CAMCOS - Impact Assessment No. 1 - Planning and Land Use Working Paper Queensland Transport

1. PLANNING AND LAND USE WORKING PAPER

Contents

1.0 Introduction 1.1 Background to this Working Paper 2.0 Study Area

3.0 Data Collection and Consultation

4.0 Public Consultation 4.1 What Public Consultation Seeks to do 4.2 What are the Guiding Principles? 4.3 What can be Expected from Public Consultation? 4.4 How will Consultation Actually Work 4.5 Assessing the Effectiveness of Public Consultation 5.0 Legislation and Planning Framework 5.1 Commonwealth Planning Context 5.2 State Level Planning Context 5.3 Regional Planning Framework 5.4 Local Government Forward Planning 5.5 Local Government Strategic Plans 5.6 Local Government Development Control Plans 5.7 Implications of the Development Control Plans 5.8 Generalised Zoning Patterns 5.9 Development and Planning Trends

Tables Table 5.4: Generalised Forward Planning Framework Table 5.8: Generalised Zoning Process

Figures Figure 2.0 CAMCOS Study Area Figure 4.4a District Working Group Areas Figure 4.4b Memorandum of Understanding Figure 4.4c Project Framework Figure 5.3a RFGM Indicative Growth Pattern Map Figure 5.4 Generalised Land Use Plan Figure 5.8 Regionalised Zoning Map

Appendix A

A1.0 Relevant Council Studies A1.1 Background A1.2 Caloundra City A1.3 Maroochy Shire A2.0 References

Figures Figure A1.3a Preferred Town Centre Development Scenario

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Figure A1.3b Alternative Town Centre Development Scenario Figure A1.3c Maroochydore Town Centre - Precinct Plan Figure A1.3d Mooloolaba Development Control Plan: Planned Area and Precincts

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1.0 Introduction

The Queensland Government has proposed a major initiative to investigate an integrated land use and transportation system for the Caboolture - Sunshine Coast region with the cooperation of the Caboolture, Caloundra and Maroochy Shire Councils. The development of an integrated transportation system challenges traditional approaches to urban management and to quality of life enhancements.

New balances between the concentration of urban functions to achieve economics and the dispersion of human services to facilitate local ease of access need to be formulated and implemented. New ways of linking areas where people live and where they work have to be found to rein in the escalating costs of transport infrastructure currently needed for urban areas to operate.

In response to these types of outcomes, there has been a clear recognition of the need to plan in an integrated way for transport and land use so that the distribution of human activity occurs in a manner which makes most efficient use of transport investment, and in turn, increase levels of accessibility and provide more livable communities.

The former Commonwealth Better Cities Program has assisted in the clear identification of these objectives and priorities. This study provides an opportunity to apply these principles in the Sunshine Coast area, not only to achieve better outcomes for that specific area, but to demonstrate the benefits of an integrated approach to land use and transport planning for communities elsewhere.

The CAMCOS Study recognises the fundamental importance of the complex interrelationship between transport networks and land use distribution. This has been increasingly acknowledged in recent years as central to achieving more livable and sustainable communities. This recognition has occurred both in the community generally and within levels of government, as well as within the professional groups involved in planning for transport and land use.

Consequently, the traditional approach adopted in many transport planning initiatives which relied on catering for projected increased transport needs based on a continuation of land use and development trends is now widely acknowledged as an inappropriate way of planning for the future of our communities. This approach tends to perpetuate inefficient land use patterns, dependency on the private vehicle, and urban areas which are characterised by high energy usage (and therefore low sustainability), as well as a range of substantive social concerns.

These social concerns result, in part, from a deterioration in the ability of particular groups of people in the community to sustain a lifestyle in which their need for access to supportive human services, employment opportunities, cultural and leisure activities is adequately met. Inefficient systems not only add to costs but also exacerbate disadvantages including environmental disadvantage.

1.1 Background to this Working Paper

In order to address all potential issues and concerns related to CAMCOS the project team has created four key working papers for public comment addressing:

CAMCOS Working Papers Ove Arup & Partners 07.07.97  CAMCOS - Impact Assessment No. 1 - Planning and Land Use Working Paper Queensland Transport

ö Planning and Land Use; ö The Bio-physical Environment; ö Social Environment; and ö Land Use/ Transport Strategy Projections.

Following consultation these papers will form the basis of a Review of Environmental Factors Report. This document will update any deficiencies highlighted in the Working Papers and incorporate appropriate public comment. During this time it is also anticipated that potential corridors will be defined and disseminated for public comment.

This paper has been created in recognition of the need to consider the relationship between the project objectives and those inherent in the planning legislation governing development in Queensland and specifically at a local level within the study area. To provide a better understanding of this relationship, this working paper is intended to facilitate discussion regarding transport planning, infrastructure provision and land use planning in the context of the CAMCOS.

Specifically, the paper has been organised to enable consideration of these areas in a top to bottom approach.

The significance and implications of policy and planning has been reviewed from the Commonwealth to local planning perspective and as they relate to the CAMCOS project objectives.

The discussion highlights the potential role of CAMCOS in contributing to:

ö Meeting higher order transport linkages and public transport goals within the study area and particularly between the regional centres of Maroochydore and Caboolture;

ö Assisting to facilitate the development of Maroochydore and Caboolture as strategic employment and multi-use nodes; and

ö The planned future growth of Caboolture, Caloundra and Maroochy Shire .

CAMCOS Working Papers Ove Arup & Partners 07.07.97  CAMCOS - Impact Assessment No. 1 - Planning and Land Use Working Paper Queensland Transport

2.0 Study Area

The study area for the first stage of the study process can be roughly defined as incorporating the local authority areas of Caboolture, Caloundra and Maroochy. The boundaries of CAMCOS is provided graphically in Figure 2.0.

For this stage of the CAMCOS project, the study area will primarily cover a region ranging from Landsborough eastwards to Bell’s Creek, northwards along the coastal plain from Caloundra to Maroochydore, and west to include the communities of Eudlo, Woombye and Nambour. As part of the corridor study process the study will also consider the implications of upgrading the existing north coast rail line to the south through Beerwah, Beerburrum to just north of Caboolture.

As the study progresses, potential transportation corridors will be identified and then assessed in the second stage of the project. At this stage impacts, specific to the potential corridors will be considered and the study area will also be refined to reflect the more intensive investigation.

This Working Paper will consider all relevant legislation, policy and land use planning issues which fall within the study area and significantly relate to the first stage of CAMCOS.

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3.0 Data Collection and Consultation

For the purposes of the current study, the information contained in existing gazetted Strategic Plans, and relevant Development Control Plans, has been integrated to establish an overview of the current framework of forward planning for the study area. These documents are referenced at the end of this Working Paper.

In addition, consultation with council planning officers from Caloundra City and Maroochy Shire Councils has also been undertaken.

Computer based information (MAPINFO) has also been sought from Caloundra City, Caboolture and Maroochy Shire Councils. This information took the form of Strategic Planning and Zoning data and was used to develop generalised figures covering all three Councils, referenced later in this Working Paper. Additional computer based data was received from the SEQ2001Unit of the Department of Local Government and Planning.

CAMCOS Working Papers Ove Arup & Partners 07.07.97  CAMCOS - Impact Assessment No. 1 - Planning and Land Use Working Paper Queensland Transport

4.0 Public Consultation

4.1 What public consultation seeks to do

The role of public consultation in planning decisions is to improve the quality and public acceptability of those decisions by taking into account the needs, aspirations and views of people who are/will be directly and indirectly affected by the decision(s). To accomplish this end, the CAMCOS public consultation strategies will:

ö Provide a range of opportunities whereby all interested persons are able to input into the project process leading to decision-making; ö Seek to raise the awareness of, and educate, the community stakeholders on project issues as much as to gather information from them; and ö Ensure information dissemination and information gathering opportunities occur at all stages of the project process.

4.2 What are the guiding principles?

The key values behind the CAMCOS public consultation strategy are:

ö Open and accountable processes; ö Recognition of diversity of interests and publics; and ö A commitment to voicing all the issues associated with the identification and protection of the transport corridor and its supportive land use.

4.3 What can be expected from public consultation?

Community stakeholders can expect the following from the CAMCOS public consultation process:

ö Public involvement from the outset to aid in developing the choice of transport corridors and associated land uses, defining the terms of reference for the Impact Assessment Study (IAS) and, ultimately, in the choice of transport route and land use planning strategy; ö Provision to the community of all the baseline data necessary to encourage input into the IAS; ö Collection of a full range of views from the community; ö Employment of a variety of consultation techniques to facilitate the two-way flow of information between community and consultants taking into account: the nature (detail/complexity) of the information involved; the numbers of stakeholders involved and their preferences for type of involvement; and social justice principles of equity and accessibility; ö Sensitivity by the study team to the needs and concerns of those directly and indirectly affected when undertaking the corridor/route option selection and evaluation; ö Provision of opportunities for community input in a constructive and coherent manner; ö Provision of opportunities for community input into the improvement of the chosen option and enhancement of its positive impacts; and ö Encouragement of community ownership of the final outcome. 4.4 How will consultation actually work?

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The community input into the CAMCOS project will occur at two levels:

ö The study management level; and ö The study processes.

4.4.1 The study management level or the big picture

Five community members will complement the membership of the Corridor Reference Group (CRG). The role of the CRG is to provide the Project Steering Committee with feedback and information which can contribute to achieving a balanced strategy for integrated land use and transport development in the corridor study area. The Reference Group is chaired by a senior officer of the Department of Local Government and Planning who is also a member of the steering committee. There are a number of other government agencies who are represented on the CRG.

The five community members on the CRG will be drawn from five community working groups (District Working Groups) which have been established by the Ove Arup & Partners team. The study area has been delineated into five district areas to better manage the broad regional consultation process (see Figure 4.4a). The five District Working Groups (DWGs) correspond to those five areas. These DWGs assist the consultants in the public consultation process by acting as a conduit for the two-way flow of information between consultants and the broader community. Furthermore, DWG members provide the consultants with local knowledge regarding the range and diversity of interests within the community. In assisting the consultants to conduct public consultation, the DWGs will conduct a range of information dissemination and information collection activities throughout the course of the study.

Calls for expressions of interest for DWG membership were advertised over a two week period through local newspapers and radio in the study area and by leaflet distribution through community organisations. In nominating for DWG membership, it was emphasised that applicants meet the following criteria:

ö Be willing to work as a team member; ö Have a strong awareness of local issues; ö Have a strong awareness of local community networks; ö Be able to balance local and broader interests in team discussions, and ö Have a strong commitment to good community consultation practice.

Seven to nine members were sought for each DWG. The DWGs and Ove Arup & Partners Team have developed a Memorandum of Understanding (see Figure 4.4b) which will set out the essential ground rules for working with each other and the community and for methods of reporting and accountability.

4.4.2 The study processes or day-to-day consultation

Throughout the consultation process, the community will have a number of opportunities to provide their comment and become aware of issues within the study. Many of these opportunities will be initiated and conducted by the DWGs. For example, to date, the DWGs have conducted a number of public meetings, distributed flyers through the letter box and contacted community organisations to publicise the study. DWGs are currently planning information displays for shopping centres, further public meetings and a letter box survey.

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There will also be opportunities for involvement which will be initiated and conducted by the Ove Arup & Partners team. The latter will include examples such as a shop front, a dedicated CAMCOS telephone line (1800 number), a public launch of working papers, briefings, press releases, meetings with politicians, market surveys and workshops.

A plan for the timing and integration of public consultation activities into the project framework is outlined on Figure 4.4c as the Public Consultation Strategy. We are in the early stages of the study process and, at this point, the DWGs and Ove Arup & Partners team are seeking community input on issues of value. That is, information is sought about the (i) positive features of living in the Sunshine Coast region, (ii) those features which detract from living in the region and (iii) what people do not want to lose in any future planning for the region.

As the project progresses and DWGs become more involved with their communities on CAMCOS, they will be in a position to add more detail to, and give advance notice of, consultation activities. At every stage of the project, it is the consultants' intention to ensure all draft materials emanating from the study will be provided to the DWGs for circulation and broad public comment and feedback.

Throughout the course of the study, the DWG’s and the Ove Arup & Partners team will be identifying as many community networks and stakeholders as possible to encourage involvement. For example, currently, a network of indigenous community organisations is being identified to assist the consultants in information dissemination activities and encouraging community inputs.

4.5 Assessing the effectiveness of public consultation

Consistent with what is considered best practice in public consultation (refer to the draft Public Consultation Policy and Guidelines developed by Queensland Transport and Main Roads), the Ove Arup team will continually monitor the effectiveness of study activities in both raising the community's awareness of the study and its issues and in facilitating the involvement of the community.

To this end, feedback will be sought from the community, including local politicians, through community surveys and interviews to establish how many people know about the study and the DWGs and have become involved in some way. Media monitoring will also occur to gauge the public profile of the study. In addition, the Corridor Reference Group (including its five community members) will monitor the breadth of consultation achieved and the appropriateness of consultation activities.

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5.0 Legislation And Planning Framework

Due to the regional nature of the project, this working paper deals with government policy at all three levels. Specifically, this has involved reviewing and providing a description of the environmental policy framework in place at the Commonwealth, State and at the local council level. This has included regional planning, local government forward planning initiatives, and regulatory scheme components; together with other information gathered relevant to the land use planning framework of the study area.

At a local level, the study area includes within its boundary parts of three separate local government areas, namely Maroochy Shire, Caloundra City and Caboolture Shire.

The current statutory town planning framework for the study area is established by Planning Schemes for each of these local government areas. These schemes are prepared pursuant to the Local Government (Planning and Environment) Act and are the primary control on the use of private land in the area.

Local Government Planning Schemes consist of two basic components namely:

ö A forward planning component which sets out the preferred future development patterns for the area, in the form of a Strategic Plan and/or Development Control Plans; and

ö Land use regulation components including zoning and associated town planning and subdivision controls.

In general terms, zoning patterns tend to reflect current land uses and commitments, while Strategic Plans and Development Control Plans outline the intended future pattern of development for the area, normally on a 10-20 year time horizon. All three local government areas have Strategic Plans in force and a number of Development Control Plans relevant to the study area.

In addition to the Town Planning Schemes, a regional planning framework has been established through the SEQ 2001 project. The principles of SEQ 2001 are intended to progressively be implemented through actions and responsibilities of state and local government agencies, including incorporation in the Planning Scheme.

5.1 Commonwealth Planning Context

The Commonwealth Government has an interest in ensuring that development meets the National Strategy for Ecologically Sustainable Development. Following a national consultative process in 1992 Australian governments adopted the principle of Ecologically Sustainable Development or ESD as a national strategy. The principle of ESD is fundamentally defined in the annual State of the Environment (pg 10-4) as a:

“pattern of development that improves the total quality of life, both now and in the future, in a way that maintains the ecological processes on which life depends.”

Under the program and policy objectives the Commonwealth Government has identified the management of Human Settlements as an area requiring action. Highlighting programs

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initiated to address this issue the State of the Environment (pg 3-47) included the former “Building Better Cities” program. This was a Federally funded program of nearly $1 billion intended to demonstrate integrated solutions to Australian settlements through reurbanisation, focusing suburbanisation and revitalising regional centres.

A key means of meeting this objective identified by the program is through innovative transit solutions. Recognising the critical role of transport in shaping settlements, it is also a position echoed in the State of the Environment’s acknowledgment of mass transit’s (rail/bus) capacity to encourage development that is more compact and integrated to good infrastructure and services.

Through the development of an integrated transportation system for the Sunshine Coast region, the Caboolture-Maroochydore Corridor Study (CAMCOS) is contributing directly toward the goal of ESD. The study not only reflects this emphasis on public transit, but also supports the “Better Cities” development of integrated urban villages around an integrated transit system.

In response to the principles of ESD, the study clearly recognises the need to plan in an integrated way for transport and land use so that the distribution of human activity occurs in a manner which makes most efficient use of transport investment, and in turn, increase levels of accessibility and provide more livable communities. In cooperation the study team is also working with the Commonwealth Better Cities Program to ensure in the clear identification of these objectives and priorities as they relate to the project.

5.2 State Level Planning Context

5.2.1 Local Government (Planning and Environment) Act 1991

This Act contains the enabling legislation for the making and administration of local government planning schemes.

It provides for a relatively pre-eminent role in decision making on future development for the Strategic Plan and Development Control Plan elements of any planning scheme. More specifically, it provides that application for development should not be approved where they are in conflict with these documents, unless sufficient planning grounds exist to justify approval notwithstanding this conflict. In practice, these documents have not been set aside lightly by the Planning and Environment Court or local governments, so that these documents provide a useful basis on which to assess future land use and development intentions for an area.

This legislation also provides for state government approval of planning schemes and amendments thereto and rezoning applications, prior to their finalisation. In practice, the state government has utilised this legislative power to harness a “whole of government” input into planning documents so that increasingly the strategic planning elements of planning schemes provide a broader statement than the local government*s policy for an area; and instead, reflect many of the policy initiatives of state agencies.

This legislation also provides for zoning and compensation laws, which in effect provide a strong commitment to land use rights provided by existing zoning patterns, which, if removed by action of local government, can render substantial compensation to the landowner. In practice, this provides for a relatively high degree of certainty of future land use where zoning

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commitments have been made.

Therefore a collective understanding of both the strategic or forward planning elements of a planning scheme (the Strategic Plan and Development Control Plans) together with the zoning provisions, provide a good basis on which to understand the current planning context and land use commitments for an area under this state legislation.

The legislation also provides for the adoption of state planning policies by the state government; which can be influential in the determination of the future content of planning schemes and on individual development applications. To date, three state planning policies have been finalised; two of which have some relevance to the study area. These are:

ö SPP 1/92 Development and the Conservation of Agricultural Land; and ö SPP 2/92 Planning for Aerodromes and Other Aeronautical Facilities.

The Local Government (Planning and Environment) Act requires that local government have regard to these policies in both the preparation of planning schemes and amendments thereto; and in the determination of development applications. The provisions of the first of these policies have been taken into account in the compilation of the strategic planning documents by the Councils in the study area, which have been prepared since the introduction of this policy.

The application of the second policy is limited to development around the Maroochydore Airport at the edge of the study area. Its provisions are designed to protect the operation of these facilities by preventing the encroachment of incompatible uses (such as residential development) under the flight paths of the airport. Provisions of the new Strategic Plan for Maroochy Shire are consistent with this policy.

5.2.2 Proposed Integrated Planning Legislation

A review of Queensland Planning Legislation commenced in 1989. Since that time, extensive consultation and research has been undertaken to determine how planning and decision making processes could be improved.

In May 1995, the (then) government released a draft Planning, Environment and Development Assessment (PEDA) Bill for public comment. This proposed a complete revision of the planning and development system in Queensland. It attracted a large number of submissions from interested groups and individuals which were generally supportive of the need for new planning legislation and many of the principles on which this PEDA Bill was based, but identified a number of practical deficiencies.

The current government conducted a review of this situation and decided to prepare a new Bill known as the Integrated Planning Act. This is understood to be in the final stages of drafting, with the intention that it be introduced into Parliament in the near future.

The Integrated Planning Act will incorporate an integrated Whole of Government approach to land use and infrastructure planning; and provide for an integrated and streamline development assessment system known as the Integrated Development Assessment System (IDAS).

The Act is a fundamentally different piece of legislation which would replace the current

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Local Government (Planning and Environment) Act; and is founded on the principle of promoting sustainable development relying on integrated planning and the management of development and its effects.

The IPA will provide for more flexibility in the structure of planning schemes and will have implications for the implementation of existing planning documents, pending the transitional provisions for the new Act being finalised.

In the context of this study, it is appropriate to recognise that the proposed IPA will recognise explicitly the fundamental importance of the complex interrelationship between transport and land use in the planning of communities; and IPA will require planning schemes to deal with this as a defined “core matter”, to provide for promoting the sustainable development of communities.

The new legislation is therefore likely to be supportive of the intention of the Caboolture- Maroochy Corridor Study in promoting transport and land use planning which is closely integrated.

5.2.3 Provisions Under State Legislation for Fish Habitat Areas

The declaration of an area as a Fish Habitat Area under the provisions of the Fisheries Act 1994 infers special management constraints and considerations on that area. Fish Habitat Areas or FHA’s, are declared by the Governor In Council on the recommendation of the Minister for Primary Industries to protect the habitat in areas considered to be important to regional fisheries.

On gazettal they are identified in Schedule 7 of the Queensland Fisheries Regulations 1995. These areas include seagrass beds and mangrove forests which are essential for the maintenance of fish and prawn stocks. The destruction or disturbance of plant life, sedentary animals or substrate within these reserves is prohibited.

Any consideration of a proposed landuse within or across an FHA that is inconsistent with its management objectives will require revocation of the FHA. It should be noted that this is not an automatic process and not one likely supported by the Department of Primary Industries.

5.3 Regional Planning Framework

5.3.1 Background

At the state level the primary initiative that applies directly to CAMCOS is the cross-sectoral regional planning study of South-East Queensland which has been under way since 1990 and culminated in the release of the report and recommendations for the “Regional Framework for Growth Management for South-East Queensland” in 1995.

The Regional Framework for Growth Management 1995 represented a coordinated response by all levels of government to the challenge of managing growth in Queensland. The RFGM contains detailed principles and priority actions to guide the management of long term growth in South East Queensland and is intended to be used to ensure planning and development in the region fulfills desired environmental, social and economic objectives.

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A 1996 update to the RFGM has recently been issued following the change in state government that year, which resulted in the introduction of an economic development section in the RFGM and other institutional arrangements changes to reflect the current departmental and government structures. The main focus of the SEQ2001 project is now on implementation of the RFGM, which is monitored by an implementation audit overseen by the Regional Co-ordination Committee which has responsibility for the project. In the study area, this implementation process has included new/amended strategic plans and other planning studies such as the Sippy Downs DCP and Maroochydore Centre Development Strategy which are either underway or recently completed.

In considering regional planning initiatives note should also be made to the draft Pumicestone Passage management strategy titled “Pumicestone Passage, its catchment and Bribie Island Draft Integrated Management Strategy (IMS), 1993.

The overall objective IMS is to secure the sustainable use of resources of the Passage and its tributaries, while maintaining its environmental values. The IMS proposes simultaneous action in planning instruments and polices, community awareness, best management practices and further studies.

The IMS found that population projections to 2001 in the Caboolture and Caloundra Strategic Plans will result in a doubling of horticultural and urban landuse and the trebling of rural land use. Given the current development within the catchment, the IMS found that the ecological loadings of the Passage and its tributaries have already been exceeded. Any further changes within the catchment is expected to have further implications for the catchment’s water quality.

5.3.2 RFGM Overview

The RFGM provides a planning framework for a regional population ranging from 2.9 to 3.2 million people by the year 2011. Of this, the RFGM estimates that 365,000 to 396,000 will be in the Sunshine Coast in 2011 and provides population range and planning figures for the Sunshine Coast and Caboolture as follows:

Local Government Population Range Planning Figures Caloundra 123,800 - 133,900 123,800 Maroochy 182,400 - 196,500 190,000 Noosa 59,200 - 65,600 61,200 Caboolture 176,100 - 192,000 181,200

The RFGM establishes a hierarchy of major centres in the region based on the four major urban areas: The Brisbane Metropolitan Area; The Sunshine Coast; the Gold Coast; and Toowoomba. The hierarchy includes the following levels: Brisbane CBD, Key Metropolitan Centres, Key Regional Centres and Major District Centres. Both Caboolture/Morayfield and Maroochydore are identified as Key Centres.

Caboolture/Morayfield is one of three Key Metropolitan Centres, in the Brisbane Metropolitan Area. Key Metropolitan Centres are to be given priority to become strong and dynamic centres of economic activity and cultural life with an increase in employment, community services and population growth (through urban consolidation). The RFGM has indicated the Key Metropolitan Centres are intended to be economically serviced by mass public transit,

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based on either fixed rail or dedicated bus ways.

Maroochydore is identified as a Key Regional Centre. The RFGM recognises that the Sunshine Coast has developed as a separate urban area with linkages to Brisbane and the Key Regional Centre at Maroochydore is intended to develop as the preferred location for major government services, facilities, and infrastructure provision. The Sunshine Coast University College at Sippy Downs will provide an educational/cultural focal point, complementary to Maroochydore*s Key Regional Centre role. The Maroochydore Key Regional Centre is intended to be serviced by fixed rail or high capacity, high frequency buses operating on priority systems.

The inter-urban break between Brisbane and the Sunshine Coast is recognised as important for the following reasons:

ö Maintenance of water quality in Pumicestone Passage;

ö Protection of forestry resources; and

ö Provision of a physical and visual buffer between areas of urban growth.

Urban growth, in the coastal area, will be concentrated between Noosa and Caloundra while Nambour is intended to remain the largest inland town.

Improved public transport is recognised as a key issue on the Sunshine Coast and the RFGM recommends an appropriate sub-regional transportation network involving:

ö Links between Maroochydore and the North Coast rail line; and

ö Expansion of bus links to key centres;

ö Planning for new residential areas to include a public transport strategy; and the transport system needs to be the primary instrument for the implementation of the desired future land use. Priority in resource allocation going to increasing the accessibility to the Key Regional Centres. A particular focus is placed on improved transport facilities between Regional Centres.

Although it addresses each of these priorities, the final requirement is the prime focus for CAMCOS and the basis for assessment. Higher order transport linkages, particularly public transport, are required between the regional centres of Maroochydore and Caboolture to facilitate the development of these areas as strategic employment and multi-use nodes. The connection between the population and these centres is a priority.

The RFGM also contains wide ranging objectives and principles which apply generally to the region and which reinforce the basis for some of its specific recommendations for the CAMCOS study area, such as:

ö Protecting and improving the area*s air quality, by a better match between land transport systems and the pattern of development, reducing travel demand and increasing public transport patronage;

ö Conserving the region*s significant nature conservation areas and its water quality;

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ö Establishing a pattern of development which uses land efficiently and accords with its social and environmental objectives eg. by increasing the proportion of the region*s population accommodated within existing urban areas through development and infill;

ö Providing a variety of residential densities and living environments, including increased residential densities around major centres and key transport nodes;

ö Developing communities where people have fair and equal access to services essential to a decent lifestyle; and

ö Providing a high quality transport system which reduces reliance on the private motor vehicle.

5.3.3 RFGM Maps

The Indicative Growth Pattern Map (Figure 5.3a) shows Caboolture as a Key Metropolitan Centre surrounded by Urban areas, Maroochydore is illustrated as a Key Regional Centre surrounded by Urban areas which extends north and south along the coast; Caloundra is included in the southern Urban area. Between Maroochydore and both Beerwah/Landsborough and Nambour there are Major Railway/Transit Corridors designated for investigation.

Between Caboolture and Maroochydore there is a predominance of Non-Urban areas much of which is covered by Major State Forests and areas of significance due to open space values. It should be noted that the whole approach to open space planning or Regional Open Space System (ROSS) is currently subject to review as part of the on-going SEQ2001 project. The townships of Palmwoods, Landsborough and Beerwah are also illustrated as Small Urban Centres.

The Maroochy airport is designated as a Special use with an adjoining Major Industrial area. A “Major Road Corridor For Investigation” and a “Major Railway/Transit Corridor For Investigation” are shown between Maroochydore and Beerwah/Landsborough via Caloundra.

The RFGM includes a Nature Conservation Area Map which identifies inter alia, Critical Nature Conservation areas. Within the area of interest, Critical Nature Conservation areas extend throughout the Pumicestone Passage with pockets on the mainland at Mooloolaba River National Park and near the mouth of Bells Creek.

Areas of Major National Park, Conservation Reserves/Marine National Parks and Fish Habitat Areas extend from south of Caloundra to Caboolture, virtually equivalent to the catchment of the Pumicestone Passage.

The RFGM also recommended the preparation of an integrated regional transport plan (IRTP) which has subsequently been prepared in draft form. The IRTP provides a basic starting point to the CAMCOS study as it identifies the need to investigate a number of options for rail linkages which is an important consideration for this study (see Figure 5.3a).

5.3.4 Implications of RFGM

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The RFGM identifies Caboolture/Morayfield as a Key Metropolitan Centre within the Brisbane Metropolitan Area. Within the Sunshine Coast, the RFGM identifies Maroochydore as the major centre. The recognition of the Maroochy airport and adjoining industrial area illustrates that this area would be a key focus for employment.

The long-term intention for the establishment of high capacity transport corridors in the Maroochy/Caloundra/Nambour area recognises the need to protect these corridors; and is supported by the draft IRTP in terms of the need to identify and preserve a railway corridor between Landsborough and the Maroochydore Key Regional Centre, and to investigate opportunities for a rail alignment between Maroochydore and Nambour.

The area between Caloundra and Caboolture (roughly representing the catchment area of the Pumicestone Passage) is constrained by the need to protect this area for conservation/buffer reasons, which would limit the urban expansion of Caloundra to the south. In light of existing pressure on the Passage and its tributaries, as the study progresses CAMCOS will particularly have to consider the location of alignments, interchanges and access points in addition to associated landuse patterns.

A number of the RFGM overall objectives and principles will have a particular bearing on the land use transport strategy that would support any investment in public transport infrastructure in the CAMCOS project.

Conversely, the CAMCOS project will provide a broader opportunity to significantly rethink the planning for a broader corridor incorporated in the study area in accordance with the land use and transport planning principles set out above. In particular, in the long term CAMCOS will provide an opportunity to:

ö Consider redevelopment opportunities which may be transit supportive;

ö Provide greater opportunities to maximise integration between all forms of public transport and non-motorised transport and land use patterns through its intensive focus on land use-transport planning; and

ö Further the SEQ 2001 RFGM endorsement of transit supportive land use patterns and the need to investigate potential rail linkages from the North Coast railway line to Maroochydore and Nambour.

5.3.2 IRTP Overview

The second initiative, or the IRTP, was a recommendation of the South East Queensland 2001 Regional Framework for Growth Management 1995. When finalised the IRTP will be a companion document to the RFGM. The purpose of this initiative is to provide the basis of a 25 year plan to develop and manage the transport system in a way that supports the plans for accommodating the expected population and employment growth in the region.

The integrated transportation system focus of CAMCOS actively reflects the IRTP assertion for the need for land use patterns which support public transport and non-motorised transport as a basic principle in planning for both transport and land use in the region. Further, CAMCOS complements IRTP as it can also contribute to addressing specific strategic transport opportunities in identifying and preserving an alignment for the extension of rail to Maroochydore. The CAMCOS project will also provide the opportunity to conduct

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more detailed investigations into initiatives highlighted by IRTP such as:

ö Considering the right mode of transport in this corridor;

ö Determining appropriate land use which contribute to generating passenger demand; and

ö Identify the option for the possible rail link of Nambour to Maroochydore as part of the Sunshine Coast public transport network.

It will also enable the potential for their implementation to be more fully investigated, as well as to document a program in terms of the implications of such implementation for transport planning, infrastructure provision and land use planning in the area.

5.4 Local Government Forward Planning

To assist in gaining an overall picture of the forward planning framework of the study area, a generalised approach has been developed in this study and is presented in this section.

The individual forward planning documents of the relevant Councils are also separately discussed below.

5.4.1 Generalised Framework

For the purposes of the current study, the information contained in existing gazetted Strategic Plans, and relevant Development Control Plans, has been integrated to establish an overview of the current framework of forward planning for the study area.

This process was undertaken by establishing generalised categories of preferred dominant land uses intended to match the individual categories used by different local governments, so as to provide an overall “snap shot” of the forward planning intentions of these documents. Table 5.4 summarises this process, while the generalised preferred dominant land use information is set out at Figure 5.4.

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CALOUNDRA CITY MAROOCHY SHIRE CABOOLTURE SHIRE GENERALISE D DCP1 DCP2 DCP3 STRATEGIC SIPPY DOWNS DCP STRATEGIC PLAN STRATEGIC PLAN PREFERRED PLAN (DRAFT) DOMINANT LAND USE Urban Urban N/A General Residential Urban Crosby Hill Road Urban Residential urban Area Kawana Estates Urban Chancellor Pk Res. Areas Stringbark Road East and West Low Density Low Density Low Density Low Density Low Density Mt. Sippy Foothills N/A N/A Residential Residential Residential Residential Residential Northern Lake Southern Lake Canal Res. Medium-High Medium Density Medium Density Medium Density N/A Medium Density Res. N/A N/A Density Residential Res. Res. Residential Tourist High Density Tourist Res. Residential Res. Tourist Areas Future Urban N/A N/A N/A N/A N/A Future Urban N/A Rural N/A N/A N/A Rural Res. Park Res. Permissible Areas Rural Res. Residential Park Res. Mt. Sippy for Rural Res. Foothills Rural N/A N/A Non Urban Rural Palmview Rural Areas Rural/Valued Habitat Rural Sippy Creek West Agricultural Protection

 CALOUNDRA CITY MAROOCHY SHIRE CABOOLTURE SHIRE GENERALISE D DCP1 DCP2 DCP3 STRATEGIC SIPPY DOWNS DCP STRATEGIC PLAN STRATEGIC PLAN PREFERRED PLAN (DRAFT) DOMINANT LAND USE Commercial Regional District Central Business Business Mixed Use Regional Centre Commercial Retail Centre Shopping Area Sippy Downs Subregional Centre A District Retail Neighbour-hood District Centre Town Centre District Centre Caboolture Town Centre Shopping Neighbourhood Chancellor Park Neighbourhood Centre Neighbourhood Local Shopping Centre Neighbourhood Centre Centre B Centre Highway Chancellor Park Future Regional Retail Village Centre Commercial Local Area Centre Centre Town Centre C Highway Subregional Retail Commercial Centre D District Retail Centre Employment Employment Northern Service Employment Area Industry N/A Industrial Industrial Area Areas Area Extractive N/A N/A N/A Extractive N/A Extractive Extractive Resources Resources Industry Resources, Extractive Industry Tourist Areas N/A Northern Tourist Tourism N/A N/A N/A N/A Area Development Tourism Tourist Tourist Tourist Potential N/A Major Tourist Nodes N/A Nodes Development Development Development Tourist Facility Major Tourist Facilities Open Space Conservation Northern buffer, Recreational Open Space University Park Conservation Open Space Recreation Southern buffer, Linkages Green Link Mooloolah State Forest State Forest Mixed Foreshore Area, Natural Park- land River National Park Recreation Major Sporting Major Public and Environs Complex Open Space, Palmview Tree Lined Conservation Park and Boulevard Environs Valued Habitat Conservation Ecological Links Mountain Creek Aquatic Proposed Major N/A N/A N/A N/A N/A N/A Recreation Recreation Area Waterway

 CALOUNDRA CITY MAROOCHY SHIRE CABOOLTURE SHIRE GENERALISE D DCP1 DCP2 DCP3 STRATEGIC SIPPY DOWNS DCP STRATEGIC PLAN STRATEGIC PLAN PREFERRED PLAN (DRAFT) DOMINANT LAND USE Special Public/ Community Community Special University Core Special Purpose Special Purpose Purpose Community Facilities Facilities Purpose and Frame Schools Public Utilities and Community Precinct Future N/A N/A N/A Future N/A N/A N/A Investigation Investigation Area Area Water Supply/ N/A N/A N/A Water Supply / N/A Water Supply, Water N/A Catchment Catchment Catchment Uncommitted N/A N/A Uncommitted N/A N/A N/A N/A Major State Major Arterial Arterial Roads: National National Highway N/A Road Hierarchy: Transport Controlled (Parkway) - Existing; Highway Multi-Modal Link - Bruce Highway Routes Roads Arterial - Proposed Arterial Rd Highways - D*Aguilar Highway Multi-Model Sub-Arterial Notional grade Sub-Arterial Major Roads - Major Road Transport Collector separated Road Major Road - Minor Road Corridor and Minor Collectors intersection Possible Future Interchanges - Future Major Road Nicklin Way Sub-Arterial: Road Roundabouts - Future Minor Road Arterial - Existing; Scenic Route Possible Rail - Railway Sub-Arterial - Proposed Railway Public Transport Trunk Collector Collector: Possible Future Interchange Collector - Existing; Railway Optional Road Links Streets - Proposed. Possible Future Possible Future Road Collector Streets (Note: Some text containing observations on the generalised planning framework could be proposed now that the map is available implications for the study, etc).

eg. consistency with RFGM, CAMCOS - Impact Assessment No. 1 - Planning and Land Use Working Paper Queensland Transport

As illustrated in Figure 5.4 the Sunshine Coast presents a dominant coastal settlement pattern comprising Caloundra and Maroochydore. Nambour is the main inland Urban centre with smaller inland townships scattered along the railway line. These include the railway towns of Mooloolah, Landsborough, Beerwah, Glass House Mountains and Beerburrum; of these Landsborough and Beerwah are the largest with other townships being relatively similar in size. Beerburrum and Eudlo are significantly smaller. To the south, Caboolture represents a dominant inland urban settlement of the Brisbane Metropolitan Area. Future Urban areas are shown on the outskirts of Nambour, Woombye, Palmwoods and Bli Bli. Low density residential adjoins the western boundary of Caloundra.

A large expanse of Open Space extends from Caloundra to Caboolture (largely representing State Forest) and effectively segregates Caboolture from the Sunshine Coast. Open Space also extends along the coastline and creeks and covers much of Bribie Island.

The urban areas of Maroochydore, the railway towns, Caboolture and to a lesser extent, Caloundra, are all surrounded or adjoined by large areas of Rural Residential. Nambour is segregated from Maroochydore by pockets of Rural Residential.

Maroochydore is illustrated as the largest Commercial centre in the Sunshine Coast, with smaller Commercial centres designated at Nambour, Sippy Downs and located throughout the Maroochydore urban area. Caboolture has a central commercial core and smaller Commercial areas are scattered throughout the Caboolture area. (Caloundra Commercial areas are contained in the DCPs; mapping for these DCPs is underway).

Employment Areas are scattered throughout the study area, the largest of which is located at Narangba. Elsewhere smaller Employment Areas of similar size are illustrated to the north of Maroochydore (adjacent to the airport), to the west of Maroochydore (somewhat isolated from the Urban areas) and to the west of Caloundra (adjacent to the airport). There are smaller designations of Employment Areas within Caboolture and Maroochydore.

An extensive ribbon of Extractive Resources runs north-east from Eudlo to, and along, Maroochydore Road. There is a relatively large number of Extractive Resources areas in the Caboolture Shire area. Caloundra City also has extractive resources with a number of large operational hard rock quarries.

5.5 Local Government Strategic Plans

The principal statutory document setting out the environmental and planning policies on a regional or shire level is the Strategic Plan. The Strategic Plan is based on a Council’s vision and sets out principles from which strategies are prepared to address significant planning issues. These strategies then form the basis to which all development must conform.

For the purpose of this section, the Strategic Plans for Maroochydore, Caloundra and Caboolture will form the basis of the local policy review. As corridors are defined and further refined, affected individual statutory and non-statutory documents outlining local structure plans, area plans or special study areas can be more effectively considered.

5.5.1 Maroochy Shire Strategic Plan 1996

The Strategic Plan for Maroochy Shire is intended to provide the direction for the overall

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development of the Shire. The time horizon for the implementation of the Plan is 1994 to 2006. The plan is divided into six principle elements:

ö The Vision: this articulates the ideal sought by the Plan;

ö Key Issues: summarise the issues which underpin the Plan;

ö The Strategies: how key issues will be addressed through future development;

ö Preferred Dominant Land Uses: shows appropriate land-uses for various parts of the Shire;

ö Objectives and Implementation Criteria: indicate what and how preferred land use and other elements is to be achieved; and

ö Strategic Plan Map: preferred and land use and other elements are graphically demonstrated through the use of a cadastral base map.

Within the Vision statement, the Strategic Plan indicates that an important component of the vision for the shire is increased accessibility for residents and visitors. It goes on to state that accessibility is integral to the concept of social equity and livability and is particularly of considerable importance to the Strategic Plan. With respect to accessibility the Plan acknowledges that:

“Conventionally, increased accessibility is achieved by providing a faster and more direct road network and supporting private vehicle usage with a public transport system ensuring greater accessibility for a wider cross section of the community.”

It also confirms that central to the Councils’ concept of accessibility is the:

“provision of public transport infrastructure located within the community focus and providing access to other communities by way of a direct, interconnected road system and, in the case of town on the North Coast Railway Line, by increased use of the existing rail infrastructure.” (Pg. 4)

In examining the relationship between CAMCOS and the Maroochy Strategic Plan, it would be appropriate to consider the following:

ö Urban Development; ö Retail & Commerce; ö Rural Activities; ö Visual Amenity; ö Tourism; ö Heritage; ö Natural Resources; ö Community Facilities; and ö Transport.

Urban Development

The principal aim of the Urban Development policies is to embrace development in areas

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of urban density including related residential services such as commercial, social and educational. One of the objectives these policies seeks to address is the provision for increased residential densities in the vicinity of business centres and transport nodes. That is:

“The preferred urban forms of development include nodes and urban villages which have a focus which is a public transport interchange.”

These policies recognise the value of coordinating transport and new development. They also establish Maroochy Shire’s commitment to embracing increased densities in and around transport nodes in the future. Increased densities in such nodes and the coordination of new development with transport systems relate to and increase the viability of the CAMCOS objectives of improving the existing transport infrastructure.

Retail & Commerce

These policies include the people servicing activities which provide goods and services for personal use or consumption and which locate together as business centres in urban areas. With respect to retail and commercial centres the council has set an objective which specifies that the centres are to be readily accessible to a range of transport modes.

Inclusive of this policy is the notion that considerable emphasis has been given to the importance of centrally located, highly accessible, community nodes. To meet this objective the Plan states:

“All substantial development is to provide for public transport terminal if required to do so by the Council.”

The Plan also indicates that the Council is committed to;

“improving vehicular accessibility, public transport facilities and cyclist environments in major centres.”

This policy reflects the study’s emphasis on public transport and its’ active role in servicing many critical aspects of the Maroochy Shire’s economy including commercial and retail. This includes improving transportation for persons working in this sector in addition to consumers. The policy also highlights the Council’s commitment to ensuring that these centres are accessible by public transport and are centrally located to maximise their utility as a community node.

Rural Activities

These policies relate to the Council’s commitment to protecting areas of good quality agricultural land and balance areas for horticulture including sugar cane production in addition to agricultural uses such as grazing. This is intended to be done in a manner in which encourages and maintains the suitability of those areas for primary production.

In the later stages of the corridor refinement, the Study will incorporate an appropriate analysis of any effects on rural activities. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

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Visual Amenity

The Plan indicates that an objective under these policies includes minimising any visual scarring of significant elements. Included in the implementation of the policy is a commitment from Council to seek, where possible, commitment from public infrastructure authorities to analyse the sensitivity of any landscapes proposed to be used for infrastructure corridors.

In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any impacts to visual amenity. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Tourism

Recognises the importance of tourism to the Shire and the Council’s commitment to support and promote the growth of this industry in a manner that is compatible with the natural environment and existing amenity.

In the later stages of the corridor refinement, the study will examine the impacts, if any, on tourism. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Heritage

These policies relate to the conservation and protecting areas, sites, buildings or objects that are significant in terms of historical, cultural, scientific or scenic value. In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any impacts to heritage. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Natural Resources

The emphasis for these policies focuses on the Council’s commitment to protect the environmental resources of the Shire including flora and fauna habitat. This includes any area designated as a Conservation land use or as Rural or Valued Habitat.

In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any effects on natural resources. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Community Facilities

As part of the overall commitment to providing community services to Shire residents the Plan recognises the there is currently a lack of an adequate public transport service. To this effect, the Plan states:

“The role of transport infrastructure, particularly public transport, is recognised as being intrinsic to the successful implementation of a community facilities strategy.”

The study has also recognised the importance of public transportation as part of the overall

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provision of services by local council.

Transport

The transport policies outlined cover land, water and air based networks moving people in and out of Maroochy Shire. With respect to public transport the Plan has identified the main issues as including:

“The generally poor provision of public transport especially in and between coastal towns being served by a number of private bus services linking the major coastal population centres with each other and with Brisbane”;

“The complications of the existing public transport network (in areas other than the coast), particularly to the unemployed and the underprivileged, who already tend to suffer from poor accessibility”;

“The impact that land use planning can have on the public transport system ensuring that new development can adequately accommodate the possibility in their design and through the creation of nodes, around which are concentrated commercial and community facilities and higher density residential development, generating demand for public transport services.”

To address these deficiencies the Council intends to implement a strategy thereby:

ö To encourage improvements to the public transportation system;

ö New development to provide suitable access for public transport whether for existing or planned future service; and

ö Where appropriate facilitate the establishment of potential transport nodes.

Two objectives of the transport policies relate directly to the provision of public transportation. This includes both the need to facilitate improvements to the existing transportation network and in anticipation of further developing the network infrastructure.

The first of these objectives indicates the need to provide a public transport system capable of meeting the needs of shire residents. The Council recognises that a useful public transport system in addition to serving the general needs of the community also serves the aged, disadvantaged, children and tourists who may have limited mobility otherwise. Also recognised is public transport’s capability to relieve peak period traffic congestion.

As a means of implementation the Council has indicated it will:

ö Encourage new and upgrade existing facilities;

ö Assess subdivision applications for having regard for allowance for access to existing and planned transport services;

ö Encourage and favourably consider residential proposals facilitating viable and efficient public transport; and

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ö Encourage early on, adequate bus patronage by residents of new estates.

The second of the two objectives relates to the maintenance of natural resource integrity and amenity within transport corridors in the development of transport facilities and routes. This will involve Council endeavouring to influence the location of transport facilities with respect to protecting, accommodating and sustaining the existing state and aesthetics of native flora and fauna.

This particular set of policies, related objectives and implementation strategies have particular relevance to CAMCOS. The council has identified several key issues related to public transportation which CAMCOS seeks to address through the development of an integrated transportation system for the Sunshine Coast region.

5.5.2 Strategic Plan for the City of Caloundra 1996

For Caloundra, the Strategic Plan has been included as one of five main components within the Planning Scheme for Caloundra City. This document serves to outline the planning scheme which applies to the whole of the local government area known as Caloundra City and administered by the Caloundra City Council.

Having come into effect with the Planning Scheme on 2 August 1996, the Strategic Plan itself is organised into three divisions. These are:

(i) Division 1 - Introduction;

(ii) Division 2 - Preferred dominant land uses and supporting plan elements; and

(iii) Division 3 - Objectives and implementation criteria.

(i) Division 1

Within the Introduction (Division 1) the principal aim of the Strategic Plan for Caloundra is stated as being:

“To provide for and promote the orderly development of the City of Caloundra, relating the social, economic and physical aspects of development into a desirable growth pattern which recognises the existing and anticipated distribution of population, land uses, transport, and the need to achieve a balance between development and the conservation of the natural environment.”

The purpose of the Strategic Plan is to convert this aim into practical guidelines to be utilised in the managing development within the City, serve as the basis for Planning Scheme amendments and guidance for Council when assessing all forms of development. A separate Planning Study was also prepared in connection with the Strategic Plan that included an assessment of a range of physical, social, and cultural issues.

(ii) Division 2

Division 2 serves to further define the preferred dominant land uses and supporting elements

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for Caloundra City. Within this section of the Strategic Plan the preferred land uses are organised into twelve designations including one related amendment. Further to the designations, additional items or “supporting elements” are defined and whose purpose is not to be a preferred dominant land use but rather to “provide information to the major designations”. In addition, one “supporting element” covering extractive industry was further defined as a “resource element”.

In addition, Division 2 also serves to further outline what the Council has defined as “City Wide Elements Influencing Land Use Planning”. The Strategic Plan states that underpinning all designations for preferred land uses are elements which nevertheless influence the extent of development possible for a given land use.

Significant Vegetation is identified as one of the City wide elements that has to be assessed in connection with all planning applications. Of particular significance to the CAMCOS study related to this element is the objective to:

ö Protect and enhance vegetation corridors which link the most significant coastal and hinterland vegetation remnants.

The relevance of this objective is in its implementation which utilises a Vegetation Study identifying vegetation corridors worthy of protection and enhancement. This objective is intended to primarily apply to planning applications for development on land containing or adjacent to a significant vegetation corridor. In accordance with CAMCOS objectives, the study will continue to consider Local Planning Policy as corridor analysis proceeds and is refined.

(iii) Division 3

Within the Strategic Plan, Division 3 provides discussion of the Strategic Plan’s objectives and implementation strategies including those related to the Preferred Land Uses and Supporting Elements. In examining the relationship between CAMCOS and the Caloundra Strategic Plan, it would be appropriate to consider the following:

ö Urban; ö Residential Areas; ö Business; ö Rural Residential; ö Rural; ö Tourist Facilities; ö Open Space; ö Special Purposes and Future Investigation Area; ö Transport; and ö Cultural Heritage.

Urban

The principal aim of the Urban policies has been widely outlined through seven separate objectives and multiple implementation strategies. Those which potentially relate to the CAMCOS study include:

ö Ensuring appropriate guidance to facilitate development of efficient land use patterns

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along major coastal and hinterland urban areas;

ö Consolidate existing urban areas to ensure urban growth is focused on a small number of urban centres; and

ö Ensure discrete identities of hinterland townships are preserved.

In summary these objectives recognise the value of guiding urban growth and development through observing the Preferred Land Use designations set out in the Strategic Plan and in implementing existing DCP's and planning schemes. Emphasis is also placed on following the Councils' zoning provisions, urban design and landscape policies.

These policies also recognise the value of encouraging growth in existing urban areas to maximise infrastructure investment and the efficiencies of population density. They also seek to discourage growth in other areas as a means of preserving their character and to minimise any impacts on the environment. The CAMCOS objectives relate well to growth in existing urban areas and with regard to achieving increased densities in and around transport nodes.

Residential Areas

These policies are intended to provide guidance with respect to residential development within the Council. Direction is given concerning the nature of the development, density and appropriate locations for development within Caloundra through three objectives. The objective having the closest bearing on CAMCOS states the Council’s intent to maintain and where possible improve the amenity of residential areas. This is to be achieved through a variety of implementation strategies including the encouragement of medium density within proximity to a range of facilities including public transport.

Business

These policies include all aspects of business in Caloundra including retail and commercial activities which provide goods and services. The Council intends to consolidate and encourage:

“The growth of existing retail and commercial centres within the framework of a hierarchy of regional and distract business centres”; and promote

“accessibility within residential areas to local shopping, commercial and community facilities”. The policy also highlights the Council’s commitment to ensuring that business centres are accessible and are centrally located to maximise their utility to the local community node. The CAMCOS objectives are relate well to these elements of the Strategic Plan as public transportation can function more effectively within a strong retail and commercial network.

Rural Residential

These policies focus on the Council’s commitment to residents living outside of urban centres in smaller rural communities. The objectives commit to provide the opportunity to live in rural areas in addition to promoting and preserving high amenity in rural communities.

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In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any effects on rural communities. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Rural

These policies generally relate to the Council’s commitment to conserving good quality agricultural land. Other objectives and related implementation strategies with potential relation to the CAMCOS study include the intent to:

ö Prevent extensive fragmentation of primary producing land into uneconomic sizes;

ö Maintain and preserve the amenity and character of rural areas; and

ö Provide for other forms of development that are complementary and unlikely to prejudice rural land use activities and amenity.

In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any effects on rural areas, activities and/or amenities. Correspondingly, the study will consider the related Strategic Plan objectives.

Tourist Facilities

The Strategic Plan outlines Caloundra Council’s commitment to encourage, enhance and consolidate existing facilities and future development within the tourism industry. In the later stages of the corridor refinement, the study will examine the impacts, if any, on tourism facilities. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Open Space

Included within the Open Space designation are areas which contain environmentally and/or visually significant qualities. In the is respect the Council has committed to conserving these significant areas in an appropriate natural or rural state. The Council also intends to encourage the development of, and linkages between, a major open space network connecting major open space areas within Caloundra.

In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any impacts to open space areas. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Special Purposes and Future Investigation Areas

These policies identify the need to consider areas set aside within Caloundra for significant government purposes. This includes a related amendment identifying the need to ensure that any future development does not adversely impact on the Sippy Downs Planning Study process or the potential development, economic, conservation and recreation options within this area.

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In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any impacts to Special Purposes and Future Investigation Areas. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Transport

The transport policies outlined cover a number of objectives related to moving people in and out of Caloundra. With respect to transport facilities and service the Council objectives include:

ö Ensuring that new development will enable efficient use of existing transport facilities and allow for the provision of new facilities;

ö Enabling the provision of public and private transport services to meet the anticipated demands; and

ö Encourage inter-regional transport facilities to meet the anticipated needs of residents and tourists.

The CAMCOS study has particular relevance to this set of objectives as it seeks to implement the development of an integrated transportation system which will incorporate Caloundra City.

Cultural Heritage

These policies relate to the Council’s intent to ensure identified significant cultural heritage sites are protected and buffered. In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any impacts to cultural heritage. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

5.5.3 Strategic Land Use Plan for Caboolture Shire 1993

This represents Caboolture’s second Strategic Plan with the first created in 1988. The Plan outlines Caboolture’s aim, with regard to strategic land use planning, to achieve balanced development within the Shire. To achieve balance Caboolture has recognised an “interconnectedness” between:

ö Ecologically Sustainable Development; ö Economic Development; and ö Social and Cultural Development.

Caboolture’s Strategic Plan is essentially organised into series of statements outlining the Plan’s objectives and implementation criteria. In examining the relationship between CAMCOS and the Caboolture Strategic Plan, it would be appropriate to consider the following preferred dominant land uses: ö Residential Areas; ö Rural Residential Areas; ö Rural Areas; ö Commercial Areas; ö Special Purpose Areas; ö Open Space Areas;

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ö Traffic and Transport; and ö Possible Tourist Facilities.

Residential Areas

These policies primarily incorporate all areas intended for residential purposes and includes uses which service residential communities. The principal aim of the Residential Areas policies is set out through ten separate objectives and related implementation strategies. Of the ten objectives those which potentially relate to the CAMCOS study include Caboolture Council’s intent to:

ö Consolidate existing residential areas;

ö Ensure that residential development does not occur within, or conflict with environmentally sensitive or conservation areas; and

ö Preserve the individual identity of townships throughout the Shire.

In summary these objectives recognise the value of guiding residential growth and development through observing the Preferred Land Use designations set out in the Strategic Plan. In considering higher density applications the Plan also indicates that among the factors Council will have particular regard to is proximity to public transportation routes. The CAMCOS objectives are relate well to these elements of the Strategic Plan.

Rural Residential Areas

This includes those areas considered suitable for subdivision into rural residential. The main thrust of the these objectives is to provide for and ensure that development occurs on zoned and designated parcels in a limited manner that does not detrimentally affect the rural amenity. In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any effects on rural areas, activities and/or amenities. Correspondingly, the study will consider the related Strategic Plan objectives.

Rural Areas

These areas are designated by the Plan to be retained for rural activities. These areas are also recognised to contain land which has environmental significance such as areas containing parcels of remnant vegetation which may need to be retained. Objectives of potential significance to CAMCOS include the Council’s intent to:

ö Preserve good quality agricultural land and legitimate rural uses by preventing the intrusion of non-rural activities into these areas; and

ö To preserve and enhance the general rural character of the Shire.

In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any effects on rural areas, activities and/or amenities. Correspondingly, the study will consider the related Strategic Plan objectives.

Commercial Areas

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For the purpose of the Strategic Plan commercial areas were defined as being predominantly of an office nature with retail areas being concerned with the provision of goods and services. With respect to commercial areas the Council intends to reinforce and further establish a hierarchy of the retail and commercial facilities network with the Town Centre acting as the focus for the Shire. The CAMCOS objectives are relate well to these elements of the Strategic Plan as public transportation can function more effectively within a strong retail and commercial network.

Special Purpose Areas

Recognise areas are intended to be utilised for a special purpose within Caboolture. In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any impacts to Special Purpose Areas. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Open Space Areas

The Strategic Land Use Plan Map and its associated maps designates major open space areas which are complemented by minor parks and open spaces. These areas are intended to allow indoor and outdoor recreation in addition to acting as wildlife corridors within the Shire. Objectives of potential significance to CAMCOS include the Council’s intent to:

ö Protect areas of ecological, environmental, historical, archeological, scientific, scenic, recreational and aboriginal significance to the Shire;

ö Develop bikeways network throughout the Shire linking transport corridors, the open space system, schools, shops and community facilities; and

ö Secure land for flood mitigation programs.

In the later stages of the corridor refinement, the study will incorporate an appropriate analysis of any impacts to Open Space Areas. Correspondingly, the study will consider the objectives set out within the Strategic Plan.

Traffic and Transport

Within the Caboolture Strategic Plan the traffic and transport policies cover the existing and proposed road and rail networks within the Shire. With respect to transport facilities and service the Council objectives include encouraging the development and use of public transport systems throughout the Shire.

Implementation will include ensuring future development is located and designed in a manner that permits the optimal use of existing and planned public transport systems. In this regard the location of residential and rural residential areas will be considered by Council with respect to likely trip generating facilities such as education, commercial, social, cultural and employment nodes.

The CAMCOS study has particular relevance to this set of objectives as it seeks to implement the development of an integrated transportation system which will incorporate

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Caboolture Shire.

Possible Tourist Facilities

Although not indicated on the Strategic Land Use Plan Map, Caboolture Council intends to encourage the development of tourist facilities which are compatible with and can operate without detracting from the existing character and environmental quality of the area. Correspondingly, as the study progresses it will consider this objective set out within the Strategic Plan.

5.6 Local Government Development Control Plans

5.6.1 Caloundra City

Whilst not shown on Figure 5.4 the Urban area of Caloundra is divided into three Development Control Plan (DCP) areas:

ö DCP 1 (Kawana); ö DCP 2 (Golden Beach); and ö DCP 3 (Caloundra).

The DCP maps provide more detailed information on the forward planning intentions for these areas.

DCP 1 (Kawana)

The DCP for Kawana illustrates an area dominated by low density and urban residential designations, with a central town centre/employment core and conservation along the coast line and creeks.

There are small areas of medium to high density residential scattered throughout the DCP 1 area with an area of higher density/tourist development along the coast. A large area of open space is designated along Mooloolah River and there are pockets throughout Kawana.

The main Town Centre for Kawana is designated in the centre of the urban area in the core of the DCP area. Second to this, a regional “retail” centre is shown at Buddina and commercial land use exists along the highway. An employment area exists just to the north of the Town Centre and there is a public recreation lake to the east and mixed conservation/recreation area to the west of the Town Centre.

The DCP also provides for road, cycleway and public transport networks. These involve the Multi-Model Transport Corridor that includes regional and sub-regional road and public transport elements, linking Caloundra to Mooloolaba.

DCP 2 (Golden Beach)

DCP2 (Golden Beach) is also dominated by the residential designations. Medium to high density residential exists along the coastline, there is a centrally located area of urban with low density residential elsewhere. A small Commercial pocket and a large area of open space exists at the northern boundary. A buffer is illustrated between this open space area and a residential area with an additional buffer extending along the coast and Bells Creek.

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Major public space is shown along some roads and scattered through the residential areas.

While not illustrated on the Forward Planning Map a hierarchy of shopping centres is included in the DCP comprising District, Neighbourhood and Local Shopping. A District Shopping Centre is included within a commercial Special Development Precinct (SDP) located in the southern portion of the DCP area, thus consolidating this area’s role as the main centre for the DCP area. Tourist areas are illustrated within this SDP. A neighbourhood shopping facility is designated virtually in the centre of the DCP area adjacent to a high density residential area. Three local shopping facilities are designated; one to the north and two to the south of this centre.

The DCP has identified a road hierarchy comprising Major Arterial (Parkway), Arterial, Sub- arterial, Collector and Minor Collector. A Major Arterial forms the western boundary of the DCP area, with Arterial, Sub-arterial and Collector Roads feeding through the DCP area.

DCP 3 (Caloundra)

DCP 3 (Caloundra) shows the Caloundra city core as a commercial area in the south-east portion of the DCP area surrounded by higher density residential including tourist areas. Urban areas adjoin the city centre core with an additional area extending between Caloundra Headland and Moffat Headland and scattered pockets with low density residential making up the remainder. Smaller Commercial areas are shown to the north.

There are two main employment areas: one centrally located and one located near the airport to the south-west. There is a large area of open space centrally located within the DCP area and along the coast, with linkages throughout the urban areas. Areas of special purpose are scattered throughout, with the largest portion being the airport. Tourism nodes are shown at each of the commercial areas.

Existing rail and road infrastructure is illustrated with possible future road and railway opportunities linking Beerwah with Caloundra via Golden Beach.

5.6.2 Maroochy Shire

While not clearly illustrated on the Generalised Forward Planning figure, the Maroochydore Strategic Plan illustrates a hierarchy of centres with the largest area of commercial designated in central Maroochydore. A secondary area is identified at Nambour with smaller Commercial areas at Peregian Beach and scattered throughout Maroochydore.

The Future Investigation area shown on the Forward Planning Framework represents the Sippy Downs DCP area and is discussed in more detail below. While the DCP for this area is not yet finalised it has been forwarded to State Government for gazettal. It is therefore dealt with here as the most current forward planning intention for this area.

Draft Sippy Downs DCP

The Sippy Downs DCP area is located to the north of the Mooloolah River. Within the Maroochy Shire portion of this DCP an Urban area surrounds a central core of Commercial and Special Purposes (University, Schools) with an adjacent area of Open Space. A major transport route runs through the DCP area with the potential for rail opportunities identified alongside.

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An area of conservation to the east designates the Mooloolah River National Park and Environs.

Within the Caloundra portion of the DCP area, there is a mix of rural, rural residential and conservation.

5.6.3 Caboolture Shire Council

The Strategic Plan for Caboolture Shire is dominated by rural and open space (including State Forest) designations. The townships are shown as urban, the largest being Caboolture/Morayfield. Narangba, Burpengary and Bribie Island are the next largest urban settlements followed by Woodford in the west, with smaller urban areas at Beachmere, Donnybrook, Toorbul and Elimbah. The urban areas are surrounded by rural residential areas with corridors of open space along creek beds and the Bruce Highway.

The main commercial centre for the Shire is located at Caboolture/Morayfield with smaller commercial centres at Burpengary, Deception Bay, Bribie Island and Woodford. The largest employment area is at Narangba with smaller employment areas within Caboolture/Morayfield (adjacent to the Commercial centre and to the north and north-east) and on Bribie Island. Extractive resources are scattered throughout the Shire.

5.7 Implications of the Development Control Plans

5.7.1 Urban Designations

The forward planning framework indicates that Maroochydore and Caloundra will remain the dominant urban nodes of the Sunshine Coast, with Nambour as the main inland town; while Caboolture/Morayfield is the main centre in the north of the Brisbane metropolitan area.

The Strategic Plans and DCPs make allowance for some growth in the urban areas. In Caloundra City, growth opportunities are located in the western portion (most of the coastal areas having been developed).

In Maroochy Shire, future growth opportunities are provided for at Nambour, Woombye, Palmwoods and Bli Bli and possibly some infill in Maroochydore; any further urban expansion would require an evaluation of the appropriateness of the large portion of Rural Residential designation located immediately adjoining the western boundary of Maroochydore. Elsewhere future growth is provided for in the Sippy Downs DCP area and some “greenfield” sites near the Maroochydore airport and at Coolum.

In Caboolture the Strategic Plan shows future growth areas at Narangba, Goodwin Beach and Woodford, with some possible infill at Caboolture/Morayfield. Further urban expansion in Caboolture would require an evaluation of the large areas of Rural Residential which surround the urban areas.

The western expansion of the coastal urban area is currently constrained by Open Space, Low Density Residential and substantial areas of rural residential which adjoin the urban areas. These and other Rural Residential areas which surround urban settlement could come under pressure for urban development as urban areas expand. These include:

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ö Between the Corbould Park Raceway and future growth areas to the west of Caloundra and south of Caloundra Road;

ö Adjoining Landsborough, Beerwah and Glasshouse Mountains;

ö At the western boundary of the Maroochydore urban area; and

ö Areas surrounding urban settlements in Caboolture Shire.

Constraints to transport links between urban centres include the Water Course/Supply and Open Space areas between Landsborough/Mooloolah and Caloundra.

5.7.2 Employment Designations

In terms of employment opportunities, Commercial centres are established in Caloundra. Golden Beach and Kawana will largely rely on Caloundra for commercial services and Maroochydore town centre is well established as the main centre for the Sunshine Coast.

The Maroochy Shire Strategic Plan has established a clear hierarchy of centres, with Maroochydore as the Regional Centre, Nambour as the Sub-regional Centre and District and Neighbourhood centres scattered throughout the urban areas.

Forward planning for future industrial development is limited in Caloundra to the area adjacent to the airport. There is also a future industrial area located adjacent to the Kawana Industrial Estate. Future industrial opportunities in Maroochydore are located to the north near Coolum, near the airport and along the Bruce Highway at Nambour, at Yandina and near the junction of Maroochydore Road and the Bruce Highway, and in the longer term the Extractive Resources locations. In Caboolture the forward planning framework pre-dates the RFGM and does not reflect Caboolture/Morayfield*s role as a Key Metropolitan Centre, Employment is limited to existing Commercial and Employment Areas.

5.7.3 Other Designations

There are some areas set aside for Special Purposes which are of some significance to the study area including:

ö Caloundra aerodrome: located as it is between existing urban areas and a western expansion of Caloundra, it provides a possible future urban redevelopment site; ö Existing landfill site and future landfill site near Corbould Park: the existing site, once closed, provides an opportunity for reuse. The future site will present a constraint to adjoining future land uses; ö Sippy Downs University: which has implications for employment and population growth; and ö Maroochydore airport: will continue to function as significant land use.

The forward planning framework also recognises areas of environmental significance which provide a constraint to future urban development including:

ö Mooloolah River National Park; ö Various environmental parks;

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ö Environmental areas along the coastline, major creeks and waterways; and ö Water catchment areas for Ewan Maddock dam, Sippy Creek and the Pumicestone Passage.

5.8 Generalised Zoning Patterns

5.8.1 Generalised Zoning

Each of the Council areas relevant to this study has zoning provisions within their Town Planning Schemes. As with the strategic planning framework, the range and nature of zones vary from one Local Government area to another; however, the zones represent a much stronger, immediate commitment to land use in that they provide use rights.

For the purposes of this study, a generalised zoning pattern has been developed for the area of interest of the study so as to provide a “snapshot” of these provisions over the study area. This process is summarised in Table 5.8.

Table 5.8: Generalised Zoning Process

GENERALISED CALOUNDRA MAROOCHY CABOOLTURE ZONING CITY SHIRE SHIRE Business Central Business Commercial Central Commercial Special Business Central Business Local Shopping Local Business Local Shopping Mixed Development N/A Comprehensive Development Tourist, Business and residential Drainage Problem N/A Drainage Problem Flood Prone Land Open Space Open Space Public Open Space Public Open Space Environment Protection Sports Open Space Private Open Space Sport and Recreation Rural Residential Park Residential Rural Residential Rural Residential A Rural Residential Rural Residential B Rural Residential C Low Density Residential A Residential A Residential A Residential Residential B

Medium Density Residential C Residential B Residential B Residential Special Residential Residential C Residential C Tourist Residential Residential D Residential D Special Residential Rural Rural Rural A Rural Rural B Special Rural Special Uses Special Facilities Special Facilities Special Facilities Public Uses Special Purposes Special Purposes Special Development Special Development N/A N/A Light Industry Light Industry Light Industry Light Industry Commercial Industry Waterfront Industry Extractive Industry N/A Extractive Industry Extractive Industry Intensive Industry General Industry Heavy Industry General Industry Intensive Industry Noxious or Hazardous Industry Special Industry

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While there is not always an direct correlation between the individual zones of specific Local Government Planning Schemes, it is considered that this generalised zoning approach provides an indication of existing commitments local governments have toward various forms of development inherent in their town planning zoning.

The generalised zoning for the study area are depicted on Figure 5.8. Due to the scale of this map, it has been necessary for some small areas zoned in a specific way or for a specialised use to be included within a broader, more generalised zoning. This however does not change the intended land use of the small areas.

Instead this generalised zoning pattern is intended to broadly reflect existing land use in the area. Any rezoning of the existing land use process is typically initiated by private interests seeking to pursue a particular development proposal. Where land is included in a generalised zone but not yet developed, any future development will likely follow the indicated zoning pattern.

For this reason, zoning patterns tend to represent potential constraints on opportunities to identify future transport corridors. This is particularly true where land is zoned and used for relatively intensive purposes, such as residential, rural residential, industrial and commercial purposes.

Caloundra City

(Note: Due to technical difficulties some areas are illustrated without zoning, for example, Golden Beach).

The Caloundra City zoning pattern is characterised by a coastal concentration of residential development, with inland towns focussed on the railway line. Surrounding these urban settlements is a predominance of the Rural zone and Special Use (State Forest). Immediately adjoining these townships are areas of Rural (broad acre) Residential zones.

Open Space is scattered throughout the townships and there are a number of large open space zoning along the coast and at Sippy Downs.

Along Caloundra Road, the main entry to Caloundra, there is a mix of zones including Open Space (Corbould Park Race Track), Rural Residential, Low Density Residential and Special Use (reflecting the landfill sites and the airport).

The coastal urban development is joined at the western boundary by Open Space, Rural and Rural Residential zones.

Maroochy Shire

The Maroochy Shire zoning pattern exhibits a central core of Business representing the business district of Maroochydore. Surrounding this is a mix of Medium Density Residential and Comprehensive Development. To the south of this central core there is a large area of Open Space representing the Horton Park Golf Course in addition to large areas designated as Rural and as having a Drainage Problem. Industry areas exist along the Sunshine Motorway, Maroochydore Road and adjoining the Caloundra City boundary.

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The coastline exhibits a mix of Medium Density Residential and Comprehensive Development zones.

The residential areas within Maroochydore, Buderim and Mooloolaba are largely zoned for Low Density development with some Medium Density along Burnett/Main/King Streets. The main Business Area in Buderim is also located on the corner of Burnett Street and Lindesay Road.

There are large areas of Rural zoning throughout the Maroochydore/Buderim area interspersed with Rural Residential. This occurs in areas of steep topography in Buderim. The Mooloolah River National Park is illustrated as Open Space.

Areas of Special Use are spread throughout the Mooloolaba/Buderim/Maroochy area. The largest areas include the Buderim Hospital, Mountain Creek High School and Sunshine Coast TAFE and the Buderim Gardens Village Aged Persons Home which are located along the Sunshine Coast Motorway. Other large Special Uses include the Matthew Flinders Anglican College along Stringybark Road, the Stella Maris School and the Maroochydore High School near Maroochydore Road and the Sewage Treatment Plant on Fisherman Road.

Near Mudjimba the zoning pattern exhibits three main zones being Low Density Residential, Open Space and Rural. There is a pocket of Special Use in the south-east corner of Mudjimba representing the Twin Waters Resort.

At Marcoola, the Sunshine Coast Airport is designated as Special Use surrounded by Low Density Residential with Comprehensive Development along the coast.

The dominant zone in the hinterland is the Rural zone. To the north of Nambour there are large areas of Special Use zoned land which in the main represent State Forest. An area of Special Use along the Maroochy River near Bli Bli reflects the wetland sanctuary.

A large area of Industry is located along the Bruce Highway, south of the Nambour Connection Road which represents an extractive industry resource.

Pockets of Open Space are scattered throughout the region representing environmental parks and parklands.

Caboolture Shire Council

(Zoning information not currently available)

5.8.2 Implications of Generalised Zoning

It is evident from this generalised zoning pattern that large sections of the area of interest for this study are included in a form of rural zoning. These zones would generally be characterised by broadacre farming uses, of a less intensive nature than urban activities.

However, significant areas are zoned for rural residential development in the study area, most of which would already be subdivided for allotments with a minimum size of 4,000 m2 . Within the areas of rural residential adjoining the urban boundaries of Caloundra and Maroochydore are already improved with dwellings. These factors will be taken into consideration as the study progresses and potential corridors identified. There are also

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significant areas of Special Use in the southern half of the study area largely representing State Forest concerns.

A dominant feature of the generalised zoning pattern is the coastal orientation of urban settlements. From Golden Beach in the south to Mudjimba in the north (and beyond) the coastline is almost entirely occupied by urban development. This extends in a westerly direction, more so in Maroochy Shire than Caloundra City and which is constrained by open space/environmental areas. In terms of area, Landsborough represents the largest of the inland townships in Caloundra, with the zoning pattern of Nambour clearly illustrating Nambour as the largest inland town in the study area, almost linking with Woombye and Palmwoods.

The main business areas are shown at Maroochydore, Nambour and Buddina (Caloundra is not illustrated due to technical difficulties); each of these town centres has an amount of higher density housing adjacent.

Other matters of note in this generalised zoning pattern are as follows:

ö Open space zoning, which reflects environmental parks, buffers and sport and recreation facilities; and

ö The drainage problem area adjacent to the Maroochydore town centre which has implications for a transit system gaining access to the centre.

5.9 Development and Planning Trends

Based on discussions with Caloundra and Maroochy Council staff on Thursday 6 February 1997, the following represents development and planing trends reflecting current development applications, ownership patterns and future planning directions.

5.9.1 Caloundra City Council

Development Sequencing and Population

Within Caloundra urban development is occurring in the following key locations:

ö Kawana (DCP1); ö Caloundra West (Low Density Residential Area); and ö Golden Beach (DCP2).

This sequencing is development led rather than being promoted by the Council. Combined, these three areas will accommodate 35,000 people by 2011. Council estimates that the population of urban Caloundra will grow to approximately 90,000 people by 2011. Population characteristics include a high proportion of aged and unemployment, a decline in the 20-25 year age group and a high proportion of people on low incomes.

Population growth in the inland townships is not expected to be very high. Growth will be reliant to some extent on infrastructure provision. It is intended that Landsborough will be fully serviced with sewers in 2 years, while Beerwah will be serviced by sewers in the longer term. A result of the sewerage system development in Landsborough may be reduced lot sizes from 1,000 m2 to 650 m2 and possibly smaller.

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Land Use/Development Appraisal

The Airport - The location of the airport in close proximity to expanding urban areas has given rise to some consideration of relocating the airport facility. It is acknowledged that the airport facility could be relocated however it is considered unlikely at this stage.

“Bodee” Land - This L-shaped parcel of land designated Rural Residential on the Strategic Plan located south of the Corbould Park Race Course and the landfill operation, has been the subject of a number of development enquiries and investigations. The property is constrained as it is located on a clay deposit and would require major sewerage works or need to demonstrate absorption ability.

It is likely that to demonstrate absorption ability the block sizes would need to be very large and therefore it is unlikely that it would be economical to redevelop for residential purposes. It is considered a possibility that a portion of the land could be developed for intensive stable yards to complement Corbould Park.

Emmanuel” Land - This large landholding of the Emmanuel Group is located to the south of the Caloundra airport and has been subject to various development enquiries. The Emmanuel land has recently gone into receivership. The land is designated as rural on the Strategic plan and Council consider it unlikely that urban development will occur on this land before 2011.

Commercial/Business Centres - Main centres include Caloundra town centre, Kawana shopping town, a new commercial node at Golden Beach and an expansion at Currimundi. For the inland townships, Beerwah has taken on the role of the main commercial centre and provides services beyond what is necessary for its size.

Industry - Council is currently investigating a possible site for an industrial estate to the west of the Bruce Highway. Council recognises that industrial land supplies will be exhausted by 2005. A study by DBIRD identified seven sites in NORSROC; five of which were incorporated in the RFGM. However, there are concerns with the sites located in Pine Forest, particularly with regard to access and sewerage; other locations near Beerwah and Glasshouse Mountains have been rejected on the basis of their close proximity to the creek system (no sites were more than 500m away) and the lack of sewerage.

The main existing industrial area is along Caloundra Road adjacent to the airport. (The size of this estate is now slightly smaller than as designated on the Strategic Plan, as original buffers were considered excessive; the Low Density Residential designation has been expanded). However, there is only a small proportion of available land and there are few sites greater than one hectare. Industrial land uses such as concrete batching plants require approximately three hectares and cannot be accommodated. Problems also exist with extractive resources as they are removed from industrial estates. Council acknowledges that industry location is a big issue. Industry that is currently provided for is mainly of a service industry/minor manufacturing nature.

An extractive resource near Property Road exists however, it has not yet been exploited and requires protection. The remaining extractive resources along the creek systems are sand and gravel. Those located near Glasshouse Mountains and Beerburrum are all hard rock extractive resources useful in road base.

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Environmental Areas - Ewan Maddock Dam is a regional water resource and the catchment is very sensitive. Council is currently in the process of buying properties within the catchment to convert to the natural state to protect water quality. The Rural land to the south of the new landfill site (including the Emmanuel land) is constrained due to the catchment for the Pumicestone Passage. It may have some potential to develop in the longer term if environmental concerns about water quality impacts can be overcome.

North of Caloundra Road, land is very flood prone and includes some productive land in terms of cane, strawberries and grazing.

The remainder of Caloundra City is occupied by State Forest Pine Plantations. Council and the RFGM rely on Pine Forest as a green bank/buffer between Caboolture.

Residential - The portion of land shown as Rural Residential on the Strategic Plan between the land fill operation/Corbould Park Special Use and the Low Density Residential is an established area and is protected from further fragmentation by lot size provisions. It is considered unlikely by Council to change as it has an established, almost exclusive, character. The Low Density Residential area provides for a mix of lot sizes and housing styles to cater for a range of lifestyle choices.

Schools - There is a problem with the location of any future school sites as the only sites left are flood prone.

Implications

The main points to arise from discussions with Caloundra Council officers include:

ö Population growth is focussed on the coastal areas; ö A key redevelopment opportunity could be the airport site; ö Town centre foci includes Caloundra, Kawana and Golden Beach; ö Industrial development opportunities are limited and the main industrial estate (adjacent to the airport) is likely to reach capacity in the short term (2005); ö There are established residential areas on the approach to Caloundra which are unlikely to change; ö Catchment areas around Ewan Maddock dam and the Pumicestone Passage are constrained due to the water quality and environmental considerations; ö If environmental constraints can be overcome, land designated rural in the Pumicestone Passage Catchment may be considered as a possibility for urban development in the longer term; and ö Council recognises the “buffer” importance of the state forests between Caloundra and Caboolture.

5.9.2 Maroochy Shire Council

Land Use/Development Appraisal

Maroochydore Centre - The land ownership pattern in the Centre is characterised by a small number of large landowners. The Draft Maroochydore Centre Development Plan indicates a proposal for regional botanic gardens within walking distance of the centre; 25% of the vacant area to the south of the centre would need to be a lake for drainage purposes. South of the golf course, a sports stadium is intended to be developed. The Draft Plan also

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proposes an additional 200,000m2 of office space, 40,000m2 of retail showroom floorspace and 50,000m2 of retail floorspace.

Residential - There is a canal development next to the Twin Waters site at the base of the airport. Twin Waters comprises a mix of residential development, some canal residential, some high density, some set in the golf course, and has been granted approval by Council. Council is currently considering a residential subdivision for the Alex Forest Youth Camp site at Alexandra Headlands.

Industry - The large industrial estate designation near the airport (shown on the Strategic Plan) is currently largely vacant and was located there by DBIRD. It is intended to provide a support service to the airport.

Airport - Maroochy airport is a regional facility and is the fastest growing airport in Australia. A structure plan is underway for the airport. It is intended that the airport will remain in Council ownership.

Community Facilities/Employment - Council employs 1100 people in its Nambour base. Growth is occurring in Maroochydore to the extent that area schools are at capacity, however, Nambour continues to be the focus for state government funds (particularly the hospital - Maroochy only has small private hospitals).

Urban Form - South of Mooloolaba Road, Buderim is under intense development pressure. As a general policy in the Shire, Council is considering infill of existing areas (prior to development of future urban areas), however, it is acknowledged that there is some community concern about higher density/intensity development. Council acknowledges there is a need to strike a balance between lifestyle values and consolidating urban sprawl. Council intends to review the planning scheme to introduce performance based residential guidelines. Currently Mooloolaba exhibits high density already; the area to the north is somewhat constrained by water and sewerage infrastructure, however there is already some development.

A number of Local Area Plans are being prepared; as a general policy, LAP*s will investigate higher density opportunities around centres. Objectives developed as part of the planning scheme review will support higher density around centres.

Council considers it is likely that infill will occur in Maroochydore prior to the development of future urban land in Nambour. The rural residential areas on the fringe of urban Maroochydore are likely to come under significant pressure for conversion to residential development in the future.

Implications

The main points to arise from discussions with Maroochy Council officers include:

ö Population growth is focussed on Maroochydore rather than Nambour; ö Small number of large landowners in the Maroochy town centre indicates that redevelopment proposals could occur in a co-ordinated and efficient manner in the short-medium term; ö A proposal for a Council office and staff move to Maroochydore from Nambour as suggested in the Draft Maroochydore Centre Development Strategy (see below) is

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still to be determined by Council. Council currently has a customer service office in Ocean Street; ö Infill of existing urban areas and higher densities around centres are being investigated by Council; and ö Rural residential areas on the fringes of Maroochydore will come under significant pressure and may provide opportunities for future residential growth.

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Appendix A

A1.0 Relevant Council Studies

A1.1 Background

A number of planning studies and investigations have been undertaken by or on behalf of Caloundra City Council and Maroochy Shire Council as background to the preparation of planning schemes, strategic plans and development control plans. These documents have a non-statutory status, however they provide useful background information and/or information on possible future planning directions. Those studies relevant to this project have been summarised below.

A1.2 Caloundra City

As part of the Strategic Plan Review process and to address community concerns a number of Inventory Papers have been prepared. These Inventory Papers combined provide the planning study, or background information, to the Strategic Plan and include:

ö Community Profile (Inventory Paper No.1); ö Assessment of Industrial Land within Caloundra City (No.2); ö Assessment of Commercial Land (No.3); ö Economic Profile (No.4); and ö Assessment of Extractive Industry Resources in Caloundra City (No.5).

Of relevance to this study, in particular for the identification of future employment opportunities, Inventory Paper Nos 2 and 3 are summarised here.

A1.2.1 Assessment of Industrial Land - Inventory Paper No.2

Background

This paper was prepared as part of the Strategic Plan review process and provides an assessment of industrial land in Caloundra City and identifies requirements to 2011.

Previous studies have identified there is a deficiency of industrial land and this paper addresses the issue of adequate provision of industrial land in Caloundra City.

Major Findings/Recommendations

The paper assesses the total amount of designated zoned and vacant industrial land. The following table provides a breakdown of vacant industrial land.

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LOCATION VACANT ZONED LAND DESIGNATED INDUSTRY LAND LIGHT GENERAL VACANT NON - INDUSTRY INDUSTRY INDUSTRIAL Caloundra -- - - Airport Caloundra 5,600 m22 174,250 m 298,250 m 22 800 m Road Regent Street 601 m2 - - 601 m2 Caloundra 7,661 m222 - 7,661 m 21,000 m North Kawana 178,680 m22 258,710 m 388,800 m 2 - Maleny 12,588 m222 - 16,533 m 2,950 m Landsboroug 35,927 m222 - 58,527 m 6,827 m h Beerwah 7,087 m222 - 109,087 m 4,678 m Beerburrum 2,566 m22 - 2,566 m - Total 250,660 m2 431,960 m222 881,864 m 36,856 m 25 hectares 43.29 hectares 88.18 hectares 3.68 hectares

Total Vacant industrial zoned land = 68.36 hectares Total designated industrial land either vacant or not used for industrial purposes=91.87 hectares

ö It is estimated that the amount of land required for future provision ranges from 96.25 hectares to 165 hectares to adequately service the expected population of Caloundra City by 2011 (117,829 people). Accordingly, the current amount of land which could be used for industrial purposes in the future (ie. 91.87 hectares) is below the required provision. Available land could be further constrained due to topographic, infrastructure or surrounding land use constraints.

ö The following makes specific comments with regard to the main industrial locations in Caloundra City of relevance to CAMCOS:

- Coastal Urban Area - current designated industrial land is considered to be adequate to service the projected population for 2011 however, there is limited availability for expansion.

- Landsborough/Beerwah Area - appears to have adequate industrial land at present, however, on the basis of enquiries there would appear to be a need for industrial in the future. It is estimated that by the year 2011 an additional area of approximately 10-15 hectares would be required.

- Glass House Mountains and Beerburrum - in the township area of Glasshouse Mountains there is no land designated for industrial uses while in Beerburrum there is only one site. It is estimated that approximately 4-6 hectares will be required (to bring the total to 10 hectares) by the year 2011.

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Implications

The main points to arise from this study include:

ö There is insufficient industrial land designated to cater for 2011 requirements; ö Within the coastal areas there is limited ability to provide future industrial land requirements beyond 2011; ö Within the Landsborough/Beerwah area an additional 10-15 hectares will be required by 2011; and ö Glasshouse Mountains and Beerburrum will require a total of 10 hectares of industrial land by 2011.

A1.2.2 Assessment of Commercial Land - Inventory Paper No.3

Background

This paper was prepared as part of the Strategic Plan review process and provides an assessment of commercial land in Caloundra City and identifies requirements to 2011.

Caloundra is identified as the primary centre which provides both commercial and administration functions; while Kawana primarily provides a commercial/showroom function.

Major Findings/Recommendations:

ö Land used for commercial purposes in many cases is under-utilised and therefore provides an opportunity for additional floor space in the future;

ö On the basis of population estimates from RFGM and a commercial floor space standard of 3.5 m2 /person, the future commercial floor space requirement equates to approximately 433,300 m2 ;

ö The study calculates that there is a shortfall of approximately 17.5 hectares to provide for needs for 2011 population;

ö This shortfall can be made up by either allocating additional commercial designated land or encouraging higher density;

ö Within the coastal urban area it is preferred that both options are pursued;

ö Within Landsborough/Beerwah additional floor space requirement equates to an increase of 50% and will require additional land to be allocated for commercial use particularly within Landsborough;

ö Within Glass House Mountains/Beerburrum only minimal increase in commercial floor space is required, mainly in Beerburrum.

Implications

The main points to arise from this study include:

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ö There is capacity for the commercial areas to be intensified through higher density development; ö There is an identified need for approximately 17.5 hectares of commercial land which can be made up through designating additional commercial land and/or encouraging higher density; ö The commercial floor space in Landsborough requires a 50% increase (likely increase in employment); ö Glass House/Beerburrum only requires a slight increase in commercial floor space.

A1.3 Maroochy Shire

A1.3.1 Maroochydore Centre Development Plan - Preferred Strategy and Recommendations (Draft)

Background

This document represents the final volume in a series produced as part of the Maroochydore Centre Development Plan project. The study was undertaken by Brannock Humphreys Planning and Environment Consultants, in association with PLI McInnes Van. The study has been adopted by Council for the purposes of public comment and has been on public display since December 1996. Of relevance to CAMCOS, it sets out clear statements of intent as to the desirable future form of the town centre.

Major Findings/Recommendations:

ö Maroochydore Town Centre will be the pre-eminent urban centre on the Sunshine Coast and ultimately serve a region of an anticipated half a million people;

ö Residential uses will be mixed within the centre at appropriate medium densities;

ö The integration of the various uses and the density and locations in which they are arranged will support efficient use of the transit system;

ö An additional 60,000 m2 of retail floor space will be required to service the town centre catchment of 500,000 people;

ö An additional 40,000 m2 of retail showroom floor space are likely to be required (requiring approximately 12 ha of land area);

ö An additional 200,000 m2 of office floor space will be required (higher density office development should be consolidated within the core);

ö Council offices should be relocated to Maroochydore within the core area;

ö A botanical garden should be located within walking distance of the core area;

ö A regional sports facility should be located near the town centre as the most desirable location on the Sunshine Coast;

ö A regional entertainment centre should be located near the town centre;

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ö A rail/transit route*s station must be as close as possible to the core of the town centre;

ö The preferred maximum height of buildings within the core is 10 storeys; outside the core it is 3 storeys;

ö Drainage ponds required to develop the vacant land to the south and south-west of the existing centre must be provided in a continuous waterway system, across the entire east-west dimension equating to approximately 25% of the undeveloped land required for this continuous waterway system.

Preferred Town Centre Development Scenario (refer Figure A1.3a) and Alternative Town Centre Development Scenario (Figure A1.3b)

These scenarios provide for the distribution of a full range of town centre functions, consistent with the vision statement and objectives.

The town centre scenarios differ primarily with respect to the preferred location of future transit interchange and variations to the land use pattern for each scenario. The options for the future transit interchange are listed in order of preference (1 being the most preferred):

ö North east corner of the intersection of Plaza Parade and Horton Parade, due to:

- the proximity to the highest density of existing and proposed employment floor space in the town centre; - the proximity to the historic heart of the town centre around Ocean Street; - the proximity to Cornmeal Creek, being situated midway along the creek in terms of access to the Maroochy River to the east or Sunshine Plaza and beyond to the west; - the situation at a key vehicular junction of the town centre, enabling effective inter-modal transport interchange and a high level of prominence in the ‘mental map* of town centre users.

ö Northern part of the existing golf course for reasons similar to 1 above.

ö Western end of the existing Myer building within Sunshine Plaza development. While not well located centrally to the town, it does offer the opportunity to be well linked to the balance of the town centre via Cornmeal Creek and a new axis to Ocean Street.

ö Adjacent to the future southern access road from the Sunshine Motorway, immediately south of Plaza Parade which offers a clear short term opportunity to terminate a transit service in proximity to the town centre core.

The preferred strategy includes a number of scenarios to provide for flexibility with regard to the final location of the transit interchange.

The Centre Development Plan divides the centre study area into 36 precincts. Preferred development for each precinct has been extracted from the study and are presented below. There is no consideration for a rail link from Maroochydore back to Nambour on the North Coast rail line.

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Implications

The main points to arise from this study are:

ö There are two main options identified as to where the transit interchange associated with the rail corridor under investigation in this study, would be located; ö The general intent is to intensify the centre; ö A mixed use approach is adopted whereby medium density residential will be mixed within the centre; ö Tourist development/activities are promoted; ö An additional 300,000 square metres is required for retail/retail showroom/office floor space which has implications for employment; ö The study recommends Council relocates its offices to Maroochydore which has implications for employment (1100 people); ö Precincts 1, 2 and 4 are the most intense town centre precincts; ö Development within Precincts 13, 14, 15 and 17 is dependent to some extent on the location of the transit interchange; ö Precincts 26, 29, 32, 33 and 34 are intended for low density/limited development.

Preferred development for each precinct for Maroochy Shire includes the following (see Figure A1.3c):

Precinct 1

- medium and high density residential development; - tourist development; and - building height of 10 storeys.

Precinct 2

- high density residential; - tourist development; - commercial uses including high density offices and retail; and - recreation, hospitality and entertainment uses.

Precinct 3

- low and medium density residential; and - buildings should be no more than three storeys.

Precinct 4

- medium and high density residential; - tourist development; and - buildings should be no more than five storeys. Precinct 5

- commercial uses such as offices and retail; - high density residential; - the area behind the shops and offices fronting Ocean Street is a desirable location for a multi-deck public car park;

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- redevelopment of the shops and offices fronting Ocean Street is preferred to occur as part of a comprehensive masterplan proposal - but as a minimum, development of individual sites should not compromise desirable redevelopment of adjoining sites.

Precinct 6

- a wide range of core town centre functions, including retail, offices, tourist, entertainment and hospitality uses.

Precinct 7

- should the primary school vacate, the playing fields are preferred to be used for medium density residential development.

Precinct 8

- medium density residential.

Precinct 9

- medium density residential; - institutional or educational uses; - retail warehousing.

Precinct 10

- low density residential and other residential purposes consistent with the Residential B zone.

Precinct 11

- medium density housing.

Precinct 12

- medium density residential; and - low density offices of a scale consistent with residential development.

Precinct 13

- no development should be permitted in this precinct until the final location of the transit interchange is known; - should the transit interchange be located in the vicinity of Plaza Parade, that part of the site fronting Primary School Court should be developed consistent with Precinct 12, and the balance area consistent with Precinct 14; - should the transit interchange be located west of Precinct 15, this precinct should be developed for medium to high density offices; - a new street is desirable through this precinct on a north south alignment linking Primary School Court and School Road.

Precinct 14

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- medium density residential; - low density offices of a scale consistent with residential development; except - should the transit interchange be located west of Precinct 15, this precinct should be developed for medium to high density offices; - car parking for retail and other development.

Precinct 15

- a wide range of core town centre functions, including retail, offices, tourist, entertainment and hospitality uses; - redevelopment which provides additional retail floor space and other town centre functions in the north-east part of the precinct; - should the transit interchange be located within Precinct 15, development must provide for that interchange to be located such that direct pedestrian access is available from the interchange to both Cornmeal Creek and the new axis to Ocean Street referred to above.

Precinct 16

- medium to high density offices; and - retail.

Precinct 17

- a wide range of core town centre functions, including retail, offices, tourist, entertainment and hospitality uses; and - this precinct is the preferred location for the transit interchange and is also subject to road realignments to accommodate the Plaza Parade duplication to dual carriageway.

Precinct 18

- intensive office development at high densities, including the redevelopment of the Cornmeal Parade car park as a multi-storey office building with integrated multi-deck car parking; and - active retail frontages.

Precinct 19

- re-use of existing retail showrooms for office purposes.

Precinct 20

- medium density residential; and - low to medium density offices of a scale consistent with residential development.

Precinct 21

- medium density residential; - medium density tourist developmental; - building heights up to 4 storeys; and - development which is designed to maintain the residential amenity of existing low

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density residential development in Precinct 22.

Precinct 22

- low to medium density residential; and - building heights up to 2 storeys, with high site coverage and encouragement for attached housing; duplexes; townhouses and terraced housing.

Precinct 23

- medium to high density tourist accommodation; - medium to high density residential; and - limited hospitality use, such as coffee shops and restaurants: no more than one tenancy per development project.

Precinct 24

- development which provides public access along the riverfront; - public purposes, including a caravan park; and - entertainment and hospitality uses.

Precinct 25

- medium density residential; and - low to medium density offices of a scale consistent with residential development.

Precinct 26

- the precinct must accommodate an extension of Cornmeal Creek, required for hydrological reasons to link with new waterbodies in Precinct 30; - the land between the Cornmeal Creek extension and Precinct 10 is preferred to be developed as park. This location is preferred as part of the core location of a botanical gardens, linking to the balance of those gardens on Precinct 30. A pedestrian bridge would be required over the future extension of Cornmeal Creek to the south-east, to part of the balance gardens on Precinct 30; and - the land between the Cornmeal Creek extension and the proposed southern link road from the Sunshine Motorway is to be developed as low density offices.

Precinct 27

- low to medium density offices.

Precinct 28

- medium to high density offices; - golf course, until the land is used for other purposes; - a reserve for a transit corridor along the northern boundary of the precinct should be provided; - a linear park is to also be provided in a north-south direction through the precinct, linking precinct 29 to Plaza Parade; - in the western part, a business or resort hotel with convention facilities;

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- if the transit station is located west of Precinct 15, then the southern part of the precinct could also be used for low density offices or medium to high density residential purposes.

Precinct 29

- town park; - golf course; and - retail showrooms, adjacent to no more than half of the western boundary of the precinct, provided as a single complex oriented around a central car parking area.

Precinct 30

- town park; - the north-eastern part of the precinct is the preferred location for the core of a botanical gardens; - golf course; - a limited range of other uses including medium density residential, low density offices in a park setting and education uses; - sports stadium in a location adjacent to the proposed southern access to the town centre; - no more than 2.5 hectares of retail warehouses in total in the precinct, provided as one single complex oriented around a central car parking area; - waterbodies shall be required to meet hydrological standards, which could require up to 25% of the precinct to be provided as waterbodies, linked to other waterbodies in precincts 29 and 26 whereby no waterbody is at its narrowest point less than 80 metres in width; and - a reserve for the proposed southern access road and transit corridor is to be provided as part of any development proposal within the precinct.

Precinct 31

- town park; - golf course; - a limited range of other uses including medium density residential, low density offices in a park setting and educational uses; - the reserve for a transit corridor through the precinct should be provided; - retail warehouses situated only between the proposed southern access road and the proposed transit corridor, provided as one single complex oriented around a central car parking area.

Precinct 32

- town park as bushland/forest.

Precinct 33

- town square; and - park.

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Precinct 34

- footpath markets/kiosks/coffee shops.

Precinct 35

- medium density offices; - institutional and community uses; and - retail adjacent to the First Avenue frontage.

Precinct 36

- buildings to the front property line with active frontages.

A1.3.2 Mooloolaba Forward Plan

Background

This document was prepared by a consultant team headed by Ratio Consultants Pty Ltd. Of relevance to CAMCOS it includes a Development Control Plan (DCP) for Mooloolaba. This DCP has been on public display and submissions are currently being assessed. It is anticipated the DCP will be forwarded to State Government in June for gazettal. The main components of each precinct in this DCP are presented here. The precincts are depicted in Figure A1.3d.

Preferred development for each precinct has been extracted from the Mooloolaba study includes:

Precinct 1

- public open space; - car parking; - local access roads; - limited temporary commercial concessions; and - the Surf Club: Land use will be restricted to their existing land and relate to activities associated with the surf lifesaving club, restaurant and car parking.

Precinct 2

- tourist retailing; - restaurants; - cafes; - professional offices; - outdoor dining; and - high density tourist accommodation.

Precinct 3

- medium density residential accommodation (refer height controls); and - some professional office uses, where appropriate, may also be considered north of

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Walan Street.

Precinct 4

- medium to high density residential; - tourist accommodation; - convenience retail; - restaurants; and - professional offices.

Precinct 5

- medium to high density residential; - tourist accommodation; - some convenience retail; - cafes; and - restaurants.

Precinct 6

- medium to high density residential accommodation; and - some low-intensity commercial activities, such as, low-rise professional offices, plant nurseries and vet clinics.

Precinct 7

- tourism related uses such as tourist attractions and retailing; - medium to high density tourist accommodation; - ancillary leisure facilities; - a marina; and - car parking.

Precinct 8

- cultural facilities; - sporting or recreation facilities; - public open space; and - caravan park.

Precinct 9

- caravan park; and - open space facilities.

Precinct 10

- primary school (existing); and - a range of educational facilities associated with open space and recreational use.

Implications

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The main points to arise from this study include:

ö A mix of uses is being promoted; ö Precincts 3, 4, 5 and 6 promote medium to high density residential development; ö Precinct 2 is the town centre and Precincts 2 and 7 provide for tourist accommodation and facilities.

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A2.0 References

Maroochy Shire Council

ö Maroochy Shire Strategic Plan and Map. ö Maroochy Shire Planning Study. ö Zoning Information within the study area. ö Sippy Downs Planning Study and DCP August 1996; ö Maroochydore Centre Development Plan; (Maroochydore Preferred Strategies and recommendations) ö Sunshine Coast Housing Study, Sunshine Coast Regional Housing Council, April 1995; ö Maroochydore Strategic Road Network, Link Option Study Eppel Olsen & Partners for Maroochy Shire Council, Nov 1995; ö Maroochydore Centre Development Plan Study, Maroochy Shire Council (in progress); ö Buderim Local Area Plan Nov 1996 ö Mooloolaba Forward Plan, Ratio Consultants, Dec 1996

Caloundra City Council

ö Caloundra City Strategic Plan, 1993 and Subsequent Amendments; ö Caloundra City Development Control Plan, 1996 ö Strategic Plan Review- Inventory Papers (Community Profile, Industrial Land, Commercial Land, Economic, Extractive Industry) Caboolture Shire Council, Sept 1995. ö Caloundra City land use, and zoning information maps.

Caboolture Shire Council

ö Caboolture Shire Council Strategic Land Use Plan, 1993.

Department of Environment

ö Regional Framework for Growth Management 1995 - Nature Conservation Areas - refer to principles and priority actions listed in the Regional Outline Plan and Map 2A;

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