Connecting Greater Bendigo - Integrated Transport and Land Use Strategy (ITLUS) - City of Greater Bendigo
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Connecting Greater Bendigo Integrated Transport and Land Use Strategy (ITLUS)
Connecting Greater Bendigo: Integrated Transport and Land Use Strategy
Strategic Planning Unit City of Greater Bendigo
Adopted on August 26, 2015
ITLUS Steering Committee Membership:
• Cr Rod Campbell, Greater Bendigo City Council (Chair)
• Mayor Cr Peter Cox, Greater Bendigo City Council
• Cr Barry Lyons, Greater Bendigo City Council
• Mr Mal Kersting, Northern Regional Director, VicRoads
• Mr Stephen McIvor-Smith, Acting Executive Director, Intergovernmental Relations – Strategy and
Planning, Department of Economic Development, Jobs, Transport and Resources
• Ms Jan Boynton, Regional Director, Loddon Mallee, Regional Development Victoria
• Mr Craig Niemann, Chief Executive Officer, City of Greater Bendigo
• Mr Darren Fuzzard, Director Presentation and Assets, City of Greater Bendigo
• Ms Prue Mansfield, Director Planning & Development, City of Greater Bendigo
• Mr Trevor Budge, Manager Strategy, City of Greater Bendigo
• Mrs Katherine Wrzesinski, Senior Integrated Transport Planner, City of Greater Bendigo
2
Foreword
Mr Craig Niemann strategy for Greater Bendigo in such a cooperative
Chief Executive Officer, City of Greater Bendigo manner with an ambition to have a process that
Mayor Cr Peter Cox,
The City is an organisation of over a thousand staff engaged with the community and that was open to
Greater Bendigo City Council
working together to make Bendigo Australia’s most ideas and initiatives. The journey to produce the plan
It is with great pleasure on behalf of the liveable regional city. We know that it is a huge task to has been highly productive; large numbers of the
Greater Bendigo City Council that I write manage a fast growing city with a range of competing community involved, many organisations coming on
this foreword. Connecting Greater Bendigo demands. The ITLUS is a very important strategy board as partners, the Bendigo Metro Rail initiative – a
– Integrated Transport and Land Use because it provides a really clear direction and sets direct outcome of developing the ITLUS and projects
Strategy (ITLUS) has been a long but very priorities for expenditure and action across our whole with schools. Each of the organisations have learned
fruitful journey. Council funded the ITLUS much on that journey. Our approach to meeting Greater
city and organisation. One of the most significant
because we wanted to have an innovative Bendigo’s future transport and land use needs provides
elements of the ITLUS is that implementation is a
and inspiring plan to tackle our growing transport needs for the new thinking, bold ideas and shared action.
partnership between the City, state government,
next twenty to thirty years.
community and businesses. The City itself has to
Developing the ITLUS was a response to the community’s call to go be an active player in this. Council is committed to Mr Stephen McIvor-Smith
well beyond the draft 2011 Road Transport Strategy. The community improving the health of our residents, ensuring we have Acting Executive Director, Intergovernmental
wanted a strategy that embraced all forms of transport, that safe ways to get around our city and that we reduce Relations – Strategy and Planning, Department
addressed the needs of all our residents and that truly integrated our environmental impact. The City’s commitment to of Economic Development, Jobs, Transport and
transport and land use. The ITLUS is at the forefront of community provide a bicycle fleet to reduce the use of our fleet Resources
driven strategies both for Bendigo and at a much wider level. cars around the city centre is one example of how we
The Greater Bendigo ITLUS will help drive economic
The community involvement, engagement and support for a support the ITLUS. There are many opportunities like
development and manage population growth in a
strategy of this type have been unprecedented. While the ITLUS is this where we as an organisation can lead by example. sustainable manner. The strategy will also help create
Council’s plan it is a document which importantly has in principle more liveable communities by ensuring new residential
support from key agencies such as VicRoads Public Transport developments have good walking, cycling and public
Cr Rod Campbell
Victoria and V/Line. Significantly the implementation of the ITLUS is transport access to existing networks.
Greater Bendigo City Council
now a partnership with over 20 major organisations including: the
ITLUS Steering Committee (Chair)
Bendigo and Adelaide Bank, Bendigo Health, La Trobe University,
Bendigo TAFE, Bendigo Business Council, the Bendigo Sustainably The ITLUS Steering Committee comprises Mr Mal Kersting
Group, the Victorian Bus Association and numerous schools representatives from the City and those government Northern Regional Director, VicRoads
across Greater Bendigo. Each of these groups have in some way departments and agencies that work with the The ITLUS sets the framework and directions for
committed to work towards implementing aspects of the ITLUS. Council in providing essential transport facilities and Greater Bendigo that provides a focus for an integrated
services; the Department of Economic Development, approach to transport and land use planning; reducing
The Strategy provides Council, the various government agencies
Jobs, Transport and Resources, VicRoads and Public our reliance on cars and making the best possible use
and the community with a plan for the future – a plan that is
Transport Victoria. As Chair I want to thank all the of the available infrastructure, including road space, to
designed to lead Bendigo to be Australia’s most liveable regional city.
representatives who sat on the Committee during meet capacity demands, and being open to exploring
the life of this project. It was most pleasing that the opportunities to do things differently.
Committee approached the task of overseeing the
preparation of an integrated transport and land use
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 3
Many have contributed
PREFACE
We would like to thank all those who have attended events to both learn more about
contributed to the development of the ITLUS. the concepts underpinning the ITLUS and to
contribute their own ideas.
Special thanks go to the members of the ITLUS
Steering Committee, the Reference Group Finally, we thank all those in our community
and the Technical Working Group who have who are already working together in making
contributed their personal time in attending Bendigo the most liveable regional city in
numerous workshops and meetings and for Australia.
sharing their professional and local knowledge
and varied viewpoints with the Project Team.
We would like to thank the consultants who
have assisted with the project, GHD, MRCagney
and Hello City and those in the community
who took part in the workshops and who
Organisations represented in the Steering Committee, the Reference Group and the
Technical Working Group:
• City of Greater Bendigo • Positive Ageing Advisory Committee -
• Public Transport Victoria Transport Working Group
• VicRoads • Urban Development Institute of Australia
Northern Chapter
• Department of Economic Development,
Jobs, Transport and Resources • J & A Light Freight
• Bendigo Take Action Group • Hoffman Engineering
(Bendigo Manufacturing Group Member)
• Bendigo Sustainability Group
• Plan B - Planning Students’ Association at
• Bendigo Health
La Trobe University
• Bendigo & Adelaide Bank
• Whitmores Bus Line
• Bendigo Business Council (Strathfieldsaye Service)
• La Trobe University • Bus Association Victoria
• Bendigo Traders Association • Youth representative
• Christian’s Bus Company
4
PREFACE
Greater Bendigo: Working together to be
Australia’s most liveable regional city
Preventing urban sprawl Improving health and Using the capacity of our Changing individual Leading through
and strengthening wellbeing through much networks to better move travel behaviours innovation and good
connections between better public transport people and goods through strengthening governance
people and places and more active travel partnerships and building
community support
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 5
The objectives at a glance
PREFACE
Connecting Greater Bendigo – Integrated Transport and
Land Use Strategy (ITLUS) is the City’s plan and call to
action to: Connecting Greater Bendigo Healthy Greater Bendigo
• progressively reduce the many short local trips that are
unnecessarily made by car in urban Bendigo; especially IMPROVING HEALTH AND WELLBEING THROUGH
PREVENTING URBAN SPRAWL AND STRENGTHENING
accessing places in our local neighbourhoods, commuting MUCH BETTER PUBLIC TRANSPORT AND MORE
CONNECTIONS BETWEEN PEOPLE AND PLACES
to work in the city centre and travelling to and from school; ACTIVE TRAVEL
• use clever and innovative city design to support far Manage growth
greater levels of walking, cycling and better public within the Urban
Prioritise Improve and expand 3.1
transport to better connect people and places and make services to existing railway
Growth Boundary
big improvements in the health of everyone, particularly Implement a stations
children; and Maintain and hierarchy of bus
• further develop and strengthen existing innovative
enhance the in Activity routes that serve
partnerships between Council and the key organisations
prominent role of
Centres a variety of On-road BUS priority
the City centre as
and businesses that support the ITLUS objectives and work a major focus for people and needs
with Council to implement a series of agreed actions civic, cultural,
commericial and
retail experiences Strengthen
regional public
Protect and Strengthen a transport Establish a
hierarchy of connections self-contained
reinforce the vibrant urban rail
identity of Bendigo Improve bus service in
services to existing Bendigo
Integrate and coordinate railway stations
public transport services
activity centres
10 MINU T E
and townships NEIGHBOURHOODS
Improve linkages Expand transport choises as the 3.3 Complete a network of safe
between walking, cycling and city’s population grows by
public transport routes, as well providing a wider range of services
bicycle infrastructure
as access to and circulation
within interchanges
Complete a safe and convenient
Support well connected and district townships network of walking paths
6
PREFACE
Moving Greater Bendigo Engaging Greater Bendigo Inspiring Greater Bendigo
CHANGING INDIVIDUAL TRAVEL BEHAVIOURS
USING THE CAPACITY OF OUR NETWORKS TO LEADING THROUGH INNOVATION AND
THROUGH STRENGTHENING PARTNERSHIPS AND
BETTER MOVE PEOPLE AND GOODS GOOD GOVERNANCE
BUILDING COMMUNITY SUPPORT
Maintain a Protect 2.2 Partner with lead organisations, Utilise appropriate
sustainable and enhance government departments, statutory and strategic
network for road key freight agencies, schools, community
planning tools to deliver
transport through connections groups and employers to integrated3.2
transport and
smarter investment engage as many people as land use outcomes
possible
Understand and address the needs of the Trial and pilot a Formalise the
freight sector and
associated industries
Seek series of
Council
GOVERNANCE
opportunities initiatives to MODEL
to share Change the way demonstrate
Prioritise the movement of people over the to deliver
expansion of road capacity when addressing resources and people think about how regional
traffic congestion and car explore new travelling around cities can lead measurable
Road works parking demand funding Greater Bendigo and innovate outcomes
1.2
streams Ensure program Position Greater Bendigo
Make best Moderate the implementation and as a leader in land use
use of need for car travel funding priorities and transport innovation
what we and improve align with the vision
have by access to daily Share knowledge and and principles of
prioritising destinations ideas on how to ITLUS
different progressively build a
roads for healthier, more appealing
and resilient city LEAD by EXAMPLE
different users
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 7
How should Bendigo approach the integration of transport and land use?
MAIN ITLUS ACTIONS
PREFACE
PEOPLE WALKING CYCLING
BENDIGO SHOULD BE BUILT FOR YOU, BENDIGO SHOULD BE BUILT FOR PEOPLE BENDIGO SHOULD BE BUILT FOR PEOPLE
WHETHER YOU ARE 8 OR 80 YEARS OLD. WHO WANT TO WALK. WHO WANT TO CYCLE.
RAIL BUSES ROADS
BENDIGO SHOULD BE BUILT FOR PEOPLE BENDIGO SHOULD BE BUILT FOR PEOPLE BENDIGO SHOULD BE BUILT FOR PEOPLE
WHO WANT TO CATCH THE TRAIN. WHO WANT TO CATCH THE BUS. WHO NEED TO USE THEIR CAR.
8
PREFACE
JOBS, SCHOOLS AND 10 MINUTE TOWNSHIPS
ACTIVITY CENTRES NEIGHBOURHOODS
BENDIGO SHOULD BE BUILT SO PEOPLE BENDIGO SHOULD BE BUILT SO PEOPLE BENDIGO’S TOWNSHIPS SHOULD BE
HAVE TRANSPORT CHOICES TO ACCESS CAN ACCESS THE LOCAL THINGS THEY BUILT SO THEY WORK FOR ALL
JOBS, SCHOOLS AND ACTIVITY CENTRES. NEED BY WALKING AND CYCLING. RESIDENTS.
FREIGHT GOVERNANCE PARTNERS
BENDIGO SHOULD BE BUILT SO THAT BENDIGO SHOULD BE BUILT SO THERE IS BENDIGO SHOULD BE BUILT ON
THE GOODS WE ALL NEED CAN BE STRONG COORDINATION BETWEEN COLLABORATIVE PARTNERSHIPS
DELIVERED EASILY AND WITH MINIMUM THOSE WHO PLAN, BUILD AND USE BETWEEN COMMUNTY, BUSINESSES
IMPACT. TRANSPORT AND LAND. AND GOVERNMENT.
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 9
Greater Bendigo PART B | REGIONAL OVERVIEW
PREFACE
Map 4: Links to surrounding regions
Greater Bendigo was formed in 1994 by the amalgamation of six former local government areas. It
now embraces an area of about 3,000 square kilometres and includes urban Bendigo, numerous
small townships, agricultural areas and forested public land.
Elmore
Source: Department o
Planning and Local In
Raywood
Goornong
Marong
Bendigo in a regional perspective
14 Regional Growth Plan LODDON MALLEE SOUTH
Axedale
i
City of Greater Bendigo:
Heathcote Total population: 110,579 (2015)
Weekly median household income: $991
Built up areas Average age: 38
Public land Main mode of transport: private vehicle
Redesdale
0 12.00
Main roads Public transport options: bus, taxi, limited train
kilometres
Railway Percentage walking and cycling to work: 5.4 % 1
City of Greater Bendigo
10Contents
Preface 4
The story 13
The growth of Bendigo 14
The future growth of urban Bendigo 15
What is the ITLUS? 16
Why was the ITLUS developed? 18
How was the ITLUS developed? 19
The challenges - where we are now 21
Addressing the challenges
- why not business as usual? 26
- why the ITLUS approach will work 28
How much will it cost and can we afford it? 30
How we will measure success 32
Targets 33
Delivering the ITLUS 35
Connecting Greater Bendigo 36
Healthy Greater Bendigo 42
Moving Greater Bendigo 50
Engaging Greater Bendigo 58
Inspiring Greater Bendigo 62
Implementation plan and resources 67 Look out for...
New actions to implement the ITLUS 68
References and links
Want to read more?
83
84
Internet links
i Information boxes References to relevant documents
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 1112
The story
THE STORY
The development of the ITLUS is a remarkable and making much better use of our public
journey for an Australian regional city. It transport facilities and services. Importantly
is the story of a community who rejected ITLUS recognises that these changes build
‘a big new road’ as the fix for an emerging on momentum in the community and a
problem. Council was initially concerned that shared desire for change. Reflecting Bendigo’s
the community reaction was largely just by capacity to work together to address issues, a
those who would be directly impacted, but an call for partners to help implement aspects of
extensive community engagement program ITLUS has produced a remarkable response.
confirmed that there was a real appetite for
Organisations representing thousands of
thinking differently, for innovation and for
people through employees, students and
capturing ideas that have worked in other
members have come on board and said they
places. The ITLUS grew from a set of ideas and
will work with Council to help implement
actions to progressively change how we move
aspects of ITLUS. The biggest response has
around the city and design and build Greater
been to a Bendigo innovation; what the
Bendigo.
ITLUS calls ‘1 in 5’, that is that one day in
The ITLUS seeks to understand how Bendigo five we change our commute to school or
functions, how we can manage growth and work to an active healthy mode – walking,
development so we all benefit and how we cycling or catching public transport. It’s
can better use the resources and capacity a great way for each and every person in
we have. In one sense the ITLUS aspires to Bendigo to demonstrate that they are part of
and charts some new and exciting directions the implementation of the Strategy and are
and the future for Bendigo, but it does this working together to make Bendigo Australia’s
by valuing what we have, capitalising on an most liveable regional city.
emerging concern about health, building on
community enthusiasm for cycling and walking
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 13The growth of Bendigo
The historical development of urban land use at Epsom, Huntly and Marong and numerous access locations by public transport, bicycle The urban form grew on the assumption
in Bendigo has generally followed transport. other stopping places across Bendigo and or walking. A prime example of this was the that not only did ‘everyone’ have a car, but
But this wasn’t always the case. The original surrounds. Bendigo established a tramway establishment in the mid-1970s of what was to also that this was the ‘best’ solution for ‘all’
THE STORY
settlement of Bendigo followed the creeks and system at the turn of the twentieth century. become a campus of La Trobe University – on mobility. The consequence was that the city
gullies – where the alluvial gold was found. It was built to service the various settlements the urban edge – well away from its origins sprawled to a degree never imagined. The total
This pattern of settlement spawned the early but it also created another set of spines that in the city centre. Free standing shopping footprint of the urban area for the number of
tracks which eventually became roads. The houses, businesses and employment related centres such as the original Marong Village people housed produced a low density city
tracks paralleled the creek lines such as the to. The development of a bus network also (now Lansell Square) south of Kangaroo Flat, that worked for many people. The radial roads
Bendigo Creek and connected between the followed many of these early routes but also which was established in the early 1980s leading away from the city centre became the
gullies as in the route between Bendigo and started to serve locations not accessible by and the development of Strathfieldsaye and new spines and then the areas inbetween this
Eaglehawk. Shortly after the initial settlement other public transport. Maiden Gully as commuter suburbs from framework started to fill in with more housing.
and survey and as housing and businesses the late 1970s, were further evidence of this Many residential areas only became practical
The clustering of settlement around these
grew, settlement clung to this early skeleton of pattern. The urban area was reshaped by most as places to live if you had a car. Parents drove
early transport nodes and corridors was largely
roads and tracks. With the coming of Bendigo’s households having convenient access to most children to school, people drove to work in the
swept away by the rise of the family owned
rail network from the 1860s the pattern things they needed by a car. Public transport, city centre and needed car parks to store their
motor car and later with greater affluence
of settlement along transport was further particularly buses, was largely for concession car for the day, shopping had to be done by
by two car households. Where people could
reinforced with stations at places like Golden card holders. car.
live and work and go to education was no
Square, Kangaroo Flat and Eaglehawk. The
longer primarily related to whether they could
rapid development of rail also saw stations
Bendigo 1857 Bendigo 1916 Bendigo 1982 Bendigo 2015
14The future growth of urban Bendigo
The outcome of a sprawling pattern is that The proposed future growth of urban Bendigo
urban Bendigo in 2015 stretches about 25 reinforces the core elements of:
kilometres from north (Huntly) to south • a strong city centre
THE STORY
(Big Hill) and a similar distance from east
• a network of activity centres with an
(Strathfieldsaye) to west (Marong). Even in
increasing emphasis on development
relatively light traffic, a trip from one side of the Huntly around existing and planned railway stations
urban area to the other takes about 30 minutes
by car. The public land – forest that virtually • radial transit corridors
encircles the urban area, now substantially • specialised employment centres, hospitals,
shapes the linear form of Bendigo. In many university, airport and Marong business park
places urban development is hard up against • planned infill within the Urban Growth
dense vegetation. This pattern is part of the Epsom
Boundary
reason that new settlement areas have leap
frogged the forest. While the ‘city in the forest’ Eaglehawk
is a highly valued feature and part of the
unique character of Bendigo, it too is shaping Marong Showgrounds
Airport
Bendigo’s urban pattern.
Maiden Gully
The ITLUS provides the platform for the
continued growth of urban Bendigo but in a City
Centre
way that much better relates transport and
land use and builds on the City’s strengths. Strathdale
Golden Square
Kangaroo Flat
Strathfieldsaye
Lansell Square
Main transit corridors
Rail corridors
The state government’s Transport Activity centres
Integration Act 2010 mandated the vision
Specialised employment centres
statement: ‘The Parliament recognises the 0 4
aspirations of Victorians for an integrated
Kilometres
Existing and proposed railway stations
and sustainable transport system that Development opportunities
contributes to an inclusive, prosperous and Urban Growth Boundary
environmentally responsible State.’
Schematic concept for the future growth of urban Bendigo
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 15What is the ITLUS?
The City of Greater Bendigo’s Integrated Strategic framework
Transport and Land Use Strategy (ITLUS) is a
The ITLUS is a stand-alone document, but it
major new strategic approach to meeting the
THE STORY
is also part of a suite of land use planning and
future transport, development and housing
development strategies that are shaping the
needs of Greater Bendigo – one of Victoria’s
urban form and settlement pattern of Greater
fastest-growing regional cities.
Bendigo. The Greater Bendigo Residential
Underpinned by strong partnerships with Strategy, Housing Strategy, and Commercial
businesses, government and community Land and Activity Centres Strategy each align
organisations, the ITLUS is Council’s principal with the ITLUS.
strategy for managing growth and change.
The strategy will guide where urban growth
takes place. It will be the plan for the type and
level of transport infrastructure and services to
be provided now and into the future. It’s a tool
that will be pivotal in achieving Council’s vision
of Greater Bendigo working together to be
Australia’s most liveable regional city.
Key concepts
The ITLUS sets the framework and direction
for:
• an integrated approach to transport and
land use planning
• reducing the reliance of many of our
households on cars
• making the best possible use of the available
infrastructure, including road space, to meet
our traffic demands
• being open to exploring opportunities to do
things differently
16INTEGRATED OUTCOMES
OF GREATER BENDIGO’S MAJOR STRATEGIES
THE STORY
Working together to be
AUSTRALIA’S MOST LIVEABLE REGIONAL CITY
HEALTH LEADERSHIP ECONOMY ENVIRONMENT SOCIETY
A healthy and safe Transparent, A sustained and Celebrated and An equitable and
community with collaborative diverse economy that protected built tolerant city where
improved governance and fosters innovation, heritage and natural the benets and
wellbeing effective community learning, jobs and environment and opportunities are
engagement productivity effective use of accessible and better
resources shared
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 17Why was the ITLUS developed?
In 2011, Bendigo reached a fork in the road.
The city was flourishing: its population was
swelling as people continued to move to one
THE STORY
of Victoria’s most dynamic regional centres;
former rural villages on the urban fringes had
become burgeoning new suburbs. Traffic levels
were steadily increasing. In response to the
mounting concern that some roads would
ultimately reach capacity at peak times, the
City of Greater Bendigo together with VicRoads
developed the Draft 2011 Bendigo Road
Transport Strategy. Based on traffic analysis
and modelling, it proposed extensive and
expensive works to increase road capacity in
order to tackle peak-hour congestion, reduce
delays and improve safety.
The Bendigo community has
realised there is a better way
to accommodate and transport
our growing population without
destroying what we love about
Bendigo.
But the Bendigo community rejected the
concept of more and wider roads. Through a Bendigo Cycling City, photograph courtesy of the Bendigo Advertiser, July 28, 2015
i
comprehensive campaign, which highlighted
their affection for Bendigo’s country-town motor vehicles consuming a large part of
feel, the view was that simply increasing road people’s incomes. The city’s urban form
capacity was a short-sighted response to influences the way we get around – which Tapping into community attitudes
growing traffic volumes. in turn affects our wellbeing, our household More than 90% of people at the 2012 of primary school-aged children are usually
The issue was recognised as being broader budget and the wider economic and natural community transport discussions believed driven to school, yet only 7% said they would
than simply getting more people from A to environments. Greater Bendigo should set a vision for a like to be driven. Most said they would like
B. Like cities and towns all over the world, The ITLUS was born out of the community’s more sustainable transport system and 70% to ride their bikes or walk with their friends;
Bendigo faces numerous pressures including recognition that realistic and viable alternatives thought Greater Bendigo should be a more scooters and skates were also popular.
managing population growth, lifestyle-related are possible, but also that a concerted and compact city with infill development. 75%
health issues, climate change impacts and cooperative approach is needed.
18How was the ITLUS developed?
The ITLUS is as much about the process used development laid the foundations for the The ITLUS engagement process involved representatives; youth and education sector
to develop it, as it is about what it aims to partnerships and integrated decision making thousands of people expressing their views representatives; state government officials
achieve for Greater Bendigo. The Strategy that the ITLUS delivery is based on. and doing their part in various ways – from and local Councillors; as well as specialist
THE STORY
filling out surveys to taking part in a ‘story groups and organisations. The ITLUS Steering
A collaborative and transparent process telling campaign’ that featured in the Committee, Reference and Technical
From its inception, the ITLUS was centred local newspaper; attending public forums, Working Groups Members contributed local
around: information sessions, listening posts and knowledge, professional expertise and
The ITLUS was developed in stages. Visit
• gaining a clear understanding of the local workshops; to writing-in submissions; informed the strategic direction of the ITLUS.
the City’s website to see how the ITLUS
has evolved through engagement with needs and aspirations; having their say by entering a children’s art The Membership expanded as the project
the community. Access all the relevant competition; or communicating via social evolved. Many of the Member organisations
• building community trust and encouraging media. have officially agreed to partner with the City
reports that provide in depth analysis involvement by making the process highly
of research undertaken to deliver the of Greater Bendigo and are working towards
transparent and well publicised; The ITLUS needed to address complex land
Strategy. View recordings of ITLUS events, delivering the ITLUS objectives (refer page 59
use and transport issues and consider a
watch presentations from renowned • developing a deeper understanding of the for details).
wide spectrum of competing needs, views,
speakers and many others who have forces shaping Greater Bendigo’s future; and
demands and expectations. Its development Putting knowledge into action
contributed to the ITLUS development • crucially gaining the support of key was overseen by a broad ranging group
process. 2 The ITLUS development took time but it
stakeholders and the broader community of stakeholders including: local residents,
did not delay action. In fact, as the process
business, transport and development sector
Stage 1 Project inception Stage 2 Identifying the vision: Stage 3 Applying the vision: Stage 4 Dening the strategy:
What should our city look and What do we need to do now and in How do we deliver?
feel like in the future? the future to achieve our vision?
Scenarios
1 2
CO N NECT I NG GR E AT ER BE NDI GO
INTRODUCTION
Bendigo
Bendigo Road GreaterBendigo
Greater Bendigo
IntegratedTransport
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ResearchPaper
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Stage22--Identifying
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March 2011
March 2011
END SECTION
Stage 4 Consultant's Report Rev.F 13 October 2014
Bendigo ITLUS 28
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 19gained momentum, so did the collaborative
work designed to improve the city’s transport
i
options and the community’s perceptions of Roles of government
THE STORY
active travel. For example: It is important to understand the respective VicRoads is responsible for the arterial road
• The City of Greater Bendigo has been liaising roles and responsibilities of Council and a system (the major roads), it also approves
with State Government and advocating number of government departments and traffic management infrastructure such as
on behalf of the Bendigo community for agencies in respect to land use transport traffic lights, speed limits and pedestrian
infrastructure and services. Council is crossings. Public Transport Victoria is
improved bus and train services under
responsible for the maintenance and responsible for the planning, provision and
the PTV’s 2014-2015 Bendigo Bus Network
management of local roads, parking, timetabling of train and bus services. Local
Review and as part of the Minister for Public
Students from Epsom, Huntly and White Hills footpaths, cycling paths, playgrounds and government’s fiscal capacity is relatively
Transport’s Bendigo Metro Rail initiative. recreational reserves. Local government limited. Council’s knowledge of community
Primary Schools, Mayor Cr Barry Lyons and
• Council’s 2015-2016 Budget responded to controls streetscape design, street lighting, needs and aspirations can influence the
Leonie Francis, Vice Chair Northern District
community calls for better walking and community health programs, community actions of other levels of government.
Community Enterprise at the Ride2School Day
cycling facilities and included $2.37 Million facilities and amenities. Importantly, Council As such, Council’s role in advocating for
2014. Photograph courtesy of the Bendigo
for this purpose. is responsible for managing land use and transport services and infrastructure
Advertiser. development through its planning scheme. improvements detailed in ITLUS is
• Throughout the Strategy development, a
The Minister for Planning approves changes paramount for the future of Greater Bendigo.
number of behaviour change projects were
to Council’s planning scheme.
undertaken involving local schools and
businesses.
2014-2015: 2015:
1993: Bendigo Bendigo Connecting
2020 Strategy 2014: Loddon- Commercial Greater
- Land Use Strategy 2004: Regional Rail 2005: 2008: Bendigo 2010: 2013: Victoria Mallee South Land and Bendigo
-Transportation Project - First stage Bendigo CBD CBD Parking Transportation - The Freight Regional Growth Activity Centre ITULS
Strategy implementation Plan Strategy Integration Act State Plan Strategy adopted
1971 1993 2000 2004 2005 2008 2010 2013 2014 2015
1971: Bendigo 2000-2014: 2004: Bendigo 2005-2006: 2009-2014: Major 2011: Draft 2014: Plan 2014: Greater 2015: Loddon 2015:
Transport Study 20 Progressive Residential Greater Bendigo investment by Bendigo Road Melbourne Bendigo Mallee South Bendigo
year framework changes to the Development Cycling and PTV in Regional Transport Strategy Residential Regional Tram Study Connecting Greater Bendigo:
for Transport and Bendigo Urban Strategy Walking Strategy Rail, stations and Transport Transport Integrated Transport and Land
Land Use Bus Network by - UGB service frequency Strategy Strategy Use Strategy
PTV - Transit corridors commences
Strategic context
20The challenges - where we are now
In 2015, around 85% of Greater Bendigo Housing There is therefore a growing need for a range
residents live within the city’s defined urban Housing development in Greater Bendigo of housing types that match the changing
growth boundary. Bendigo itself is celebrated continues to be dominated by the industry’s demographics and different life stages.
THE STORY
as a nationally unique ‘city in the forest’, delivery of conventional land and house
surrounded by numerous rural centres and packages to suit growing families. However, Activity centres
smaller settlements, each with their own the proportion of smaller households is Bendigo’s main north-south ‘spine’ – from
cherished role and character. growing (55% of all households now comprise Huntly in the north to Kangaroo Flat in the
However, Greater Bendigo faces 21st-century only one or two persons) – the result of an south, incorporates major activity centres,
challenges – shared by cities around the world ageing population and changing household including: the city centre, most of the urban
– that stem largely from the 20th-century rise types. The trend is towards smaller families area’s retail floor space, 16 schools, our two
of fossil-fuelled transport and sprawling urban and single or couple households without main hospitals and most of our employment.
development. dependents. About 35% of urban Bendigo’s population
lives along that spine. Transport along this
corridor includes the full suite of travel options:
road, rail, bus and off-road walking-cycling
paths. Some parts in the north of this corridor
along the Bendigo Creek have potential for
developing urban agriculture.
The city centre and immediate surrounds
remain a key destination (rather than primarily Even though the urban bus service carries 1.4
supporting through-traffic). It accommodates million passengers a year it is underutilised
many of the city’s major employers and 47% of and the service frequency is poor. Nearly 90%
all Greater Bendigo’s jobs. This concentration of all bus passengers hold concession cards.
will grow further with the expansion of the
Forty-six taxis serve Bendigo, make 600,000
Bendigo Hospital. Freight, manufacturing,
trips and carry just over a million passengers
agricultural product processing, La Trobe
per year.
University and major retail centres represent
employment concentrations outside the city Bendigo’s inter and intra city rail service
centre. continues to undergo a major revival. Services
between Bendigo and Melbourne are frequent.
Transport Prompted by an earlier draft of the ITLUS the
Bendigo is serviced by an extensive urban bus state government is planning for Bendigo
Metro Rail. In the past decade, the Echuca line
network, a taxi fleet and railway stations at
has been reopened adding to the Swan Hill
Bendigo, Eaglehawk, Epsom and Kangaroo
line as a regional connection, Kangaroo Flat
Flat.
and Eaglehawk stations have been revived and
a new station has been built at Epsom.
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 21The Victorian government has committed from Castlemaine) now sees approximately 10% regional plan. Achieving this sort of population traffic congestion will continue to worsen.
$2million towards the Bendigo Metro Rail more passengers arrive at the Bendigo station growth would require a major government A greater proportion of trips, particularly
project which has provided the vital support than leave by train in the mornings. policy intervention. Major investment in public commuting to work and school need to
THE STORY
the region needs to make progress in achieving However, private vehicles remain the dominant transport infrastructure and services would change to public transport, walking or
the public transport aspiration for Bendigo. transport mode – currently accounting for up be a substantial stimulus to population and cycling.
While limited train services currently exist to 85% of weekday commuter trips. Traffic is economic growth.
between the various Bendigo stations becoming congested during peak times on Cost of car dependency
While the numbers choosing to live in Greater
(except between Bendigo and Kangaroo certain routes and around key locations such Bendigo may reflect the city’s reputation There is financial stress in households ‘forced’
Flat), residents are starting to use the existing as schools. for liveability, they also pose considerable to purchase a second car when residential
main services (which are primarily geared for challenges. areas are geographically separated from
Population growth
connections with Melbourne) for some intra- employment, schools and services and
city travel. Greater Bendigo has sustained one of regional Significantly, over the next 25 years Bendigo
no viable alternatives to car travel exist.
Victoria’s highest rates of population growth. will need to build around 1,000 new dwellings
Bendigo has also become a destination in its own Vulnerability to ‘peak oil’, with rising petrol
If, as expected, this growth rate continues, per year (an additional 25,000 by 2040).
right, with regional services including a network prices, is exacerbated by
our population will reach about 180,000 entrenched car dependency
of regional buses linking to Bendigo railway Health and wellbeing
people by 2050. The aspiration is to grow and a disproportionate level
station which has become a regional capital the population faster and aim for 200,000 A strong correlation exists between low-
transport hub. A huge increase in Melbourne-line of household income that
people by 2040 – this is now adopted Council density sprawling suburbs, low levels of
services and commuters to Bendigo (particularly must be allocated to owning
policy and is the state government’s adopted physical activity and poor health outcomes.
and operating a car, or for
Fostering healthy and active transport
many households, two
options can markedly improve community
health and wellbeing. cars.
Bendigo currently has one of Victoria’s highest Equity of access
rates of car ownership, and one of Victoria’s Many in the community do
highest proportion of obese and overweight not drive private cars:
residents (56.9%) – a level of poor health that young people, elderly
is estimated to cost the Bendigo community people, those unable
$65m annually. to drive or without the
Many neighbourhoods, especially new financial means to run a
areas, provide few destinations to walk car. They are disadvantaged
to. Footpaths and cycle paths are often by developments which
inadequate and poorly connected. Many create a reliance on private
relatively short trips are taken by car. vehicles. Providing equity and
inclusion means ensuring everyone can access
Increased traffic congestion transport that is relevant to their needs and
Unless we change the way we plan, design circumstances.
People trying to cross Pall Mall and build our city as our population swells,
22Extreme weather The future liveability of Greater
With climate change the likelihood of events Bendigo depends on how we approach
these challenges. What worked in the
THE STORY
such as fires, floods and heat waves increases.
Communities must be proactive about 19th and 20th centuries will not serve
anticipating and planning for future conditions us well today and tomorrow – and may
to reduce impacts – greater resilience through not even be possible.
real travel options is needed.
Smart moves for smart places
By Dr Rodney Tolley who has been Moreover, walking offers many social and
nominated in the top 50 of the World’s community benefits. By providing eyes on
sustainable transport ‘heroes’. the street, it creates vibrant places which
Conference Director of Walk21and are socially safe. A recent study of 170
neighbourhoods shows the negative impact
frequent visitor to Bendigo.
of walkability on neighborhood crime levels.5
There is a strong link between urban form, There are also many environmental benefits
travel behaviour and environmental and to the city and neighbourhood as walking is
community health outcomes. In low emission-free, noise-free and burns kilojoules
density areas, distances are too great to rather than fossil fuels.
walk or cycle and public transport is less
There is now also a widespread recognition
i
viable, whereas in connected communities,
destinations are close together, active travel that there are powerful economic advantages
is supported and walking becomes the to improving walkability. Retail performance
preferred means of movement. is enhanced where centres are attractive and
welcoming to people on foot. A recent meta- Greater Bendigo’s health and wellbeing: a grim warning
Walking is not only the most analysis of 70 studies shows that walkable
fundamental form of mobility but it High rates of obesity are strongly related to Life expectancy is slightly lower than the
retail will continue to grow over the next low levels of physical activity. Currently only state average, while the rate of heart disease
is also an effective way to combat high several decades.6 Space for people is more
population levels of physical inactivity, 23.1% of adults and 38.5% children under (which is preventable and a leading cause
important in such centres than is space for 18 years in Greater Bendigo undertake daily of death in Bendigo) is significantly above
which is a major driver of the overweight vehicles and parking. The mantra is: “a good
and obesity epidemic. Promoting walking exercise of at least 30 minutes.8 average.
walking environment is a good economic
is recognised as a promising means of environment”.7 Being overweight or obese is a contributing The design of our City overall and in each
increasing population levels of physical factor to a range of preventable diseases. decision about new uses and developments
activity.3 It also provides excellent value for These findings are highly applicable in a
In Greater Bendigo 60% of adults are can strongly influence how, when, how much
money: a global review of 16 active travel regional city like Bendigo.
overweight or obese, a figure which and whether we use active healthy travel
projects in 2014 showed a mean benefit cost modes.
significantly exceeds the Victorian average.9
ratio of 6.28:1.4
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 23The development of regional rail passenger services
SWAN HILL
Bendigo was linked with Melbourne with the passenger services, Kangaroo Flat station was 1905
LAKE BOGA
THE STORY
opening of the railway line in 1862. Railways reopened and a new station built at Epsom. TRESCO
MYSTIC PARK DENILIQUIN
played a vital role in the development of The Regional Rail initiatives post 2000 have LAKE CHARM
FAIRLEY
Bendigo and the city quickly became a major given Bendigo a greatly increased number of KERANG
SOUTH KERANG
ECHUCA
STRATHALLAN
passenger and goods terminal with lines services to Melbourne and the towns along TAGOWEL
ROCHESTER
MACORNA
radiating in all directions. The Bendigo Railway the main line. The number of services inside MINCHA ELMORE
Workshops further consolidated the city’s role. the Bendigo urban area will be increased with PYRAMID HILL
MOLOGA
AVONMORE
By early in the twentieth century rail was king the Bendigo Metro Rail development. Bendigo PRAIRIE
GOORNONG
and a network of stations served the Bendigo Railway Station has progressively become a DINGEE WELLSFORD
BAGSHOT
urban area and surrounds. The demise of rail major hub for passenger services. RAYWOOD
BR
IN
ID
SEBASTIAN
LE
HUNTLY
G
was brought on by the growth of the car and
G
M
LE
IC
EW
AR
The sequence of maps show the growth and
D
H
W
AT
ER
AR
O
O
N
ER
O
BY
D
rail services and stations were withdrawn. At
G
D
T
EPSOM
development of the passenger rail services, WEDDERBURN /
EAGLEHAWK
its lowest point in the provision of passenger KULWIN /
their decline and their recent revival. MANANGATANG
rail Bendigo was only linked to Melbourne BENDIGO
LONGLEA
and Swan Hill. However, rail has turned the GOLDEN SQUARE AXEDALE
corner, the Echuca line has been reopened for KANGAROO FLAT
RAVENSWOOD KNOWSLEY
HARCOURT
DERRINAL
CASTLEMAINE
HEATHCOTE
CHEWTON
SOUTH HEATHCOTE
ELPHINSTONE
TARADALE
MALMSBURY TOOBOORAC
REDESDALE Jn PYALONG
KYNETON
HIGH CAMP
MON - FRI SAT SUN CARLSRUHE
MORANDING
THU WOODEND
WILLOWMAVIN
Total 448 465 220 109 MACEDON
KILMORE
Urban buses 377 386 184 77 GISBORNE
MELBOURNE
At Bendigo Railway Station RIDDELLS CREEK
during the morning peak: Regional buses 12 10 2 0 HISTORIC
V/Line buses 22 31 6 8
CLARKFIELD
REGIONAL PASSENGER
325 commuters to Bendigo SUNBURY RAIL NETWORK
Trains 37 38 28 24
INTERCHANGE STATION
295 commuters leave Bendigo
Total buses and trains passing through, OPEN STATION
starting or terminating at Bendigo Railway MELBOURNE
Station each day
Historic Rail Network 1905
24SWAN HILL
SWAN HILL
Proposed Developments
THE STORY
KERANG KERANG ECHUCA
ROCHESTER
ELMORE
PYRAMID HILL PYRAMID HILL
DINGEE DINGEE
EPSOM
EAGLEHAWK EAGLEHAWK
BENDIGO BENDIGO
KANGAROO FLAT
CASTLEMAINE CASTLEMAINE
MALMSBURY MALMSBURY
KYNETON KYNETON
WOODEND WOODEND
MACEDON MACEDON
GISBORNE GISBORNE
RIDDELLS CREEK RIDDELLS CREEK
HISTORIC
CLARKFIELD
REGIONAL PASSENGER CLARKFIELD
REGIONAL PASSENGER
SUNBURY RAIL NETWORK SUNBURY RAIL NETWORK
INTERCHANGE STATION INTERCHANGE STATION
OPEN STATION OPEN STATION
BENDIGO METRO RAIL
SOUTHERN CROSS SOUTHERN CROSS
Historic Rail Network 1995 Current Rail Network 2015
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 25Addressing the challenges – why not business as usual?
The traditional city planning and design More roads not the answer
response to a growing population has been We know, from experience in Bendigo and
characterised by: elsewhere, that ongoing urban expansion and
THE STORY
• providing more housing on the city fringes unrestrained investment in road capacity,
– in Bendigo’s case over the last generation as the only ‘solutions’ to growth are not
this represents about 60% of all new housing sustainable, effective or economically feasible.
• widening or building new roads to cater for Given an increasingly competitive funding
increasing traffic – for instance in Bendigo’s environment, and the fact that traffic
case there are repeated calls for a new ring congestion levels on Bendigo roads are minor
road or bypass compared with places like Melbourne, the city
• assuming that private cars are the only needs to ensure infrastructure investments are
realistic ‘solution’ to all transport needs – in well targeted towards initiatives with optimal
Bendigo’s case a lack of realistic alternatives whole of network outcomes and supported
means that many households run two cars, by improved land use integration. Few of the
despite the substantial cost proposed road building and reconstruction
works in the Bendigo 2020 Transportation
Study (1993) have actually been funded to
date.
Future issues
Allowing 25,000 additional dwellings to be built
in an ad hoc manner over the next 25 years
Induced demand on the city fringes will mean that Bendigo’s
Evidence from around the world urban edge would balloon outwards, further
demonstrates that increasing road increasing car dependency. Since Bendigo’s
capacity provides only temporary relief employment is centrally concentrated,
from traffic congestion and eventually the mismatch between employment and
worsens the problem. Ironically studies residential areas would increase.
now conclude that conventional
approaches to relieve congestion Under a ‘business as usual’ scenario:
Completed
attracts more vehicles to them, which • traffic volumes would be likely to grow by
actually accelerates the growth in traffic Under Construction up to 50% on some roads over next 20 years,
volumes – a phenomenon known as Other Improvements increasing congestion and commuting
‘induced demand’. The substantial 0 4
Not Completed times. The expected growth in freight
investment in increasing traffic capacity
Kilometres
movements would put further pressure on
provides a limited and short-lived the road system.
benefit.10 Progress on recommendations from the Bendigo 2020 Transportation Study (1993)
26• Bendigo’s widely loved ‘country town’
and ‘city in the forest’ identity would be
threatened, as would its liveability.
THE STORY
• providing public transport services to
a series of new developments around
Bendigo’s periphery would be expensive;
without it, non-drivers and those without
cars would be severely disadvantaged.
• accessing employment, services and
recreation would become more expensive
and increasingly difficult for households
without multiple cars and the means to run
them.
• health costs would continue to rise, more
children would be driven to school, the rate
of preventable diseases associated with low
levels of physical activity such as diabetes
and heart disease would continue to rise. Sprawling low density residential development in Bendigo
• arable land, treasured environmental areas,
biodiversity and habitat would be replaced
by urban development.
Conventional residential development in Bendigo
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 27Addressing the challenges – why the ITLUS approach will work
Many cities around the world are applying the
ITLUS-style ideas. Not only are they working,
governments at all levels are funding them
THE STORY
More foot traffic
because they make good sense and are cost-
boosts employment
effective. Significantly, they are far easier to apply Marked bike lanes SAFETY
ECONOMIC and visitors 300% 11J
in a smaller city like Bendigo. reduce vehicle-bike
Expensive major road collision up to 50% 11A
With conscious planning to integrate transport works to increase capacity and
and land use, our city can be progressively minimising the cost of infrastructure
shaped to foster and support the use of public and utilities to new homes can be
and active transport. avoided Safe routes to school
Walking or cycling to work, school or using public decreases pedestrian
For every $1 invested in
injuries 33% 11B
transport is a practical way to incorporate daily cycling infrastructure, $2
healthy activity into busy lives. Replacing car trips was returned or saved 11I
with active and public transport also reduces
traffic congestion, costs far less than new roads
and eases pressure on road infrastructure. Every 10 minutes of THE
commuting cuts Living near green
Globally, cities with a focus on active and community BENEFITS OF space decreases the
11C
public transport are increasingly seen as more involvement by 10%
11H INTEGRATING odds of stress by 30%
liveable, more desirable and more economically TRANSPORT &
successful than cities dominated by car-based LAND USE A 20-minute walk
Household travel
transport. proves as effective
cost can be
Since many of the foundations for the ITLUS minimised as medication for
already exist, in terms of infrastructure, urban treating depression 11D
form and community support, Greater Bendigo Housing choice and
is ideally positioned to achieve ground-breaking accesibility to jobs Stair use can result in
outcomes. and services can be a 12-20% reduction in HEALTH
Investment in footpaths
SOCIAL improved all-cause mortality
i
returns health and air quality
11E
benets valued at nearly
twice the contruction cost 11G
We can’t solve By integrating transport and Public transportation
problems by using the land use the consumption of produces 95% less
same kind of thinking non-urban land can be carbon monoxide
we used when we limited than cars 11F
created them.
– Albert Einstein
ENVIROMENTAL
28i
Mode shifting: small change
THE STORY
= big difference SOCIAL
Traffic in some Bendigo locations is Neighbourhood
growing by 3–4% per year. To limit aesthetics
traffic congestion to current levels, we Parental
need to attract 3–4% of peak-period teaching
car trips each year to alternative
modes. This generally equates to one
in five commutes each week to major Easy to access
trip generators such as schools and
Proximity to public tranport INFRASTRUCTURE
work. Is this possible? Consider this: parks
Fact: 47% of Greater Bendigo jobs are
located in and around the city centre
– including three of the four main
employers, which will be increasingly
well-served by better public transport
and cycling and walking infrastructure
POSTIVE Quality
EFFECTS OF pedestrian
Fact: 89% of employees from the Higher
infrastructure
central three big employers currently density WALKABILITY
drive to work.
Fact: traffic congestion is often
associated with delivering children
to school; it is estimated that about
one third of the traffic in the peak Mixed use
morning period is created by children Traffic safety
being driven to school – reflect on the
road conditions when schools are on
vacation. Closely
Fact: 58% of all households in urban connected
Bendigo are within 1 km of a primary Street-connecting
school; 89% are within 3km, 71% are BUILT FORM
built environments
within 3km of a secondary school.
Connecting Greater Bendigo: Integrated Transport & Land Use Strategy (ITLUS) 29How much will it cost and can we afford it?
The ITLUS is about capitalising on what we
have and spending our tax dollars and rates
Business as The ITLUS smarter. In fact, implementing the ITLUS will
THE STORY
usual approach approach actually cost far less in dollar terms than a
‘business as usual’ approach would.
The strategy is designed as a package.
Critically, the goals of the ITLUS will not be
achieved by cherry picking initiatives for
implementation. The evidence from cities that
have taken a similar approach is that success
is a result of a coordinated and integrated
program of actions rather than one or two
expensive initiatives.
Reaping the benefits
Not only will the ITLUS cost less in dollar terms,
it will also deliver significant productivity and
liveability dividends by:
Choice • limiting the consumption of non-urban land
• avoiding or deferring expensive major road
works to increase capacity
• minimising the cost of infrastructure and
utilities to new homes
More car parking does not mean
• minimising household travel costs – a bonus
doing better business 12
in our domestic budgets
Where we Research shows that an oversupply
• enhancing labour force productivity by
are now of car parking more often than
improving accessibility, reducing congestion
not reduces retail performance
and having a healthier workforce
– less people walking past shops
means less chance of ‘incidental/ • improving housing choice and accessibility
impulse’ purchasing. The shopping to jobs and services
centres know it, and so they • improving resident health, particularly for
locate car parking in one spot, get children
the shopper out of their car and
walking past all the shops in their
centre.
The choice we face
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