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5 LONG TERM PARKING STRATEGIES
Analysis of future parking provision and future parking demand was
undertaken for each of the 6 town centres on a precinct basis. For
the purpose of the analysis, most centres typically were divided into
2 precincts: western and eastern, with the close proximity of Pacific
Highway and the north shore railway line typically forming the boundary
between precincts. While it is likely that in most centres there would be
multi-purpose trips occurring (i.e. 1 trip/parking space serving multiple
destinations within the centre), the separation into precincts allows
for a finer grained analysis of potential parking demand and supply by
considering spatial barriers such as railways and arterial roads, which
may confine parking demand and behaviours to certain areas.
Development scenarios broadly consistant with the minimum and
maximum growth scenarios were considered. Minimum scenario
contemplates developments more likely to proceed based on viability
and site ownership/amalgamations. The maximum scenario considers
development which approaches full buildout, as well as some Councilowned
sites subject to reclassification. The analysis serves as an
indication of the parking space numbers and demand likely to be
generated, and slight variations in floorspaces may produce slightly
different results but unlikely to result in different strategies.
The long term parking strategies proposed below recognise the town
centre studies undertaken to date, where the public domain plans and
the traffic/transport models from the studies propose measures to
accommodate additional parking on new roads (where appropriate).
In some centres, changes to traffic facilities and circulation patterns
require modifications to parking layout to accommodate the new
arrangements. There are also specific recommendations in the studies
relating to new or expanded facilities such as rail/bus interchanges and
commuter pick up and drop off zones.
Dedicated commuter parking is not specifically dealt with as it is not
feasible for Council to provide dedicated off-street commuter parking
to cater for the demand indicated in Table 7 (page 39) of the Arup study.
As an example of the magnitude of demand and supply, the dedicated
commuter parking in Gordon caters for approximately 50% of the
demand, and in the other rail centres approximately 10%-15% of the
demand. However, in many town centres, redevelopment of residential
sites may reduce the number of driveway crossings, increasing on-street
long stay parking. The Arup study also acknowledges that commuter
parking demand should not increase with Town Centre development
(except for St Ives) since new commuters would be living within walking
distance of the rail stations
Resident and business workshops on parking management
have highlighted areas for specific attention and reaffirmed the
recommendations in the studies particularly relating to pick up/drop off
areas.
p-38
Ku-ring-gai Town Centres Parking Management Plan 2010