% target utilisation.
This section evaluates potential parking demand management interventions and their applicability to the Noosa
context. The following parking management options could be considered where parking demand is projected
to exceed the ideal 85% parking utilisation rate or the current parking supply:
Priced parking;
Time-limited car parking and other priority controls;
Directional signage;
Car share schemes;
Green travel plans;
Overflow parking plans;
Park and ride services; and
Additional parking supply.
5.1 Suggested Beach Parking Demand Management
Alongside the more general recommendations around parking at study areas, attention also needs to be given
to management of peak temporal demands for beach access. There is an expectation that beach parking should
be free or managed differently as it is a “fundamental Australian right” to access the beach. However, a number
of tensions exist when considering expanding the supply of beachfront parking, most notably that the more
parking provided, the more sensitive and valuable beachfront land must be taken up for parking. Moreover,
demand for beachfront parking is highly seasonal, and often people travel in groups or families in one vehicle
to access the beach. Beachfront parking should therefore be treated like any other parking, and managed when
there is high demand. If it is not managed appropriately, it will result in parking supply being oversaturated,
which impacts businesses (i.e. cafes and restaurants) in the area, and ultimately reduces access and convenience.
There may be potential in some centres to apply seasonal time-limits, particularly where demands are highly
seasonal, however, where parking demands consistently exceed the ideal 85% utilisation, priced parking should
be considered. Signs should be used to identify off-street parking within walking distance that is a lower price.
Often peak demand for beach parking will be during weekends or school holidays, so workplace / school parking
areas could potentially be used to accommodate peak demands. Revenue can be used to improve access to the
beach through targeted shuttle or additional public transport services from external parking areas.
Beach front parking should be explicitly considered in each parking management plan for centres with a beach.
Specific solutions centres with beach activities or temporal parking demand have been discussed where relevant.
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5.2 Evaluation of Parking Demand Management Interventions
Demand management interventions are discussed in more detail in Appendix C, with a summary high-level
evaluation of the of their general suitability to the Noosa context shown in Table 5-1.
Shades of green have been used to visually display the score of each option, with a darker green indicating a
better score. It should be noted that higher costs score lower and are thus a lighter green. Efficiency considers
the relative costs and benefits of each parking demand management option, noting that these are high level
evaluations only, and that location specific parking demand management interventions may vary from the
assessment below. Effectiveness considers the ability of the parking demand management option to impact
upon parking demand in the short- and longer-term, noting that the impact of some parking demand
management interventions may not be realised in the shorter-term.
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Table 5-1: Parking Demand Management Options
Efficiency Effectiveness
Parking
Key features Potential benefits Potential risks Short- Long-
Strategy Benefits Costs Value
term term
The implementation of parking Very effective method of controlling When implemented in isolation, prices may
costs priced by length of stay parking demand encourage a shift in clientele to other town
Encourages higher turnover of parking centres (and thus may be opposed by local
spaces business owners). This risk may be mitigated
Priced
Allows for flexible demand by coordinated local and regional Average Average Average Average High
parking
management implementation of priced parking.
Charges cost of parking directly to user May be politically difficult to implement unless
Priorities for higher priority users strong existing parking demand justifies it
Discourages long term visitors
Time limits on parking to increase Encourages higher turnover of parking Stringent parking controls may discourage
Time Limits turnover, supported by parking spaces high value visitors
and other enforcement Can be used to target specific user Results in additional enforcement costs and
Average High Average High Average
Priority groups (i.e. visitors, service vehicles, higher rates of infringement notices, requiring
Controls mobility impaired) a certain degree of punitive revenue gathering
Provide information on the location Allows drivers to identify the nearest Management burden placed on Noosa Shire
and availability of parking resources available parking facilities and evaluate Requires passing installation and maintenance
(either real-time or static) the relative value associated with costs to developers
Directional Placed on key access roads to different parking areas
Low Low Low Low Average
signage inform drivers of the locations, Reduces the distance travelled by
availability, and the price associated vehicles looking for a car-park
with the parking facilities Encourages more efficient utilisation of
existing supply
Reduces need for individuals and Lower parking (and associated traffic) In an environment with limited public
business to have access to private requirements transport (as in Noosa), implementation must
vehicles Potential reallocation of parking spaces be led by private companies and Noosa
Potential for collaboration between to more productive purposes Council, as opposed to a market-led solution
businesses / government for private use
Car-share Average Low Average Low Average
organisations for vehicle supply Will require accompanying travel behaviour
efficiencies change programs to assist transition to car-
sharing
Requires an initial momentum / catalyst for
successful uptake
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Efficiency Effectiveness
Parking
Key features Potential benefits Potential risks Short- Long-
Strategy Benefits Costs Value
term term
Help to address issues affecting how Encourages a travel behaviour Must be supported by AT and PT
people choose to travel, such as change towards more sustainable infrastructure / service improvements,
company cars and free parking in transport ineffective in isolation
Green Travel commercial environments More effective in conjunction with priced
Low Low Average Average Average
Plans Catalyst for implementation of parking to allow commuters to accurately
improved AT & PT services (i.e. end- gauge parking costs
of-trip facilities, personalised travel
plans, PT passes, parking cash-out)
The provision of parking at public If used in conjunction with PT, can Requires direct, frequent, and fast PT service
transport stops and stations supplement constrained parking at between the Park N' Ride location and the
Encourages people living in areas high-demand locations destination
Park N' Ride outside a walkable or cycle-able PT / Additional cost for supporting PT services
Low High Low High Average
(permanent) parking station catchment to drive Requires abundant land.
to a nearby station and complete Requires a major concentrated commuter
the remainder of their trip on public destination with parking costs and/or
transport significant congestion
The temporary provision of or Manages risks associated with high Requires good connectivity between the
reallocation of parking to meet peak temporal peak demand (i.e. beach spillover location and the destination
Park N' Ride temporal demand markets, weekend tourists) Additional cost for supporting PT services
(temporal Supported by peak only Average Low Average High Low
peaks only) (government or private sector
funded) public transport services or
by AT infrastructure
The provision of additional parking Can be used to target specific user Requires abundant land at a low price to be
supply to meet existing / future groups (i.e. visitors) through pricing financial viable
Additional excess parking demand incentives and priority controls Reduces amenity in the pedestrian
Parking Reduces congestion and circulation environment / car accessibility Average High Low High Low
Supply time by vehicles looking for a car-park Requires supporting road infrastructure to
cater for increased vehicle traffic
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5.3 Impact of Parking Demand Management Measures on Parking
Demand
Specific parking demand reductions are often not cited for individual demand management measures. To gain
a greater understanding of the potential impact different demand reduction measures have on parking demand
research undertaken by Todd Litman from the Victorian Transport Policy Institute, which has been outlined as
shown in Table 5-2.
Table 5-2: Demand reduction measures impact on parking demand
Demand Reduction Measure Parking Demand Reduction
Shared Parking 10% - 30%
Unbundled Parking 10% - 30%
Priced Parking 10% - 30%
Provision of bicycle facilities 5% - 15%
Improved User Information 5% - 15%
Financial Incentives 5% - 15%
Information is not available on the cumulative impact of combinations of potential demand reduction measures,
only on their isolated individual impact on parking demand. Additionally, specific information is not available
on the impact of all potential parking demand management measures and parking management framework
changes proposed in Section 4.9. Finally, the impact of each of the above proposed options may vary, dependent,
both on the parking environment in question, and on the way the parking demand intervention is carried out.
Nevertheless, the following guidelines have been made around potential parking demand management
measures, based on level of intervention, as shown in Table 5-3.
Table 5-3: Estimated Impact of Demand Management Measures
Parking Demand Management Measure Parking Reduction Rate
Priced parking 10% - 30%
Time-limited car parking and other priority controls 10% - 30%
Directional signage 5% - 15%
Car share schemes 10% - 30%
Green travel plans 5% - 15%
Overflow parking plans 10% - 30%
Park and ride services 10% - 30%
Additional parking supply 0%
As a conservative approach, the impact of multiple demand management interventions will not be added
cumulatively in analysis, instead only the highest parking reduction rate for the bundle of demand management
measures will be used.
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5.4 Parking Demand Management Areas for Specific Study Areas
Parking demand management measures evaluated above have also been considered for their applicability to specific study areas within Noosa, as shown in Table 5-4.
Table 5-4: Parking Demand Management Options for Study Areas
Parking Demand Management Options
Study Area
Observations around Current and Time
Study Area Planning Current Parking Environment Priced Limits / Travel
Overflow
Park N' Directional
Additional
Predicted Future Parking Demand Car-share parking Parking
Classification parking Priority Plans Ride* signs
plans Supply
Controls
Cooran Village Mix
The majority of parking within the study
area is designated as unrestricted parking,
with some restricted parking out the front
Currently at 22% utilisation. No non-peak
parking pressure up to 2031.
of local businesses.
Cooroy Business Centre
The majority of parking within the study
area is designated as 2-hour parking, with
some 1/4hr parking outside businesses
Currently at 71% utilisation. No parking
pressure up to 2031. Weekend markets
provide sharp temporal spikes in parking
and unrestricted parking on side-streets. demand
Currently at 93% utilisation. Current parking
The majority of parking within the study supply fully utilised by 2026. Between 66-147
Hastings
Street
Business Centre
area is designated as restricted 2hr
parking, with some unrestricted parking
along Noosa Parade.
additional carparks required by 2031 (to
achieve 85% - 100% utilisation). Beachgoers
provide sharp temporal peaks in parking
demand.
Currently at 69% utilisation. Combined parking
supply fully utilised by 2031. Between 0-41
additional carparks required by 2031 (to
The majority of parking within the study achieve 85% - 100% utilisation).
Noosa
Junction
Visitor Mixed Use
area is designated as 2hr parking, with 1hr
and 1/4hr parking along Sunshine Beach Significant variation in parking utilisation
Road, and 3-4hr parking in the within the study area - Highly occupied along
Bottlebrush Avenue carpark. Bottlebrush Ave (>90%) & the 3-4hr carpark
(97%) but lower utilisation along Lanyana Way
and in adjacent carparks (<70%), and along
Sunshine Beach Road (~50%).
The majority of parking within the study
Noosaville Business Centre
area is designated as unrestricted parking,
with some 2hr restricted parking out the
Currently at 73% utilisation. Between 0- 5
additional carparks required by 2031 (to
front of local businesses along Thomas achieve 85% - 100% utilisation).
Street (Mary St - Gympie Terrace).
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Parking Demand Management Options
Study Area
Observations around Current and Time
Study Area Planning Current Parking Environment Overflow Additional
Predicted Future Parking Demand Priced Limits / Travel Park N' Directional
Classification Car-share parking Parking
parking Priority Plans Ride* signs
plans Supply
Controls
The majority of parking within the study
Currently at 84% utilisation. Weekend beach-
Peregian
Beach
Neighbourhood
Centre & Visitor
area is designated as 2hr parking, with
some restricted 1/2hr parking out the
front of local businesses, and 3-4hr
goers provide sharp temporal spikes in
parking demand. Between 0-29 additional
Mixed Use carparks required by 2031 (to achieve 85% -
parking in the carparks adjacent to
100% utilisation).
Peregian Beach Park.
Pomona Village Mix
The majority of parking within the study
area is designated as unrestricted parking,
with some restricted 2hr parking out the
Currently at 51% utilisation. No non-peak
parking pressure up to 2031.
front of local businesses.
Currently at 85% utilisation. Weekend beach-
goers provide sharp temporal spikes in
Sunshine
Beach
Visitor Mixed Use
All parking within the study area is 1/2hr
parking.
parking demand. Between 1-11 additional
carparks required by 2031 (to achieve 85% -
100% utilisation).
Parking immediately adjacent to the park
is 10-15min or 2hr parking, while parking
Tewantin Business Centre
along Poinciana Ave is largely 1hr parking.
2hr parking lots and 3-4hr parking lots are
Currently at 77% utilisation. No non-peak
parking pressure up to 2031.
present off Doonella Street, while
unrestricted parking is available to the
north of the study area.
*Destination to be serviced by a Park N Ride services.
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The applicability of parking demand management recommendations for each centre are discussed in more detail
in following sections, with the estimated impact of parking demand reductions on projected parking
requirements shown in Table 5-5.
Table 5-5: Estimated Additional Carparking Requirements with Demand Management Interventions
Potential Estimated Additional
Estimated Minimum
Potential Impact of Additional Carparks Required
Growth in Parking Additional Carparks
Parking Demand Carparks by 2031 Following
Centre Demand (2017 – Required by 2031
Management Provided Intervention (at 85%
2031) Following Intervention
Measure utilisation)
Low High Low High
Cooran 15% 0% 0 0 0 0 0
Cooroy 15% 0% 0 0 0 0 0
104* 0 0 0 0
Hastings Street* 25% 10-30%
229* 0 0 0 0
30% 0 0 0 0 0
Noosa Junction 5-10%
20% 0 0 0 0 0
Noosaville 15% 5-10% 0 0 0 0 0
Peregian Beach 15% 5-10% 0 0 0 4 14
Pomona 20% 0% 0 0 0 0 0
Sunshine Beach 10% 0% 0 1 11 1 11
Tewantin 15% 0% 0 0 0 0 0
*Via Park N’ Ride services, with additional parking provided at Noosa Junction.
The implementation of suggested demand management measures by 2031 is projected to result in only a slight
remaining shortfall in parking provisions for Sunshine Beach, under a 100% utilisation rate target. Where the
ideal 85% utilisation rate is considered, parking capacity is still considered to be unable to meet projected
parking demand in Peregian Beach as well.
5.4.1 Cooran
On-street parking demand is not expected to exceed existing parking supply up to 2031. Therefore, no parking
demand management or additional parking infrastructure interventions are required.
5.4.2 Cooroy
On-street parking demand in Cooroy is not expected to exceed the target utilisation rate or existing parking
supply up to 2031. Therefore, no parking demand management or additional parking infrastructure
interventions are recommended. It is noted, however, that weekend markets provide sharp temporal peaks in
parking demand, such that some intervention may be required – i.e. appropriate parking management measures
by the operators of the markets.
5.4.3 Hastings Street
Carparking within the Hastings Street centre is currently 93% overall. Hastings Street’s current parking supply is
expected to be fully utilised by 2021, with 66-147 additional carparks required by 2031 (to achieve utilisation
rate criteria of 85% - 100%), without demand management intervention. Due to the high level of current and
future parking demand, the implementation of priced parking is considered to be an appropriate demand
management option.
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Additionally, the implementation of real-time information on parking availability and directional signage to the
Noosa Woods carpark, can improve traffic circulation along Hastings Street. In particular, real-time parking
availability information placed before Hastings Street (eastern roundabout intersection) would alert drivers to a
parking availability (or lack thereof), reducing overall traffic circulation through Hastings Street, particularly
during peak periods. Potential locations for real-time parking availability signs is shown in Figure 5-1.
Figure 5-1: Potential Location of Real-time Parking Information at Hastings Street
Recommended Locations
In the longer-term, there are opportunities for Noosa Council to, in conjunction with private businesses,
implement publicly available car-share services and green travel plans in the Hastings Street area as an
alternative to private vehicle travel.
In order to demonstrate the impacts of these demand management interventions graphically, the following
assumptions have been made:
The implementation of priced parking in 2020 (alongside the implementation of dynamic parking
information); and
An associated reduction in parking demand of between 10% and 30% (as per Table 5-3).
Based on the above assumptions, the following potential change in parking demand could be realised for the
Hastings Street centre, as shown in Figure 5-1.
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Figure 5-2: Hastings Street Parking Demand Management Intervention
The implementation of priced parking is expected to result in a decrease in parking demand of between 10%
and 30%, which may be sufficient to enable everyday parking demand to be met by existing parking supply,
depending upon the pricing strategy adopted.
Hastings Street also experiences additional temporal demand for beach parking, however data is not available
on variations in parking behaviour during seasonal periods where peak parking demand is higher.
Opportunities exist for additional parking supply at Noosa Junction. As will be discussed in Section 5.4.4, existing
parking supply at Noosa Junction is sufficient to meet parking demand up to 2031, although an additional 41
carparks would be required by 2031 to achieve a design utilisation rate of 85%. As such, an expanded parking
supply at Noosa Junction could be used to meet excess parking demand at Hastings Street. A Noosa Junction
to Hastings Street connection is likely to be highly utilised during peak temporal parking periods (i.e. beach
demand on weekends during the summer), and additional dedicated shuttle bus services would be required to
support it.
Three potential locations for additional parking in Noosa Junction were identified, as shown in Figure 5-3. An
additional potential parking location was identified at the Noosa Drive / Sunshine Beach Road / Grant Street
intersection, adjacent to the existing Hillsong Noosa campus, however this location is outside the study area, it
was not included in the site option evaluation.
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Figure 5-3: Noosa Junction Potential Additional Parking Locations
A high-level evaluation of the strengths and weaknesses of each site is summarised in Table 5-6.
Table 5-6: Evaluation of Potential Parking Locations
Location Strengths Weaknesses
1 Proximity to (retail) centre of Noosa Junction Traffic circulation through Lanyana Way
Bowls Club Distance from major road network
Carpark
Efficient site dimensions and area Distance from Hastings Street.
2 Levels tie in well with surrounding infrastructure (i.e.
Parking potential bridge to bus station)
Adjacent to Plaza (shared zone) provides through bus route / stop
Bus Station circulation
Direct access to major road network
Direct access to major road network Frontage to residential uses
3 Large area – only single deck required Edge of retail precinct
Bottlebrush Level connection to Bottlebrush Avenue Re-surfacing and regrading required
Carpark On-street stop required for shuttle service
Removed from Noosa Junction centre
Based on the evaluation carried out in Table 5-6, Location 2 (site adjacent to the TransLink bus station) was
identified as the preferred option.
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In order to provide an estimation of potential carparking yield for the sites, a potential parking layout was
created for location 2, should it be developed as a multi-story public carpark. Two options, a two-level and
three-level, for a parking station were considered for the site, which yielded the following additional parking:
Two-level – provides an additional 104 car spaces (121 existing to 225 proposed); and
Three-level – provides an additional 229 car spaces (121 existing to 350 proposed).
Layouts for these two options, based on using parking ramps (up to 1:20 or 5% slope) between levels, are
provided in Appendix D.
A two-level carpark would provide additional surplus capacity to cater for a portion of Hastings Street parking
demand, allowing for a potential shuttle bus transport between the carpark and Hastings Street in periods of
peak parking demand. The potential impact of a two-level carpark in Noosa Junction on parking utilisation in
Hastings Street is show in Figure 5-4.
Figure 5-4: Shuttle service connection with Noosa Junction (additional 2-level carpark)
Figure 5-4 indicates that an additional 106 spaces at Noosa Junction through the implementation of a two-level
parking station, with supporting transfer / shuttle services, would be sufficient to meet the projected parking
demand for Hastings Street.
5.4.4 Noosa Junction
Carparking within the Noosa Junction study area is currently 69% overall. There is, however, significant variation
in parking utilisation within the study area. Parking is highly utilised along Bottlebrush Avenue, and the
Bottlebrush Avenue carpark, but less utilised along Lanyana Way and in adjacent carparks and along Sunshine
Beach Road. The current parking supply is not expected to be fully utilised by 2031, although an additional 41
carparks would be required by 2031 to achieve a utilisation rate of 85%, based on projected parking demand.
The variation in parking utilisation within the study area can be improved upon through the introduction of real-
time information and directional signage to the underutilised carparks of Lanyana Way.
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In order to demonstrate the impacts of these demand management interventions graphically, the following
assumptions have been made:
The implementation of directional signage and adjustments in parking time-limits in 2028; and
An associated reduction in parking demand of between 5% and 10% (as per Table 5-3).
Based on the above assumptions, the following potential change in parking demand could be realised for the
Noosa Junction study area, as shown in Figure 5-2.
Figure 5-5: Noosa Junction Parking Demand Management Intervention
In addition, opportunities also exist for additional parking supply at Noosa Junction. As the current parking
supply at Noosa Junction is sufficient to meet parking demand up to 2031, these spaces could be used to meet
excess parking demand at Hastings Street, via Park N’ Ride services. Such a Noosa Junction to Hastings Street
connection is likely to be appropriate only during peak temporal parking periods (i.e. beach demand on
weekends during the summer), and a targeted shuttle bus would be required to support it. This was discussed
in more detail in Section 5.4.3.
5.4.5 Noosaville
Carparking within the Noosaville centre is currently 73% overall. Mary Street (Weyba Road – Gibson Road) and
Thomas Street (Mary Street – Gympie Terrace), relatively, experience high parking demand. As can be seen from
Figure 4-5, the current parking supply is not expected to be fully utilised by 2031, although an additional five
(5) carparks would be required by 2031 to achieve a utilisation rate of 85%, based on projected parking demand.
In order to manage projected parking demand pressure, time limits for parking could be gradually introduced
to prioritise parking for short-term visitors and retail users (in particular Mary Street between Saltwater Avenue
and Reef Street), as shown in the yellow box in Figure 5-6.
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Figure 5-6: Noosaville Time-Limit Locations
Implement
time limits
In order to demonstrate the impacts of these demand management interventions graphically, the following
assumptions have been made:
Adjustments in parking time-limits in the short-term (i.e. by 2023); and
An associated reduction in parking demand of between 5% and 10% (as per Table 5-3).
Based on the above assumptions, the following potential change in parking demand could be realised for the
Noosaville centre, as shown in Figure 5-6.
While not in the specific study area for Noosaville, it was noted that there is an opportunity for the
implementation of a pedestrian link between the Elizabeth Street / George Street intersection and Thomas Street
would provide additional parking within walking distance of the Thomas St (between Mary Street and Gympie
Street) retail area, which would reduce parking pressure along this stretch. This pedestrian link should be
supported by real-time parking information, and directional signage for pedestrians and vehicles.
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Figure 5-7: Noosaville Parking Demand Management Intervention
Such minor parking demand management interventions would be sufficient to meet the projected Noosaville
centre parking demand up to the 2031 horizon year.
5.4.6 Peregian Beach
The current parking supply at Peregian Beach is not expected to be fully utilised by the 2031 horizon year,
although an additional 29 carparks would be required by 2031 to achieve the ideal utilisation rate of 85%. It
should be noted that the Peregian Beach centre has reached expected development capacity under the 2006
Noosa Plan and, therefore, any increase in parking demand is likely to arise from background residential
population growth.
There is the potential for improved parking information by way of real-time information and signage outside
Kingfisher Carpark (near Grebe Street) and Kingfisher Drive Carpark to improve vehicle circulation and reduce
congestion.
In order to demonstrate the impacts of these demand management interventions graphically, the following
assumptions have been made:
The implementation of directional signage and adjustments in parking time-limits in 2029; and
An associated reduction in parking demand of between 5% and 10% (as per Table 5-3).
Based on the above assumptions, the following potential change in parking demand could be realised for the
Peregian Beach centre, as shown in Figure 5-7.
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Figure 5-8: Peregian Beach Parking Demand Management Intervention
The implementation of directional signage and adjustments in parking time-limits may result in a decrease in
parking demand of between 5% and 10%, which is sufficient to enable everyday parking demand to be met by
existing parking supply at a desired 85%, based on projected parking demand.
Peregian Beach also experiences temporal demand for beach parking, however data is not available on observed
parking behaviour during peak beach parking periods. As a general principle, therefore, it is recommended that
seasonal time-limits be implemented to manage parking demand. The provision of a spillover parking area, and
accompanying directional signage, could be implemented to manage excess demand as well. A potential
location could be adjacent to the tennis court off Rufous Street, although it is acknowledged that pedestrian
access through to and across David Low Way would need to be improved.
5.4.7 Pomona
Carparking demand within the Peregian Beach centre is currently 52% overall. On-street parking demand is not
expected to exceed the target utilisation rate or existing parking supply up to the 2031 horizon year. Therefore,
no parking demand management or additional parking infrastructure interventions are recommended.
5.4.8 Sunshine Beach
Sunshine Beach’s current parking supply is expected to be fully utilised by 2030, with 1-11 additional carparks
required by 2031 to achieve a utilisation rate of 85% - 100%. Due to the minimal projected number of additional
carparks required, no parking demand management measures are recommended.
Sunshine Beach likely also experiences seasonal demand for beach parking, however data is not available on
observed parking behaviour during peak beach parking demand periods. In line with the general principles
regarding beach parking noted previously, it is recommended that seasonal time-limits be implemented to
manage parking demand.
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5.4.9 Tewantin
Current carparking demand within the Tewantin centre was observed to be 77% overall. There is, however,
significant variation in parking utilisation in different precincts within the centre. Parking adjacent to RSL
Memorial Park is highly utilised while Blakesley Street parking is underutilised. Tewantin’s on-street parking
demand is not expected to exceed the target utilisation rate or existing parking supply up to 2031, as such no
parking demand management measures are required.
It is observed, however, that relative carparking utilisation can be improved via a through conversion on a
portion of land into carparking and provision of a connection between the carparks off Sidoni Street and
Doonella Street. Such a connection could potential provide approximately 37 carparks (44 new spaces minus 7
lost spaces along the western boundary of the eastern lot). A potential concept is shown in Figure 5-9.
Figure 5-9: Potential Tewantin Carpark Layout
It should be noted that a development application has been approved for the site identified above, which would
inhibit a connection between the two existing carparks and associated additional carparks. It is understood that
a pedestrian easement has been secured at the rear of the site, which could marginally improve relative
utilisation levels between the two carparks, if accompanied by appropriate signage.
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6 Parking Policy
6.1 Current Parking Policy
The approach to parking provision / management as discussed in Noosa Design Principles and the Noosa
Transport Strategy, is not explicitly reflected in parking requirements for developments laid out in the Noosa
Plan (2006). General parking requirements across Noosa Shire are governed by Part 14 Codes, Division 13:
Driveways and Carparking Code.
The desired outcome for carparking supply (as shown in Table 14-50 within the Noosa Plan), is:
Specifically, the above outcomes for carpark design and layout refer to the peak parking demand periods of
uses of the site, which is contrary to the design principles set out in the Noosa Design Principles (2015). In
addition, parking requirements are governed by a minimum parking rate, which, if such a rate is excessive, can
encourage parking oversupply and induced car dependence, not in line with Noosa’s stated design principles.
The impacts of minimum parking rates are discussed further in Section ・. An example of minimum vehicle
parking requirements for specific uses found in Table 14-51 within Noosa Plan is shown below:
Finally, it is noted that the specific outcomes for parking refer to the availability of alternative carparking as a
mitigating factor, which provides a starting point for a discussion on potential management strategies such as
shared parking between developments, will be discussed in Section 6.2.1.5.
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A standard parking space is approximately 14m2. Once vehicle manoeuvring requirements are considered, a car
space consumes approximately 20-25m2 of space. As such, small office uses would have an approximate 1:1 ratio
between the use area and the parking area. Parking requirements of this scale typically inhibit small-scale
development and encourage parking oversupply, and car dependence. A comparison of minimum parking rates
for similarly situated regional councils within SEQ is provided in Section 6.
It is noted, however, that minimum parking requirements are reduced for business uses within Business Centre
Zones, Neighbourhood Centre Zones or Village Mix Zones. Furthermore, maximum parking rates are
implemented for residential uses within Business Centre Zones.
It is also observed that there are approximately 36 different potential land uses and associated parking rates for
new developments. As such, there is the potential for consolidation of different land uses into groups based on
similar parking requirements.
6.1.1 Former Contribution Policy
Noosa Shire Council has previously enacted a policy to guide Council when assessing a development application
that sought to make a monetary contribution in lieu of the provision of onsite parking. The most recent policy
was Planning Scheme Policy 13 “Contributions in Lieu of the Provision of off-street parking” (PSP13). PSP 13 was
only applied where development was located on property within a Business Centre, Visitor Mixed Use,
Neighbourhood Centre, or Village Mix zone under the Noosa Plan. It did not apply to development within a
residential zone.
To assist in the development of contribution rates for the 2006 Noosa Plan, a review of appropriate contribution
rates was conducted, titled “Parking & Contribution Rates in Noosa Shire”, 2006. This report:
Took into consideration that construction costs and yield would vary due to topographical constraints
affecting drainage requirements, retaining walls, landscaping and access;
Recognised that given the opportunity to maximise onsite development and pay a one-off contribution for
a shortfall in parking, a developer would choose to pay the contribution, particularly in central areas where
rents and land value are high;
Acknowledged that the provision of off-street parking by Council is often at the cost of public open space;
and
Concluded that if open space land was to be used for carparking then the contribution rate should be above
the construction cost to reflect the real cost to the community of providing carparking at the expense of
open space.
As such, recommended parking contribution rates were set above construction costs to discourage developers
from taking up the contribution in lieu option. Contribution rates per space for central areas in Noosa, as per
the previous PSP13, were noted as:
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It is also noted, however, that:
In May 2013 the state required the removal of PSP13 from the Noosa Plan as a result of the introduction
of the Priority Infrastructure Plan (PIP) and its subsequent conflict with the State Regulatory Provision
(adopted charges) 2012 and section 347(1)(b) of the Sustainable Planning Act.
As a formal contribution policy is considered to be in conflict with State guidelines, contributions may be sought
to lessen on-site parking requirements via voluntary “Infrastructure Agreements”, whereby the applicant agrees
to make a contribution as compensation for transferring their carparking obligations from the development to
the community. It is noted, however, that no formal policy is currently adopted by Noosa Council to guide
negotiations. As such, voluntary “Infrastructure Agreements” are not being undertaken.
In an environment where minimum parking rates are proscribed, and where options to reduce parking provisions
are limited, it is likely that developments are oversupplying parking and / or opting not to proceed due to
significant parking provision requirements and associated construction costs.
The interaction between parking minimums and in-lieu payment contributions, and an appropriate parking
policy for Noosa, is discussed within this section.
6.1.2 Parking Rate Benchmarking
This section evaluates minimum parking requirements detailed in the Noosa Plan (2006) against other, similarly
situated regional councils in SEQ, and against industry standards, as well as their impact on parking requirements
within the Noosa Shire Council area.
6.1.2.1 Noosa Shire
For reference and benchmarking purposes, the parking rates used within the Neighbourhood Centre Zone and
Business Centre Zone study areas are shown below.
Residential – Permanent (within Business Centre Zone or Shire Business Centre Zone)
1 space / dwelling (maximum) – small dwelling units
Residential – Permanent
1.25 space / dwelling (<75m2 or 1 bedroom)
1.6 space / dwelling (76-110m2 or 2 bedroom)
2.25 spaces / dwelling (>110m2 or 3 bedroom)
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Residential – Short Term (Motel / Guesthouse)
1 space / accommodation unit or guest room + 1 space per 10 accommodations units
Retail / Commercial
5 spaces / 100m2 GFA
6.1.2.2 Case Studies
The following case studies present the response that different cities and towns have taken towards the
management of parking, particularly in relation to the adoption of maximum rates.
Gladstone, Queensland
Gladstone currently has high minimum parking rates which are perceived to impact on the vitality and general
appeal of the CBD. Issues include but not limited to:
A general lack of pedestrian activity caused by a number of things including parking oversupply via minimum
parking rates;
A perceived undersupply and an actual oversupply of car parking;
A perception that some types of development are not viable in Gladstone due to high minimum parking
rates; and
A perception that parking undersupply is negatively impacting on CBD retail trade.
Consequently, Gladstone Regional Council is reviewing their rates and the use of minimums. Maximum parking
rates and the simplification of land uses is being considered. Rates being considered are provided in Table 6-1.
Table 6-1: Gladstone maximum parking rates under investigation
Land Use Parking requirement
Non-residential Max 1 space per 50m2 GFA
Residential – permanent Max 1 space per dwelling (site average)
Residential - serviced/short term Max 1 space per 3 units
City of Cockburn, Western Australia
Cockburn Central, a mixed-use TOD located Perth’s growing south western corridor undertook a review of their
parking rates in 2007 that reflected the transit-oriented nature of the area. The review suggested the following
rates be adopted as outlined in Table 6-2.
Table 6-2: City of Cockburn parking rates
Land Use Parking Requirement (minimum)
1 car bay for one or two-bedroom dwellings; and
Residential
2 car bays for three (or more) bedroom dwellings
Retail (where the built form does not facilitate an easy transition to Office uses) 4 bays/100m² GFA
Office (where the built form does not facilitate an easy transition to Retail uses) 2.5 bays/100m²
Mixed Use (where the built form facilitates alternative opportunities for Office and
3 bays/100m² GFA
Retail uses)
It is noted that the rates suggested are significantly lower than the previously required provision.
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Gold Coast Council
The Gold Coast currently has minimum parking rates within centre zones which are either inside and outside the
main transport hub area. Given the limited amount of public transport currently within Noosa the parking rates
within the transport hub light rail area are not considered an appropriate comparison to Noosa’s existing
transport capability.
The published parking rates within the Gold Coast City Plan Transport Code are highlighted in Table 6-3.
Specifically, the suggested parking rates for District centres zones such as Burleigh (outside the Gold Coast
Transport Hub) have been used as a point of comparison.
Table 6-3: Gold Coast Minimum Centre Zone Parking Rates
Land Use Parking requirement
Non-residential Outside Transport Hub: 3.3 per 100m2 of TUA
Residential (Permanent / long-term Outside Transport Hub: 1 space per unit or dwelling and 1 per 10 units or dwellings
accommodation) for visitors.
Residential (Short-term accommodation) 1 space per room + 1 space per managers residence
6.1.2.3 Comparable Local Council Parking Rates – Queensland
Parking rates within other local Councils have also been used as a point of comparison below so to provide an
idea of how Noosa’s Parking rates currently compare to other councils, as shown in Table 6-4.
Table 6-4: Local Council Minimum Parking Rates
Local Minimum or
Parking Rate Example Motorcycles & Bicycle Parking Rate
Council Maximum
Residential – Permanent
1.15 space (covered) / 1-bedroom dwelling
Residential – Permanent
1.4 space / 2-bedroom dwelling
Bicycle: 1.25 space / unit
Brisbane 1.65 space / 3-bedroom dwelling
Residential – Short Term
City Council Minimum Residential – Short Term
No requirement
(BCC) 0.5 spaces / dwelling + 0.5 spaces / staff
Retail / Commercial
Retail
Bicycle: No requirement < 1000m2
5 spaces / 100m2 GFA
Commercial
3 spaces / 100m2 GFA
Residential – Permanent
Motorcycle:0.1 spaces / dwelling (min 1 space)
Residential – Permanent Bicycle: 1.25 spaces / dwelling
1.25 spaces / dwelling Residential – Short Term
Sunshine Residential – Short Term Motorcycle:0.1 spaces / dwelling (min 1 space)
Coast 2.5 spaces / rooming unit Bicycle: 0.15 spaces / dwelling
Regional Minimum Retail Retail
Council 5 spaces / 100m2 GFA Motorcycle: 1 space / 100m2 GFA
(SRC) Commercial Bicycle: 2 space / 100m2 GFA
2.5 spaces / 100m2 GFA Commercial
Motorcycle: 1 space / 100m2 GFA
Bicycle: 2 space / 100m2 GFA
Fraser Coast Residential Permanent Residential Permanent
Minimum
Regional 1.25 space / dwelling (low/ medium density)
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Local Minimum or
Parking Rate Example Motorcycles & Bicycle Parking Rate
Council Maximum
Council Residential Short Term Bicycle: 0.25 spaces / dwelling (min 4)
(FCRC) 1.1 space / rooming unit Residential Short Term
Retail Bicycle: 1 space / 10 rooming units
5 spaces /100m2 of GFA Retail
Commercial Bicycle: 0.5 space / 100m2 GFA (min 4)
2.5 space / 100m2 GFA Commercial
Bicycle: 0.25 space / 100m2 GFA
Residential Permanent
1.2 space / dwelling (1-2 bedroom)
2.2 space / dwelling (3+ bedrooms)
Toowoomba
Residential Short Term
Regional -
Minimum 1 space / unit
Council
Retail
(TRC)
4 spaces /100m2 of GFA
Commercial
3.5 space / 100m2 GFA
Residential Permanent
1.25 space / dwelling
Residential Short Term
Local Centre / Business Centre Zones
Redland City 1 space / unit
1 bicycle space / 200m2 for employees and 1
Council Minimum Retail
bicycle space / 200m2 GFA for customers up to
(RCC) 5 spaces /100m2 of GFA (<200m2 GLA)
a maximum of 10 spaces
6 spaces / 100m2 of GFA (200-2000m2 GLA)
Commercial
3.3 space / 100m2 GFA
Note – Permanent – Parking rates for Multiple dwellings have been used. Uses typically include apartments, flats, units, townhouses etc.
Note – Short Term – Parking rates for short term accommodation have been utilised. Uses typically include motel, backpackers, serviced apartment
The above case studies, and their parking rates relative to Noosa Shire have been summarised in Figure 6-1 and
Figure 6-2.
Figure 6-1: Non-residential - Council Parking Benchmark
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Figure 6-2 Residential - Council Parking Benchmark (spaces / dwelling)
As can be seen from Figure 6-1 and Figure 6-2, Noosa Shire’s current Shops / Office parking minimum rates
generally exceed those of comparable regional councils. There is greater variation in Residential parking
minimums for comparable councils, however, Noosa Shire’s parking rates are typically on the upper end.
6.1.2.4 Best Practice
Complete Streets
Complete Streets is intended to provide a uniform approach to designing streets in Queensland for both on
street and off-street parking and plays an extremely important role in the design of streets. It acknowledges the
challenging aspects of parking in developments and the role that parking can play in managing travel demand.
Within Complete Streets, maximum rates have been suggested particularly in areas where alternative transport
options such as public transport, walking and cycling exist. As stated within the manual the parking rates have
been derived from a review of parking rates from planning schemes throughout Queensland and proposed rates
from research on urban mixed-use areas.
Table 6-5 provides an overview of the suggested maximum parking rates contained within Complete Streets.
Table 6-5: Complete Streets indicative parking rates
Commercial (in locations Residential (in locations
Location Commercial Residential
with quality PT access) with quality PT access)
Capital CBD 1 space per 500m2 1 space per 200m2 0.5 space per unit/house 1 space per unit/house
Regional CBD 1 space per 150m2 1 space per 100m2 1.00 space per unit/house 1.25 spaces per unit/house
Capital Suburb 1 space per 100m2 1 space per 75m2 0.75 space per unit/house 1.00 spaces per unit/house
Regional Suburb 1 space per 75m2 1 space per 50m2 1.00 space per unit/house 1.25 spaces per unit/house
Moreton Bay Regional Council – Local Centre Zones
The Moreton Bay Regional Council (MBRC) has implemented minimum and maximum parking rates for local
centre zone areas. As per MBRC planning a local centre is defined as:
Small centres with a limited range of service, including convenience retail, servicing a local neighbourhood
catchment.
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Examples of these local centre zones include centres within Beachmere, Bongaree, Lawnton etc. These areas
appear to be comparable to Noosa Centre Zones. The published maximum and minimum parking rates within
the MBRC Zone Code are highlighted in Table 6-6.
Table 6-6: Moreton Bay Regional Council Local Centre Zone Precinct Parking Rates
Land Use Parking requirement
Maximum: 1 per 30m2 GFA
Non-residential
Minimum: 1 per 50m2 GFA
Maximum: N/A
Residential (Permanent / long-term accommodation)
Minimum: 1 space / dwelling
Maximum: 3 per 4 dwellings + staff spaces
Residential (Short-term accommodation)
Minimum: 1 per 5 dwellings + staff spaces
Note - Residential - Permanent/long term includes: Multiple dwelling (49), Relocatable home park (62), Residential care facility (65), Retirement facility (67).
Note - Residential - Services/short term includes: Rooming accommodation (69) or Short-term accommodation (77).
Noosa Shire’s parking requirements have also been compared to industry guidelines and visionary regional
councils, to explore the range of future potential parking rate reductions. This is shown in Figure 6-3 and Figure
6-4.
Figure 6-3: Non-Residential - Model Guideline Parking Benchmark
Figure 6-4: Residential - Model Parking Benchmark (spaces / dwelling)
As can be seen from Figure 6-3 and Figure 6-4, there is significant scope for a reduction in parking minimums
in the long term, as public transport and active transport options improve, and development density increases.
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In summary, the following have been identified as existing transport challenges for Noosa Shire:
Public transport and active transport infrastructure in Noosa Shire is minimal and underutilised. Noosa is
currently a heavily car-dependent and car-centric environment for local residents and visitors, with minimal
use of alternative, sustainable, travel modes such as walking, cycling and public transport. Any
recommendations around parking will need to consider limitations around viable alternatives to private
vehicle travel (car).
Language used in the Noosa Plan around peak parking demands and parking minimums is incongruous
with the strategic direction for parking, that is, the uptake of public transport and active transport, made
apparent through the Noosa Design Principles (2015) and Noosa Transport Strategy 2017 – 2027. There are
36 different potential land uses and associated parking rates for new developments. These may be
consolidated into fewer groups based on similar parking requirements.
From at least 1991 to September 2013 a policy was in place to guide Council when assessing a development
application that sought to make a monetary contribution in lieu of the provision of onsite parking. The most
recent policy was Planning Scheme Policy 13 “Contributions in Lieu of the Provision of off-street parking”
(PSP13). However, in May 2013 the state required the removal of PSP13 from the Noosa Plan as a result of
the introduction of the Priority Infrastructure Plan (PIP) and its subsequent conflict with the State Regulatory
Provision (adopted charges) 2012 and section 347(1)(b) of the Sustainable Planning Act.
As a formal contribution policy is considered to be in conflict with State guidelines, contributions may be
sought to lessen on-site parking requirements via voluntary “Infrastructure Agreements”, whereby the
applicant agrees to make a contribution as compensation for transferring their carparking obligations from
the development to the community. It is noted, however, that no formal policy is currently adopted by Noosa
Council to guide negotiations. As such, voluntary “Infrastructure Agreements” are not being undertaken.
Noosa Shire’s current Shops/Office parking minimums generally exceed those of other, similarly situated,
regional councils. There is greater variation in Residential parking minimums for other, similarly situated,
regional councils, however Noosa Shire’s parking rates are generally on the upper end.
6.2 Development Led Parking Policy Options
This section evaluates potential parking policy options and their applicability to the above Noosa context.
6.2.1 Parking Policy Options
There are several potential parking options which are currently implemented by other Council’s within SEQ.
Some of these options which could be considered by Noosa Council include:
Removal of minimum parking rates;
Maximum parking rates;
In-lieu payments;
Transferable parking entitlements;
Travel demand parking reductions.
6.2.1.1 Removal of Minimum Parking Rates
Minimum parking rates have historically been enforced in order to support car travel based on the premise that
individual developments should fully cater to forecast parking demands in self-contained on-site car parking
areas. This approach however has had various unintended consequences for urban areas. These consequences
include urban sprawl, fragmented parking facilities, and artificially low costs for the use of private vehicles.
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Removing minimum parking requirements allows developers the freedom to self determine the marginal value
of providing car-parks. In this way, the market can price out unnecessary demand and/or supply in favour of
more efficient uses of land.
One of the primary benefits of removing minimum parking requirements typically is accelerated levels of
brownfield redevelopment on sites previously constrained by the need to provide on-site parking. Furthermore,
removal of minimum parking requirements generally seeks to allow:
Development of land which is currently used for parking into more productive activities, resulting in higher
development densities; and
Adaptive reuse of older buildings, particularly in town centres, where changes in existing building usage are
sought.
Perceived risks of removing minimum parking requirements tend to revolve around the fact that developments
may under-supply parking and public and private parking resources that are available in the surrounding area.
This perceived risk, at least in part, is predicated on the following assumptions:
Private and public providers of parking will not take steps to manage additional demand for parking
resources created by new development / redevelopment;
That parking resources will be paid for by developers and building owners, rather than users; and
The occupiers of new development will not adjust travel patterns and demand/supply for parking in
response to the on-site parking scarcity.
These assumptions are questionable given that:
Demand for parking is already managed, albeit sometimes inadequately, to ensure exploitation of commuter
parking in the short term does not occur. This is typically through the application of prioritised parking
controls and tow away areas in public and private areas respectively;
Removing minimum parking requirements is expected to result in an increased value for parking, which will
make it possible for parking facilities that will cover their own cost whether provided by the Council and/or
a private operator; and
Developments without on-site parking are likely to experience reduced vehicle mode share, recognising that
the provision of parking has a significant impact on travel patterns (Booze Allen Hamilton, 2007).
Instead of removing minimums rates (going to maximums) altogether, it is possible to make their application
more flexible. This change may be implemented without significant recourse to regulatory reform. This could
be implemented as an interim strategy for ameliorating the unintended consequences of minimum parking
requirements until such time as minimum parking requirements may be removed. However, it is not
recommended as a stand-alone strategy due to its limited benefits, high compliance costs, and increased
administrative burden.
It is acknowledged, however, that the parking minimums can be used in conjunction with developer / council
agreements around the use of non-parking measures to reduce minimum parking requirements. A transition to
parking maximums would remove this as a potential incentivising strategy for investment in non-parking
solutions.
It is therefore recommended that any transition away from parking minimums be staged in conjunction with
supporting strategies / policy.
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6.2.1.2 Maximum Parking Rates
The application of limits on parking supply describe regulations designed to reduce the overall amount of
parking that is provided with new developments, and through this, levers to reduce parking demand (and
associated necessary parking supply). Limits on parking supply are typically justified through:
Economic value - Minimum parking requirements have artificially lowered the perceived value of parking,
creating unintended consequences, including urban sprawl and increased use of private vehicles. Limits on
parking supply are a means to accelerate progress towards a more efficient parking supply.
Strategic direction – State and local transport strategies support reduced dependence on single occupant
vehicles. This reduced dependence is typically supported by the integration of transport and land use
development, intensification around public transport (PT) infrastructure, and improved walking and cycling
facilities. Limits on parking supply support these objectives by identifying that current levels of vehicle use
are unsustainable and likely to reduce in the future, particularly in areas where mixed use development and
investment in alternative transport modes overlay such as town centres and growth corridors; and
Professional / industry approach – professionals working in the field of transport planning are accustomed
to working within minimum parking requirements that typically over-estimate the overall demand for
parking. It is likely that the application of minimum parking requirements will continue to be applied unless
the onus for conducting more sophisticated assessments of parking demand is placed, firstly, on developers,
and, secondly, on professionals advising the developers.
There are a variety of ways to limit parking supply, including:
Area caps – a maximum parking supply is set for a defined geographical area;
Site caps – a maximum parking supply is set for individual developments; and
Maximum ratios – a maximum ratio of parking supply to floor area is set for individual developments.
The area and site caps define a maximum number of car parks provided with an area and development
respectively, whereas maximum ratios prescribe the maximum proportion of parking relative to gross floor area.
Limits on parking supply have been applied both within Australia and around the world, as shown in Table 6-7.
Table 6-7: Limits on Parking Supply - International Examples
Limits on parking supply
Urban area Relative size Relative density
Area caps Site caps Maximum ratios
Auckland Large High - -
Wellington Medium High -
Portland Large High -
Scotland Variable Variable - -
Brisbane Variable Variable - -
Lacey, Washington Small Medium - -
Some important features of the examples set out in Table 6-7 are:
Auckland and Wellington have maximum ratios set at 1 carpark per 100m2 and 200m2 Gross Floor Area
(GFA) respectively. This equates to approximately one space per 6.25 and 12.5 employees respectively;
Wellington is the only urban area within this sample to apply site caps;
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Scotland has developed national planning policies for maximum parking ratios for commercial
developments, which range from 1 carpark per 14m2 to 30m2 GFA;
Portland is the only urban area within this sample which has applied area caps;
Brisbane applies maximum parking ratios in both its defined central city area (at 1 carpark per 200m2 GFA)
and in suburban centres (at 1 carpark per 20m2 GFA on the ground level and 1 carpark per 33m2 GFA above
ground level). Suburban centre parking maximums only apply to developments that are within 400m of a
railway station or bus way station; and
All urban areas in this sample applied maximum parking ratios. Maximum parking ratios are by far the most
common strategy to limit parking supply.
In terms of site caps, Wellington City provides an example of where site caps are implemented in suburban
centres. Policy 7.3.4 of the District Plan states: “Any activity or the erection of buildings or structures involving
the provision of more than 120 spaces per site is a Discretionary Activity (Restricted) in respect of: The generation
of vehicular traffic.”
Despite the benefits of maximum parking rates, it is acknowledged that the implementation of limits on parking
supply would also require consideration of the following factors:
Vehicle intensive development is encouraged to locate on the edge of town centres and growth corridors
and is therefore inaccessible by alternative transport modes;
The cost of parking is inflated to the point where it compromises the competitiveness of the Noosa centres
and is prohibitive to those on low incomes.
It is recognised that exceeding maximum limits may be justified in rare cases, although the onus is always on
the developer to investigate and implement certain parking strategies where practicable and cost-effective.
An advantage of implementing parking maximums is that the regulatory framework provides opportunities to
engage with potential developers and transport professionals about the relative costs and benefits of parking,
as well as discuss opportunities for alternative arrangements (i.e. sharing parking facilities. This education may
have important flow on effects to future developments, both inside and outside the areas defined by town
centres and growth corridors.
Noosa Shire Council currently implements parking minimums. While the application of parking maximums
would likely be a longer-term strategy, parking maximums remove the possibility of council provided incentives
for non-parking infrastructure and service investment. Additionally, such a change in policy should be gradually
introduced to ensure that an appropriate maximum parking rate is set. Finally, it is acknowledged that the
implementation of parking maximums inhibits the applicability of voluntary “Infrastructure Agreements”.
It is therefore recommended that Noosa Shire Council gradually transition to parking maximums by shifting
firstly to a bounded upper and lower parking requirement (i.e. a maximum and minimum) before finally
removing minimum requirements altogether in specific locations. Noosa currently has reduced minimum
parking requirements for business uses within Business Centre Zones, Neighbourhood Centre Zones or Village
Mix Zone. These zones could present an opportunity to apply parking maximums in the longer term.
6.2.1.3 Transferable parking entitlements
Transferable parking entitlements (TPE) make limits on parking supply more flexible within a town centre or
growth corridor, by allowing new developments which provide less parking than the permitted maximum to sell
their “surplus” parking entitlements to another development who wishes to provide more car-parks than allowed
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by the limits. The benefits of this strategy are that it provides an additional flexibility to developments that
provide less parking as well as to those developments which require more parking.
A strategy would require consideration of the following factors:
The incentive for a development to provide less parking should reflect the underlying value of the land;
Developments that require less parking effectively gain an extra windfall by realising the value of transferable
parking entitlements in addition to the benefits of higher development densities; and
The flexibility to provide additional parking in excess of the limits may possibly be delivered through a
discretionary process.
A TPE strategy poses little risk to councils other than the fact that parking not provided with one development
may be provided somewhere else. However, they do possibly create an administrative burden of monitoring
where parking is constructed and when, and where the “surplus” parking is transferred.
Transferable parking entitlements are only suitable under a maximum parking requirements framework.
Additionally, such a policy requires a healthy TPE market, both buyers and sellers, to be successful. Noosa
currently does not have such a potential market; however, the development environment may change in the
longer term. They could potentially be implemented in Noosa Shire in the longer-term to accompany parking
maximums, however their suitability is highly dependent upon the restrictiveness of parking maximums.
6.2.1.4 In-lieu payments / Voluntary Infrastructure Agreements
From at least 1991 to September 2013 Noosa Council allowed developers to reduce their minimum parking
provision requirements through a monetary contribution in lieu of the provision of onsite parking. However
recent changes to State policy planning / legislation have meant that a formal contribution policy now may be
in conflict with State guidelines. Contributions may be sought to lessen on-site parking requirements via
voluntary “Infrastructure Agreements”, whereby the applicant agrees to make a contribution as compensation
for transferring their carparking obligations from the development to the community. It is noted, however, that
no policy position is currently available to Noosa Council to guide negotiations. As such, voluntary “Infrastructure
Agreements” are not currently implemented.
In an environment where minimum parking rates are implemented, and where options to reduce parking
provisions are not available, it is likely that developments are oversupplying parking or opting not to proceed
due to significant parking provision costs. We therefore recommended that voluntary “Infrastructure
Agreements” be utilised while parking minimums remain in place to provide flexibility around parking provision
requirements. However, any requirements for financial contribution should be justified and address the core
principles of need, nexus, accountability and equity in the strategic assessment of the proposal before it is
introduced.
This approach should consider the following questions as they relate to the local car parking environment:
Need – is the in-lieu payment scheme required?
Nexus – is there a direct link between the types of proposals affected by the scheme and the infrastructure
provision?
Accountability – what are the financial arrangements? How will the scheme be monitored and reviewed?
Equity – is the scheme fair in terms of who is and isn’t required to pay? Would another method of collecting
funds be more appropriate?
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A financial contributions policy should:
Relate to a use (or change in use) of a site or development of a site;
Be financially proportionate to the statutory right for which they are exchanged. Councils can only require a
payment for car parking that reflects the cost of providing a car parking space; and
Identify a proper planning outcome to be funded by the contribution. A project that provides car parking
facilities, or other measures which reduce the demand for parking, would generally be regarded as a proper
planning purpose.
The following information should be set out in the schedule:
The area in which a financial contribution may be collected in place of providing car parking spaces;
The amount required in dollars per car parking space;
The method of indexing the amount; and
Financial arrangements associated with holding and spending funds paid, including the purposes for which
the funds must be used.
It may also set out if appropriate:
The ongoing monitoring and review arrangements, to reflect the change in land and construction prices
The condition to be included on the permit to secure the financial contribution.
An outline of similar in-lieu payment schemes / rates is discussed further in Section 7.
It is noted that an “in-lieu” parking policy is required only in the event that parking minimums are retained.
Where the regulatory framework does not specifically require developments to provide on-site parking, i.e.
minimum parking rate requirements do not apply, then the application of an “in-lieu” policy becomes redundant.
6.2.1.5 Travel Demand Parking Reductions
Alongside adjustments to parking rate minimums, the implementation of travel demand management measures
and support for sustainable transport by developers could be incentivised through associated reductions in
minimum parking requirements.
As an example, parking reductions provided through travel demand management measures for developments
within the City of Gold Coast Council (CGCC) have been provided in Table 6-8.
Table 6-8 Travel Demand Parking Reductions
Travel demand measure Indicative reduction
Car sharing Each car share vehicle off-sets 5 spaces (equates to a relaxation of 4
spaces)
Unbundled parking 20% to 50% unbundled – 30% reduction in minimum rate
Motorcycle/ motor scooter parking Every 2 motorcycles spaces can replace 1 car space, up to 15% of the
minimum parking requirement
Bicycle parking (where provided in excess of the Every 6 bicycles offsets 1 car space, up to 15% of the minimum parking
requirement under relevant section of this code) requirement
Any other travel demand measure To be approved by Council
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These travel demand measures are used primarily for development inside the Gold Coast transport hub however
for developments outside the transport hub, car sharing is identified as an accepted travel demand measure.
Noosa Shire currently allows developers to reduce their carparking requirement through substitution of four (4)
motorcycle parking spaces for one (1) carparking space.
Such a policy framework would allow developers to reduce their minimum parking requirements, which are
currently considered to be on the upper end, relative to other similarly situated regional councils, while also
incentivising more sustainable transport access to development. It is considered that parking reductions
provided through travel demand management measures would go hand-in-hand with voluntary “Infrastructure
Agreements”. That is, a developer could ameliorate their minimum parking requirements either through a
contribution or through self-funded travel demand management measures. It should be noted that combination
is likely to reduce revenue obtained through voluntary “Infrastructure Agreements”.
Incorporation of travel demand parking reductions into Noosa’s Parking scheme while parking minimums are in
place could be considered to allow Council to gauge the market intersection between supply and demand.
Similar to voluntary “Infrastructure Agreements”, such policy is applicable only in the event that parking
minimums are retained. Where the regulatory framework does not specifically require developments to provide
on-site parking, i.e. minimum parking rate requirements do not apply, then the application of alternative parking
demand management measures becomes redundant.
As an example of potential travel demand management measures that could be employed, shared parking and
unbundled parking are discussed further below.
Shared Parking
The mixed-use environment typical of town centres creates many opportunities to share parking between uses
with complementary periods of peak operation. Shared parking facilities are a much more efficient way of
providing parking, as they account for the different demand profiles of different uses across the day, allowing a
smaller parking supply to be provided when peak periods of some uses correspond with off-peak periods of
adjacent uses. Each parking space could be used across more hours during the day or utilised on more days
(i.e. weekends).
There are no significant operating and management constraints to preclude the development of a shared
parking facility. However, a number of factors must be considered to ensure the efficient design, operation and
management of shared parking facilities (Smith, 2005). These include local peak times of demand, availability
of access by a number of different users, clear information about appropriate use and availability, and a good
pedestrian (and/or public transport) access between the facility and the destinations it serves.
Shared parking arrangements can be broadly categorised into three types:
Private contractual arrangements between developments with adjacent, complementary uses. As part of the
development approval process, the developer(s) would need to demonstrate the presence of
complementary parking demands to achieve reduced parking requirements;
Privately managed parking districts (i.e. mixed-use developments with reduced parking requirements for
complementary uses). As developments are all owned by the same developer, no contractual arrangement
is necessary. However, the developer(s) would need to demonstrate the presence of complementary parking
demands to achieve reduced parking requirements;
Government managed parking districts. Like privately managed parking districts, parking (on and off-street)
is shared between all uses in the district. This allows for the possibility of extensive remodeling and
consolidation of parking provisions. Properties would be levied a parking fee to support government
management of parking within the district.
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District development guidelines will need to consider restrictions around the removal of parking due to
redevelopment, to prevent individual developers from removing existing parking to make way for an
addition. For example, the district bylaws could stipulate that a property owner could undertake an
expansion only if he or she provided additional spaces elsewhere.
Beyond the benefits of shared parking relating to efficient use of spaces and reduced supply, shared parking
can also have huge positive impacts on urban forms. Where shared parking is applied in order to provide
consolidated parking facilities instead of numerous small off-street surface car parks, this allows a much denser,
walkable urban form to develop. This is because the urban form will no longer be punctuated by pockets of
smaller parking areas and associated driveways. By exploiting the opportunities for shared parking, a much more
compact and lively centre can be achieved at key locations within Noosa Shire.
Parking maximums could also be used to support the development of consolidated shared parking by
constraining on-site parking such that any additional parking demand must be provided for in consolidated
parking facilities. Under such a scenario the onus would be on Council to supply consolidated parking facilities.
Key activity hubs such as Hastings Street, for reasons outside of parking policy, inevitably achieve a diverse and
flexible mix of land use. In this environment, shared parking arrangements would be beneficial.
Unbundled Parking
When parking is bundled with property, this cost of parking is simply incorporated into the cost of goods,
services and property, and prevents consumers from realising savings through behavioural change or consumer
choice that reduces their demand for parking. Unbundled parking refers to the strategy of separating the costs
of purchasing or leasing residential and commercial property from parking resources. That is, dwellings and
tenancies are leased or purchased without associated parking spaces, and spaces are purchased separately if
required.
For example, in a medium density residential development, dwellings could be purchased separately from the
car parks. Unbundled car-parks associated with residential development in town centres can cost an additional
20-25% of the total purchase price of smaller dwellings (Litman, 2006). This “unbundles” the cost of parking
from the purchase cost and supports the principle of consumer choice flexibility.
Such a scheme would be privately conducted by individual developers / body-corporate / building management
of residential or office buildings. However, government has a role to legislate unbundled parking (and associated
reductions in minimum parking requirements) as an option into the development approval process.
Unbundled parking is somewhat dependent on the availability of effective parking brokerage services so that in
the event of a parking surplus (i.e. not all car-parks provided with a particular development are purchased) then
the building owner or body corporate committee is able to lease the car parks to other users. Opportunities for
unbundling are therefore enhanced by the existence of a comprehensive Local Area Parking Management Plan.
In Noosa, allowing and promoting unbundling parking is considered to be a valuable mechanism for parking
policy to support the principles espoused in the Transport Strategy, particularly in as much as it allows the true
cost of parking to be ultimately borne by users and provides greater freedom of choice to consumers which
may be exercised to minimise such costs.
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6.2.2 Summary of Parking Policy Options
The parking policy options discussed above, their efficiency and effectiveness, have been summarised in Table 6-9. Shades of green have been used to visually display each
option’s score, with a darker green indicating a better score. It should be noted that higher costs score lower and are thus a lighter green. Efficiency considers the relative costs
and benefits of each parking policy option while effectiveness considers the ability of the parking policy option to impact upon parking demand in the short- and longer-term.
Table 6-9: Parking Policy Options
Efficiency Effectiveness
Parking
Key Features Potential Risks Short- Long-
Strategy Benefits Costs Value
term term
Provides market flexibility to determine Results in increase in demand for available public parking supply
Remove appropriate lower parking supply Does not facilitate in-lieu payments (a key potential revenue source)
minimums / No additional administrative burden for Noosa Encourages developments with high parking demands to locate elsewhere (fringe)
High High Average Average High
apply parking Shire Inappropriately low maximum parking rates can result in spill-over to surrounding
maximums Encourages parking sharing and unbundling parking supply
Facilitates redevelopment of existing sites Potential for new developments to shift parking burden to others
Provides market flexibility to not deliver on-site Requires Noosa Shire establish a value for parking that is low enough to be
parking attractive but high enough to fund the provision of improved travel options;
In-lieu Improves viability of redevelopment of smaller Shifts responsibility for the provision of parking from the developer to the council;
payments / sites Users are not directly charged for the cost of parking, violating the principles of
voluntary Potentially funds the provision of improved travel economic neutrality and consumer choice; Average Low Average Average Average
Infrastructure options (alternative non-car travel modes) Stymies the emergence of private parking operators and a more diverse market for
Agreements Provides flexibility if parking minimums are too parking;
high / restrictive Preserves the need for methods to estimate minimum parking requirements; and
Potentially places large administrative burden on Noosa Shire
A trading mechanism that transfers parking Administrative costs for Noosa Shire
Transferable resources from those developments which Even with limits on supply, a flexible DA process is considered more robust than
parking require less parking to those who require more artificial trading mechanism Average Low Average Low Low
entitlements Increases the flexibility with which developments Must be carried out in conjunction with parking maximums
may operate in a situation with limits on supply
Encourages higher utilisation of existing / future Difficult to enforce from a Council perspective
reduced parking supply Requires parking minimums for implementation by developers
Travel
Supports strategic objectives around Potential reduced revenue from voluntary “Infrastructure Agreements”
demand
consolidated and reduced parking and alternate Will need to be tailored to specific parking environments. Should not be applied
parking Average Low Average Average Average
travel across Noosa indiscriminately.
reduction
Can be implemented to reduce parking
measures
requirements if parking minimums are currently
inappropriately high
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6.3 Parking Policy Recommendations
Noosa Shire Council has an opportunity to progress Parking Policy, which could include the removal of minimum
parking rates and the introduction of maximum parking rates. Notwithstanding, it is often difficult to build
capacity in the general community to understand the real costs / implications of parking oversupply. For this
reason, it is sometimes appropriate to approach the most desirable parking supply levels in stages.
The advantage of managing parking supply via the rates applied to developments in the Noosa Plan is that it
takes a whole development cycle, say 50 years, maybe 70 years, for all developments that were built under the
old rate to be replaced with developments which supply parking at the new rate. This gives the market ample
time to adjust. The disadvantage is if that rates are found to be too generous and results in developments with
too much parking – they stay there for a long time, and naturally won’t be redeveloped every time there is an
adjustment to the parking rate requirements. Furthermore, the transport environment in Noosa may change
significantly in this time-frame, such that previous assumptions around parking supply and appropriate parking
rates may no longer be relevant.
It is also noted that the use of parking minimums allows policymakers to implement in-lieu payments as a means
by which parking supply can be reduced, with contributions reallocated to shared parking supply and / or active
and public transport infrastructure improvements applicable to Transport Strategy principles. It is further
acknowledged that the possibility of the implementation of a in-lieu payment policy inhibits incentives to
remove parking minimums in the short-term. Finally, it is noted that the presence of parking minimums enables
council to encourage investment in non-parking solutions through a reduction in minimum parking
requirements.
As such, the following is a potential progressive change framework for changes to overall parking management.
These can be considered a transition plan, from minimal intervention in the short-term to more significant
changes to the parking management framework in the longer-term:
Short-term
Implement a lower limit of parking minimums and an upper limit of parking maximums, with consideration
given to parking minimums of other similar regional councils, the observed utilisation of existing parking
provisions, best practise parking rate recommendations and the longer-term planning for parking rates in
Noosa Shire.
Establish a framework for the limited reduction of parking provisions below parking minimums through the
use of travel demand management measures by developers and in-lieu payment contributions. Investigate
opportunities to implement unbundled parking and shared parking in centres.
Simplify land use scenarios into three categories - Non-residential (shops & offices), residential permanent
(multiple dwellings) and residential short term (short term accommodation).
Medium-term
Reduce the range between parking minimums and parking maximums, through consideration of observed
parking supply demand by developers, and the impact of adjusted parking minimum requirements on
utilisation of parking provisions in the region, best practise parking rate recommendations and the longer-
term planning for parking management in Noosa Shire.
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Long-term
Implement parking maximums for key locations and development types in Noosa Shire, specifically Business
Centre Zones, Neighbourhood Centre Zones or Village Mix Zones. Parking maximums will be determined
through consideration of observed parking supply demand by developers, and the impact of adjusted
parking minimum requirements on utilisation of parking provisions in the region, best practise parking rate
recommendations and the longer-term planning for parking management in Noosa Shire.
Implement transferable parking entitlements at locations where parking maximums have been implemented.
These recommendations are discussed in more detail below.
6.3.1 Short-Term (2019 Planning Scheme)
Recommended short-term parking rates in the short-term were determined based on benchmarking of current
parking rates against other, similarly situated regional councils.
In the short term, it is suggested that new minimum and maximum parking rates be implemented to provide
Council with the ability to lower parking rates where appropriate whilst also controlling developer provided
parking provisions. The maximum parking rates have been determined based on consideration of parking
scenarios which could warrant additional parking onsite.
Bounded parking requirements will also have the advantage of allowing Council to more accurately gauge
market demand for parking, which can feed into medium-term adjustments to parking minimums and
maximums.
To simply apply parking rates within the centre zone, land use has been split into three different categories.
Non-residential (shops & offices);
Residential Permanent (Multiple dwellings); and
Residential Short Term (Short term accommodation).
The short-term parking rates suggestions recommended for Noosa Council, based on available information, are
provided in Table 6-10.
Table 6-10: Short-term Parking Rates
Land Use Parking Rate
Non-residential Maximum: 5 / 100m2 GFA
Minimum: 4 / 100m2 GFA
Residential (permanent / long-term accommodation) Maximum: 1.0 spaces / dwelling
Within Business Use Zones (small dwelling units)
Maximum: 1.5 spaces / dwelling
Other Zones Minimum: 1.0 space / dwelling
Residential (Short-term accommodation) Maximum: 1.0 spaces / dwelling + staff
Minimum: 0.5 space / dwelling + staff
For non-residential uses the minimum parking rate has been reduced to 4 spaces / 100m2 GFA which matches
the suggested parking rates for shops within Toowoomba Regional Council and is considered satisfactory for
Centre zones. 5 spaces / 100m2 GFA was determined a suitable maximum parking rate, which allows developers
a choice of providing parking at the current minimum parking rates.
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Permanent residential parking such as (apartments, flats, units, townhouses) was also considered. For small
dwelling units within the business centre zone a maximum of 1 car space / dwelling is currently recommended,
which is considered reasonable. For other zones outside it is suggested that a minimum of 1 space be provided
per dwelling to cater for a single user to be provided with parking. This is considered reasonable given the
amount of reliance still required on a private vehicle within Noosa for the foreseeable future. A maximum of
1.5 cars per dwelling has also been suggested to cater for larger user groups such as families or renters who
may have a requirement for more than 1 vehicle.
Residential short-term accommodation which includes uses such as motel, backpacker lodges, serviced
apartments, accommodation hotels etc. has also been suggested to be reduced to a minimum of 0.5 spaces /
dwelling + staff and a maximum of 1 spaces / dwelling + staff, which reflects these uses reduced need for
private vehicles and is consistent with rates proposed by other local councils. The parking maximum is generally
equivalent to the minimum parking rates currently recommended in the Planning Scheme.
Alongside a reduction in banded medium-term parking requirements, it is also recommended that a framework
be established for the reduction of parking provisions below parking minimums through the use of travel
demand management measures by developers and in-lieu payment contributions. The TDM provisions along
with banded parking requirements, can continue to assist Council in establishing appropriate long-term parking
rates.
Travel demand measures such as car share could be implemented within Noosa in the future should private
enterprise indicate an interest. A suggested rate of 1 car share off-setting 5 car spaces is considered reasonable,
however we’d suggest only allowing 2% of the minimum spaces required by a development be dedicated to car
share. This is consistent with Council’s belief that most trips made in the future will still occur via private vehicles.
This is of course dependant on demand for car share.
The applicability of developer led TDM measures for specific locations was discussed previously in Section 5.4.
6.3.2 Medium-Term
Based on an expected population growth of 9,000 people over the next 25 years, Noosa is not expected to
experience a significant amount of growth in the medium term (2020-2023), however Council may wish to
consider implementing reduced parking rates with the use of travel demand measures.
It is also recommended that medium-term parking rate requirements consider market demand for parking
revealed through the banded short-term parking requirements. The following medium-term parking
suggestions, outlined in Table 6-11, have nevertheless been made, based on the Complete Street guidelines and
comparison of other local councils:
Table 6-11: Medium-term Parking Rate
Land Use Parking Rate
Non-residential Maximum: 4.5 per 100m2 GFA
Minimum: 4 per 100m2 GFA
Residential (Permanent / long-term accommodation) Maximum: 1.0 space / dwelling
Within Business Use Zones (small dwelling units)
Maximum: 1.25 space / dwelling
Other Zones Minimum: 1.0 space / dwelling
Residential (Short-term accommodation) Maximum: 0.75 space / dwelling + staff
Minimum: 0.2 space / dwelling + staff
74
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Noosa Council
Noosa Car Parking Study 2017 - 2032
Final Report
6.3.3 Long-Term
There is potential that parking rate maximums in isolation be implemented for key, high density, highly
connected locations within Noosa Shire in the longer term, alongside transferable parking entitlements to give
flexibility for development.
Given the significant uncertainty present in predicting Noosa’s long-term economic development, no
quantification is given around potential parking maximums. It is instead suggested that the market demand for
parking be observed, as is revealed by banded minimum and maximums and options for reducing parking
requirements in the medium term.
75
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Noosa Council
Noosa Car Parking Study 2017 - 2032
Final Report
7 In-lieu Parking Contributions
There are a number of options that can be considered when determining an appropriate in-lieu payment rate.
Many regional municipalities where in-lieu payment arrangements apply adopt a rate that offers a ‘subsidised
fee’ in recognition that shared public parking resources are a valuable asset to the broader community, with the
adopted in-lieu payment rate not being reflective of the full cost of providing a parking space. This generally
achieves a balance whereby costs associated with the rate are accessible while providing some funds for Council,
reducing their costs when building public parking.
Two factors were considered; the cost of constructing onsite parking and in-lieu payment contribution rates
elsewhere.
Industry documents (Rawlinson, 2017) have been reviewed in order to outline indicative estimates for the
construction of off-street parking facilities, excluding the cost of land.
Construction cost estimates for three distinct types of off-street parking are shown in Table 7-1.
Table 7-1: Parking Construction Costs
Estimate of Average Cost
Parking Type Items Included
(Brisbane based data)
Surface carparking Bitumen paving, stormwater drainage, minimal lighting and some landscaping $3,000 / space
Multi-level carparking Reinforced concrete construction, open sides, minimal toilet facilities, no lifts, $17,000 – $24,000 / space
(parking station) ventilation or fire sprinklers
Reinforced concrete construction including deck over, mechanical ventilation,
Underground $49,000 – $53,000 / space
fire sprinklers, landscaping to top of deck, minimal facilities, no lifts.
The above costs estimates do not capture the full spectrum of costs (plan, design, maintenance, etc) involved in
the construction and operation of carparking by Council or developers, they are merely intended as an indicative
guide to the cost of parking construction.
Additionally, MRCagney recently completed an investigated into in-lieu payment rates in Victoria. In-lieu parking
contribution rates applied in similar regional area, in Victoria, through their respective planning schemes are
listed in Table 7-2.
76
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Noosa Council
Noosa Car Parking Study 2017 - 2032
Final Report
Table 7-2: In-lieu Parking Contribution Rates in Regional Victoria
In-lieu Payment Rate at 2017 In-lieu Payment
Scheme Applies to Adopted
Year of Implementation Rate*
CBD Core Area 2003 $5,000 $7,000
CBD Frame Area 2003 $3,000 $4,200
Rockhampton
District and selected Local Shopping
/ Neighbourhood Centre 2003 $2,500 $3,500
Commercial Precincts
Benalla Benalla Central Business District 2014 $6,431 $6,700
Campaspe Echuca CBD and Historic Port Precinct 2013 $2,000 $2,100
Colac Otway Apollo Bay Commercial Centre 2012 $13,000 $14,300
Greater Bendigo Bendigo Central Business District 2012 $10,000 $11,000
Greater Shepparton Shepparton Central Business District 2013 $4,500 $4,800
Business Zones & Mixed-Use Zone in
2013 $8,060 $8,700
Yarrawonga
Moira
Business Zones & Mixed-Use Zones in
2013 $8,060 $8,700
Cobram
Southern
Hamilton Central Activity District 2013 $8,000 $8,600
Grampians
$4,400 5th to 8th space $4,600 5th to 8th space
$7,200 9th to 20th space $7,500 9th to 20th space
South Gippsland Leongatha Central Business District 2014
$9,600 21st or above $10,000 21st or above
space space
Surf Coast Torquay Town Centre 2015 $13,828 $14,200
Wodonga Wodonga Central Business District 2013 $5,000 $5,400
*CPI Indexed
In-lieu parking contribution rates (CPI indexed) for regional councils are displayed graphically in Figure 7-1.
Figure 7-1: Contribution Rates for Regional Councils
77
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Noosa Council
Noosa Car Parking Study 2017 - 2032
Final Report
8 Key Findings
Based on an assessment of current parking demand and projections of future parking demand, the performance
of parking within identified centres within the Noosa Shire Council area are summarised in this section.
Key observations around existing and future parking demand are as follows:
On-street parking demand is not expected to exceed the target utilisation rate or existing parking supply
for the Cooran, Cooroy, Pomona or Tewantin centres up to the 2031 horizon year.
On-street parking demand in both Noosa Junction, Noosaville and Peregian Beach centres is projected to
be above the 85% target utilisation rate, however overall parking capacity is not expected to be exceeded
by the 2031 horizon year.
On-street parking demand is projected to significantly exceed overall parking capacity in Hastings Street
and marginally exceed parking capacity in Sunshine Beach by the 2031 horizon year.
Appropriate parking demand management interventions for the Noosa centres are summarised below:
Opportunities to provide additional parking supply were identified in the Noosa Junction study area, with
the site adjacent to the TransLink bus station identified as the preferred option. Additional Noosa Junction
parking (either two-level or three-level), could be used to supplement Hastings Street parking supply during
periods of peak temporal parking demand (i.e. weekend beach trips) through the provision of a dedicated
shuttle services between Noosa Junction parking and Hastings Street.
The implementation of priced parking in the shorter term is considered an appropriate intervention for the
Hastings Street study area, given the constraints on additional parking within the study area and the high
level of current and future estimated utilisation of existing parking supply. Complementary to this, it is also
recommended that real-time information on parking availability and directional signage be implemented
before Hastings Street (eastern roundabout intersection) to alert drivers to a parking availability (or lack
thereof) at the Noosa Woods carpark, reducing overall traffic circulation through Hastings Street.
Directional signage can be used to guide drivers, particularly visitors who may be unfamiliar with the area,
to nearby alternative parking areas – particularly at Noosaville, Noosa Junction and Peregian Beach. While
directional signage is not expected to significantly impact upon parking demand for centres, it would
improve relative parking utilisation across the study area.
The implementation of suggested demand management measures by 2031 is projected to result in only a
slight remaining shortfall in parking provisions for Sunshine Beach, under a 100% utilisation rate target.
Where the ideal 85% utilisation rate is considered, parking capacity is still considered to be unable to meet
projected parking demand in Peregian Beach as well.
The above recommendations are based on the business-as-usual projection, and do not consider potential
parking policy changes which may impact upon parking demand, such as those outlined in this report. These
include the removal of minimum parking rates and the introduction of maximum parking rates, alongside the
implementation of developer led travel demand management measures in-lieu parking rate contributions,
bundled and shared parking.
It is recommended that further surveys be undertaken at regular intervals to monitor parking performance,
particularly after the implementation of any significant parking interventions to ascertain their impact on parking
demand.
78
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Noosa Council
Noosa Car Parking Study 2017 - 2032
Final Report
Appendix A: Planning Inputs
[OCR of page images]
Noosa Council
Noosa Car Parking Study 2017 - 2032
Final Report
Appendix A: Planning Inputs
% MRCagney
Page 96
20th November 2017
Mr Daryl Watkins
Senior Traffic Engineer
MRCagney Pty Ltd
PO BOX 2185
Milton QLD 4064
Via email: Darryl Watkins [email protected]
R.E. Noosa Project: Core Centre review to assist in estimating future parking demand
in next 10 years - provide an estimate of Gross Floor Area (GFA)
Core Area: ‘Cooran Centre’ comprising the following land uses (zones) under the Noosa
Plan 2006:
Village Mix Zone
Property addresses: include –
King St Cooran.
Edward St Cooran.
Refer to the attached figure 1 for site zoning details.
Capacity of the Cooran Centre
Zone – Village Mix
Estimated current scale of development - 3500sqm to 4000sqm GFA.
Estimated capacity under Noosa 2006 Plan - 4001sqm to 5500sqm GFA
Please note the estimates contained within this letter are limited to broad level of investigation
of requirements and constraints as identified under the planning scheme. GFA calculation has
relied on Noosa Council’s interactive mapping system and is an estimate only, more accurate
calculations require a greater depth of review and information.
Should you have further questions please contact the undersigned.
Regards
Matt Taylor
Director
Planning Insights Pty Ltd
Page 97
Background Investigations
Figure 1 Cooran Village Mix Zone surveyed (borders in red).
Planning Scheme Review
Overlay Constraints potentially affecting Gross Floor Area (GFA) –
Overlay Assessment
Biodiversity Overlay Not identified on land in the Village Mix zone.
Natural Hazard Overlay Potential bushfire issues in southern portions of the
Village Mix Zone.
Heritage Overlay Most of the areas zoned ‘Village Mix’ are subject to
character requirements, state, or local heritage
requirements.
Natural Resource Overlay Not applicable
Flood Hazard Flood Hazard (100-year flood) affects the northern
sections of the Village Mix. Two sites mostly affected.
Koala Habitat Not applicable
Pathways & Parks Pathway requirements evident but situated within
frontage (i.e. no requirement to transect allotments).
Environment Maintenance Doesn’t constrain GFA calculation on sites assessed
Disaster Management (Flood & Extreme flood overlays applicable near Maple Lane/
Bushfire) Mary River Road locality.
Page 98
Design requirements affecting GFA - Broad design requirements are taken from the 2006 Noosa Plan’s Mary Catchment Locality Plan which currently regulates development in the Cooran Village Mix ‘core area’. The following aspects were considered in estimating the GFA/Plot Ratio: Height – Cooran Village Mix zone has height limited to 8m, and two storeys. This in our opinion puts an upfront limit on extent of GFA/Plot Ratio a development can expect to attain. Plot Ratio – A plot ratio of 1.0:1 is envisaged in the Cooran Village Mix Zone. A portion of the lots surveyed have significant area which inflates the GFA to 22,313sqm. In our opinion 22,313sqm infers a capacity well above the strategic planning expectations stated for this area. Strategic planning intent for the Cooran Village Mix zone ‘Mary River Catchment Locality Plan’ and overlay requirements comprise the following: Small rural village with an intimate rural character (represent historical timber getting in the area). Low key commercial, retail, & industrial functions maintained to cater for local needs rather than full service (Cooran residents to rely on Pomona & Cooroy to fulfil most of their business & industry needs). Development maximizes retention of existing vegetation hence any design on affected lots must have adequate space & separation to ensure long term survival. On this basis Plot Ratio would be considerably constricted on larger lots containing extensive vegetation cover. Some sites are affected by flooding to the extent that works to remediate (i.e. flood immunity) are likely to be inconsistent with strategic built form outcomes and of values associated with the natural landscape (i.e. maximize vegetation retention). Based on other similar centre zones (i.e. Peregian), we conclude there is a nexus for predicting/estimating potential GFA/Plot Ratio in the Cooran Village Mix zone. The nexus relates a to similar strategic planning intent, and key terms between Cooran & Peregian such as: Small local character giving a village atmosphere. Low key commercial retail functions that cater for local needs rather than full service. Residents to rely on larger nearby centre zones to fulfil majority of business and industry needs. Constraints – Flooding and heritage/character requirements are considered to significantly impact/lower plot ratio expectations below 1.0:1. Other Uses – its likely that the following land uses could be considered and be appropriately integrated on larger lots in the area (however they would likely be required to provide their own onsite parking). Conventional short-term accommodation (motel). Caravan Park. Limited Residential Use (housing, caretaker accommodation).
Page 99
6th October 2017
Mr Tim Cupitt
Senior Consultant
MRCagney Pty Ltd
PO BOX 2185
Milton QLD 4064
Via email: [email protected]
R.E. Noosa Project: Core Centre review to assist in estimating future parking demand
in next 10 years - provide an estimate of Gross Floor Area (GFA)
Core Area: ‘Cooroy Centre’ comprising the following land uses (zones) under the Noosa
Plan 2006:
Business Centre Zone
Property addresses: include –
10 to 44 Maple St Cooroy 4563.
1 to 14 Emerald St Cooroy 4563.
1 to 13 Garnet St Cooroy 4563.
1, 2, 4, 5 to 11, & 15 Diamond St Cooroy 4563.
17 Tewantin Rd, Cooroy 4563.
48 Kauri St Cooroy 4563.
50-52 Kauri St Cooroy 4563.
26, 44 to 48 Elm St Cooroy 4563.
6 to 12, & 16 Pearl St Cooroy 4563.
2 Opal St Cooroy 4563.
22 to 24 Cedar St Cooroy 4563.
3 Ruby St Cooroy 4563.
Refer to the attached figure 1 for site zoning details.
Capacity of the Cooroy Centre
Zone – Business Centre
Estimated current scale of development - 21000 to 23000sqm GFA.
Estimated capacity under Noosa 2006 Plan – 45000 to 47000sqm GFA
Page 100
Please note the estimates contained within this letter are limited to broad level of investigation of requirements and constraints as identified under the planning scheme. GFA calculation has relied on Noosa Council’s interactive mapping system and is an estimate only, more accurate calculations require a greater depth of review and information. Should you have further questions please contact the undersigned. Regards Matt Taylor Director Planning Insights Pty Ltd
Page 101
Background Investigations
Figure 1 Cooroy Business Centre Zone surveyed (borders in red).
Planning Scheme Review
Overlay Constraints potentially affecting Gross Floor Area (GFA) –
Overlay Assessment
Biodiversity Overlay Doesn’t constrain GFA calculation on sites assessed
Natural Hazard Overlay Doesn’t constrain GFA calculation on sites assessed
Heritage Overlay Affects Business Zoned site fronting Mary River Rd
/Maple St, likely to influence built form outcomes in
heritage context which may have a limiting effect on
increased GFA provision.
Natural Resource Overlay Doesn’t constrain GFA calculation on sites assessed
Flood Hazard Flood Hazard affecting North-eastern sections of the
Cooroy Centre near Mary River Rd & Emerald St.
Effect of provision of parking could be a consideration
in instance where parking doesn’t include required
immunity.
Koala Habitat Doesn’t constrain GFA calculation on sites assessed
Pathways & Parks Pathways likely to influence GFA at ground level as
inferred in figure 1.
Environment Maintenance Doesn’t constrain GFA calculation on sites assessed
Disaster Management (Flood & Extreme flood overlays applicable near Maple Lane/
Bushfire) Mary River Road locality.
Page 102
Design requirements affecting GFA - Broad design requirements are taken from the 2006 Noosa Plan’s Cooroy & Lake Macdonald Locality Plan which currently regulates development in the Cooroy Business Zone ‘core area’. The following aspects were considered in calculating GFA: Height – Cooroy Centre ‘core area’ is expected to have a low height which site is generally limited to 8m, hence two stories is a consideration if not already implemented. Plot Ratio – the Business Centre Zone is envisaged to have a plot ratio of 0.8:1 on sites up to 2000sqm, and 0.3:1 for the balance of a site over 2000sqm and above. Majority of the lots surveyed were generally less than 2000sqm hence a plot ratio of 0.8:1 was the dominant consideration where considering the most appropriate GFA capacity. Based on available information the Cooroy Business Centre Zone is likely to be at or about 50% of its estimated GFA capacity. Overlays – heritage and flood overlays may affect the extent of GFA achievable for certain sites surveyed. Undeveloped Lots – Some lots in the Cooroy Business Centre Zone are either vacant or have structures/uses not applicable to this zone. Accordingly, these sites have been considered as undeveloped and able to take the prescribed GFA whether vacant or occupied by a structure. Community Use Zones – The Cooroy Centre has extensive Community Use Zoning (amongst the Business Centre Zone) which appears to contain public amenities (i.e. hospital, library, parkland, utilities etc). Our initial surveys indicate there could be as much as 20,680sqm Zoned for ‘Community Services’ on land used for detached housing (indicated by available mapping). These areas may require further consideration where calculating GFA capacity and its relationship to parking within the Cooroy Centre.
Page 103
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[OCR of page images]
PlanningInsights
town planning consultants
16" November 2017
Mr Daryl Watkins
Senior Traffic Engineer
MRCagney Pty Ltd
PO BOX 2185
Milton QLD 4064
Via email: Darryl Watkins [email protected]
R.E. Noosa Project: Core Centre review to assist in estimating future parking
demand in next 10 years - provide an estimate of Gross Floor Area (GFA)
Core Area: ‘Noosa Heads (including Hasting St, & Noosa Junction)’ comprising the
following land uses (zones) under the Noosa Plan 2006:
e Business Centre;
e Visitor Mixed Use.
Address: included in the following zones —
Business Centre Visitor Mixed Use
Lanyana Way; e Hastings St.
Arcadia St;
Sunshine Beach Rd/David Low Way;
Bottle Brush Ave;
Noosa Drive.
Refer to the attached figure 1 & 2 for areas surveyed.
Zone - Business Centre —
Estimated current scale of development — 43000sqm to 45000sqm GFA.
Estimated Capacity under Noosa 2006 Plan — 53000sqm to 55000sqm GFA.
Zone - Visitor Mixed Use —
Estimated current scale of development — 11000sqm to 13000sqm GFA.
Estimated Capacity under Noosa 2006 Plan — 13001sqm to 15000sqm GFA.
Please note the estimates contained within this letter are limited to broad level of
investigation of requirements and constraints as identified under the planning scheme. GFA
calculation has relied on Noosa Council’s interactive mapping system and is an estimate
only, more accurate calculations require a greater depth of review and information.
Planning Insights Pty Ltd ABN 77131367952
M 0409 896 700 E [email protected] M 0439 794 636 E matthew(@planinsights.com.au
A PO Box 1312 Milton Q 4064 W www.planninginsights.com.au
Page 104
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Planning Insights Pty Ltd
[OCR of page images]
Should you have further questions please contact the undersigned.
Regards
PY
Matt Taylor
Director
Planning Insights Pty Ltd
Page 105
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Background Investigations
Figure 1 Business Centre (zone)
Page 106
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[OCR of page images]
Planning Scheme Review
Overlay Constraints potentially affecting Gross Floor Area (GFA) —
Overlay
Assessment
Biodiversity Overlay
Generally, not applicable to areas zoned for GFA.
Natural Hazard Overlay
Core areas are likely to be affected by Acid Sulfate
Soils.
Heritage Overlay
Doesn’t constrain GFA calculation on sites
assessed.
Natural Resource Overlay
Doesn’t constrain GFA calculation on sites
assessed.
Flood Hazard
Parts of the core areas affected by flooding.
Koala Habitat
Doesn't constrain GFA calculation on sites
assessed.
Pathways & Parks
Pathways likely to influence GFA at ground level as
inferred in figure 1.
Environment Maintenance
Doesn’t constrain GFA calculation on sites
assessed.
Disaster Management (Flood &
Bushfire)
Parts of Hasting St affected by Bushfire & Storm Tide
Flood.
Design requirements affecting GFA -
Broad design requirements are taken from the 2006 Noosa Plan’s ‘Noosa Heads Locality
Plan’ which regulates development the Noosa Heads ‘core area’. The following aspects
were considered in calculating GFA:
Height — Core areas are envisaged to have the following height limits under the Noosa
2006 Plan’s ‘Noosa Heads Locality Plan’:
Business Centre Zone — 3 Storeys
Visitor Mixed Use Zone —
e Northern side of Hasting St - 2 storeys within 7m, (of Hasting St) with
height increases 3 to 4 storeys beyond 7m;
e Southern side of Hasting St — 2 storeys within 10m, (of Hasting St) with
height increasing to 4 storeys across balance of the site.
GFA considerations (Business Centre Zone) - this part of the core envisages a plot ratio
of 0.8:1 on sites up to 2000sqm, and 0.3:1 on sites 2000sqm and above. Based on available
information the Business Centre zone may be close to the maximum ‘expected capacity’
with any additional GFA (over and above current) likely to require either lot amalgamation
or relaxations to the current acceptable GFA limits. We have calculated plot ratio by
amalgamating sites in the most viable way by considering how lots relate to each other,
potential height, and road access point.
GFA considerations (Visitor Mixed Use Zone) — this part of the core area generally
envisages non-residential uses at ground level and residential uses above. Our desk top
survey of non-residential uses indicates that Hastings St has a mix of small standalone
shops/restaurants, and larger complexes (larger complexes appear to be concentrated to
the south side of Hastings St). With exception of several examples on the south side of
Hastings St, non-residential uses are generally located at ground level and include the
following uses:
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e Type 1 & 2 Retail, Shop, Salon;
e Type 2 Recreation, Amusement, & Fitness
e Commercial Business (Office, Real Estate etc.)
In terms of estimating non-residential tenancies we surveyed each site and determined
applicable GFA on the following grounds:
e Planning Schemes preference for Hasting St to focus on nonresidential uses at street
level;
e Building design (defining characteristics of residential & non-residential structures);
e Based on point 2 identify small standalone tenancies and larger co-located tenancies.
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