CBD Parking Strategy October 2008

BENDIGO CBD PARKING
STRATEGY
October 2008
The City of
Greater Bendigo
will create a
transport
network that gets
Prepared by GTA Consultants

in association with the
City of Greater Bendigo
people to where
they want to be.
BENDIGO CBD PARKING STRATEGY 1
Adopted by Council 15 October 2008

Prepared by GTA Consultants
in association with the Strategy Unit
for the City of Greater Bendigo
2 BENDIGO CBD PARKING STRATEGY
CONTENTS
EXECUTIVE SUMMARY.......................................................................................................4
1 INTRODUCTION...........................................................................................................8
1.1
Background................................................................................................................................................ 8
1.2
Study Area ................................................................................................................................................. 9
1.3
Scope of Report .....................................................................................................................................10
1.4
Referenced Documents........................................................................................................................11
2 STRATEGIC CONTEXT .............................................................................................12
2.1
Relevant Documents.............................................................................................................................12
2.2
Application to Parking Issues...............................................................................................................14
3 EXISTING CAR PARKING CONDITIONS...............................................................15
3.1
Previous Investigations..........................................................................................................................15
3.2
Current Conditions...............................................................................................................................16
3.3
Car Parking Model.................................................................................................................................18
4. IDENTIFICATION OF THE ISSUES..........................................................................29
4.1
Consultation Process ............................................................................................................................29
4.2
Response from Consultation...............................................................................................................29
5. CAR PARKING STRATEGY .......................................................................................30
5.1
Introduction ............................................................................................................................................30
5.2
Strategy to Manage Existing Parking ..................................................................................................32
5.3
Strategy to Manage Future Parking....................................................................................................37
5.4
Concluding Comments.........................................................................................................................47
6.
IMPLEMENTATION ....................................................................................................48
APPENDIX............................................................................................................................51
EXECUTIVE SUMMARY
The Bendigo CBD Parking Strategy is centred on the City of Greater Bendigos commitment to
delivering a sustainable movement network within the Bendigo CBD. A sustainable movement
network is one where people can move around easily by foot, bicycle, public transport or private
vehicle. This principle is enshrined in high level strategic plans such as the Greater Bendigo +25
Community Plan, Council Plan, Bendigo CBD Plan, Cycling and Walking Strategy, and through
Council's commitment to creating a Child Friendly City.
The need to create a sustainable movement network is becoming increasingly important as urban
centres begin the transition to a low carbon economy, where the social, financial and
environmental costs of transport are expected to increase significantly. The Bendigo CBD Parking
Strategy responds to this issue, and while investigating the CBD's parking requirements is the
primary focus of this report, there is a strong acknowledgement that sustainable transport policies
need to focus on moving people, not just cars.
To assist the City to better understand the complexities of the current parking situation and to
ensure informed parking related decisions can be made in the future, specialist traffic and parking
professionals, GTA Consultants, were commissioned to provide the advice and policy approaches
contained in this Strategy. A summary of the key findings from the data collection and analysis is
provided below:
An inventory of parking has identified a total of 5,786 on-street spaces (including 2,877 spaces
that are unrestricted during business hours) and 5,020 off-street car parking spaces within the
study area (both public and private car parking);
Parking demands peak at 11:00am on Fridays;
The CBD Core precinct has a utilisation rate of approximately 88% (this is slightly above the
industry standard preferred utilisation rate of 85%, where some parking is available, but not so
much that land is poorly used);
Surrounding precincts have a utilisation rate ranging between 72% 82%;
Short term parking, except in the CBD Core precinct is readily available;
Long term parking within the CBD Core has a very high utilisation, with the fringe precincts
also supporting the demands generated with in the CBD Core (the CBD Employee Travel
Survey conducted in March indicated that 56% of respondents park in these 'free' fringe
precincts); and
Additional development to the year 2021 is expected to generate the demand for an additional
765 short term and 1042 long term parking spaces on both public and private land. Meeting
this demand will require additional supply, combined with demand management strategies.
To be able to make informed parking related decisions in the future, a number of strategies and
recommendations have been developed, and are summarised on the following pages.
Strategy Aim - To establish car parking requirements that reflect the parking
demands of various land uses within the CBD
Action: The following ratios will apply when calculating car parking requirements for new
commercial developments within the study area:
Supermarket / Department Store 4.0 spaces per 100 sqm
Take away food premises
2.5 spaces per 100 sqm
Restaurant
0.1 spaces per seat
Shop (other than specified)
Restricted Retail Premises
Office
_________________________________________________
Strategy Aim - To encourage sustainable transport modes and reduce reliance on the
private motor car
Action: A reduction of car parking ratios by 10% will be applied subject to the adoption of a
range of sustainable transport initiatives. These could include:
Full provision of bicycle and 'end of trip' facilities specified in the Greater Bendigo Planning
Scheme Clause 52.34; and
Preparation of a Green Travel Plan which includes a variety of transport demand
management measures that reduce peoples' dependency on private vehicle trips.
_________________________________________________
Strategy Aim - To provide parking facilities that are efficient in terms of location and
number
Action: In a CBD environment it is not always appropriate or efficient to provide parking on
individual sites. Therefore, future parking deliberations should consider meeting this demand in the
following ways:
Short Term Parking
On-street along commercial frontages no more than 400m from the site (inventory and
surveys are required to justify vacancies and compatibility); or
In off-street public parking facilities no more than 400m from the site, via a Cash in Lieu
contribution; or
On-site, if the development is a significant short term generator such as a shopping centre,
supermarket, etc. or has very specific needs which cannot be facilitated by off-site parking,
and an acceptable urban design outcome can be achieved.
Long Term Parking
On-site, if an acceptable urban design outcome can be achieved; or
contribution.
In determining future car parking provisions, the follow matters should also be considered:
The efficiencies gained from consolidating car parking facilities; and
The equity of waiving some, or all, of the car parking requirements having regard to any
historic contributions by existing properties.
Strategy Aim - To encourage the development of residential dwellings within the

CBD and recognise the constraints which exist in providing car parking on individual
sites, in particular in retrofitting and refurbishing existing buildings within the CBD
Residential development within the CBD will add to the activity, safety and vibrancy of the city
centre. However, the requirement to provide resident car parking on-site presents difficulties,
particularly when renovating or reusing existing heritage buildings. A policy approach that includes
a degree of flexibility will result in facilitating residential development, while providing residents
with opportunities for secure car parking in close proximity. The amount and location of
residential development parking will be determined following consideration of:
Whether or not the proposal is a new construction or if it is the reuse of an existing building
(generally new buildings will be required to provide parking on-site);
If a range of sustainable transport initiatives can be incorporated into the development; and
If a better urban design outcome would be achieved through the provision of parking in an offstreet public parking facility no more than 400m from the site, via a Cash in Lieu contribution.
Developments will not be eligible for a Residential Parking Permit as per Local Law 7 Clause 10
(or any subsequent amendment policy). If car parking is required by the tenant, it can be leased
from the City or through a private parking provider.
Action: Provide policy guidance on the parking requirements for CBD residential development.
_________________________________________________
Strategy Aim - To reduce the reliance of CBD residents needing to own a car, while
providing the facility for car travel when required
Action: Explore the interest of Car Share companies locating in the Bendigo CBD to support
residential development.
_________________________________________________
Strategy Aim - To ensure additional public parking facilities are part funded by way of
a Cash in Lieu contribution from future developments
Action: Implement mechanisms to facilitate the development of multi-deck public car parking
facilities in Edwards Street (known as the Target / Telstra car park) and at the rear of the City of
Greater Bendigo Offices (as identified in the Bendigo CBD Plan). Detailed car parking layouts and
building costs must be prepared and included in a Parking Precinct Plan to ensure the Cash in Lieu
scheme can contribute to the cost of their development.
_________________________________________________
Strategy Aim - To provide guidance to both land owners and the City on the
principles which should be adopted when considering and setting on-street parking
restrictions
Action: Adopt a policy to guide the setting of time restrictions for on-street parking.
Strategy Aim - To provide an enhanced level of connectivity across the CBD, outer
car parks and surrounding areas such as the Bendigo Hospital precinct
Actions: Investigate options to better utilise CBD bus services, or shuttle services to connect key
CBD locations and parking areas. Investigate the potential of the tram network for a 'park and
ride' service.
_________________________________________________
Strategy Aim - To assist in achieving a mode shift away from single occupant private
vehicle travel and encouraging sustainable transport alternatives such as walking,
cycling and public transport
Action: Implement programs to encourage the use of sustainable transport options, including
implementation of the TravelSmart initiative, particularly for employees during peak times such as
the Christmas period.
_________________________________________________
Strategy Aim - To provide drivers with information relating to the availability of car
parking spaces
Extensive static car parking signage was installed across the CBD several years ago. A more
sophisticated version of this with variable signage providing real time advice to drivers, particularly
for major or new public parking facilities could reduce circulating traffic and provide better
utilisation of facilities.
Action: Incorporate variable signage at major off-street car parks to give drivers real time advice
on where vacant parking spaces are located.
_________________________________________________
Strategy Aim - Improved connections will assist to better link the CBD to activities
and car parking facilities and achieve a greater utilisation of all available parking
Action: Improve pedestrian and cycle links across High Street / Pall Mall / McCrae Street to
improve the connection of the CBD Core to activities and parking facilities to the north-west.
_________________________________________________
Further details on all of the above can be found in the following report, with specific data and
background information provided in the appendices. A draft Parking Precinct Plan has also been
developed as part of this project and will ultimately form a separate document which is intended
to be incorporated into the Greater Bendigo Planning Scheme through a planning scheme
amendment.
INTRODUCTION
1.1 Background
The Bendigo CBD Parking Strategy is centred on the City of Greater Bendigos commitment to
delivering a sustainable movement network within the Bendigo CBD. A sustainable movement
network is one where people can move around easily by foot, bicycle, public transport or private
vehicle. This principle is enshrined in high level strategic plans such as the Greater Bendigo +25
Community Plan, Council Plan, Bendigo CBD Plan, Cycling and Walking Strategy, and through
Council's commitment to creating a Child Friendly City.
The need to create a sustainable movement network is becoming increasingly important as urban
centres begin the transition into a low carbon economy, where the social, financial and
environmental costs of transport are expected to increase significantly. The Bendigo CBD Parking
Strategy responds to this issue, and while investigating the CBD's parking requirements is the
primary focus of this report, there is a strong acknowledgement that sustainable transport policies
need to focus on moving people, not just cars.
As identified in the project brief, a critical element in creating a sustainable movement network is
the provision of adequate, accessible and functional parking for workers, shoppers and visitors to
the city centre. This will assist in the continued prosperity of the CBD, and ensure that parking
supply and management, and its relationship to land use patterns is carefully considered. Parking is
an important element in the urban environment, but it cannot be considered in isolation. The
amount and location of car parking can have a significant impact on the way the city centre
develops, on our travel choices, and how much energy we ultimately consume.
The City of Greater Bendigos regional role has evolved substantially in recent decades, and with a
population that has recently reached 100,000, the need to support the ongoing development of
the Bendigo CBD has never been more important. In this respect, the Bendigo CBD Plan has
established a clear vision and set of actions to achieve this and to promote the Bendigo CBD as
the key activity centre in Northern Victoria.
The Bendigo CBD Plan vision is:
Bendigo CBD is a colourful, vibrant and exciting place, that showcases the best of Bendigos cultural,
economic and community life. The CBD projects an inviting and inclusive image, appealing to and
welcoming people of all ages and interests. The streets are safe and pleasant places to walk, with frequent
spaces for entertainment and exhibitions, quiet relaxation and eating. Laneways and arcades provide
opportunities to explore and discover.
The depth and richness of Bendigos history is celebrated, evident in the grand heritage buildings, their
settings and streetscapes, and the variety of buildings and activities. New development reflects the quality
of the CBDs heritage, while adding to the Citys future heritage. The strong sense of civic pride and
responsibility, enterprise and creativity that founded the CBD, is maintained by embracing opportunities to
improve and move forward.
The economy of the CBD thrives, providing a myriad of shopping experiences and employment
opportunities. The CBD is a place to visit at all times of the day, evening, week and year, with new
experiences always available. The CBD is a cohesive, coordinated and effective entity, and recognisable as
uniquely Bendigo.
Relevant actions of this Plan have included the review of the draft Car Parking Strategy previously
prepared by GTA Consultants in 2004. Other objectives of the Plan relate to the protection and
restoration of the natural environment through reducing everyday environmental impacts.
Car parking and environmental impacts could be taken as separate issues, however with car
parking providing an 'end of trip' facility for vehicle movements and car drivers, the provision of
car parking must be considered carefully to ensure it is in keeping with the vision and aims of the
Bendigo CBD Plan. To this end, this study represents an opportunity to encourage a reduced
reliance on private car travel and the promotion of a growing acceptance that many short trips to
and within the CBD, can be substituted by public transport, walking and cycling. A greater
awareness of transport alternatives, and well located parking facilities will also reduce reliance on
private vehicle trips.
In delivering a sustainable movement network, the City has already adopted a number of strategic
plans such as Greater Bendigo +25 Community Plan, Council Plan, Bendigo CBD Plan, and Cycling
and Walking Strategy. Each of these plans have been considered in context and their outputs used
to help shape this Parking Strategy.
1.2 Study Area

The study area for this project extends beyond the core of the CBD to include parts of
surrounding residential areas. This allows consideration of parking within the broader area and the
contribution of parking (if any) by commercial uses on the commercial fringe. The study area is
shown in Figure 1.1 on the following page.
In order to better appreciate the dynamics of parking in the defined study area, it has been divided
into seven precincts. The first six precincts are based on those used in the Commercial Land
Strategy prepared by Ratio Consultants in August 2005, with the remaining areas outside of the
Ratio zones included within Precinct 7. The precincts are described as:
Precinct 1: CBD Core Bendigos historic retail core;

Precinct 2: Northern Fringe Comprises key educational and administrative uses;
Precinct 3: Eastern Fringe Comprises key peripheral sales style uses;
Precinct 4: Southern Fringe Comprises residential / office uses;
Precinct 5: Western Fringe Comprises a mix of antique stores, professional services and
cultural facilities;
Precinct 6: Marketplace Stand alone Marketplace Shopping Centre; and
Precinct 7: Other Comprises largely residential, recreational and educational uses.
Figure 1.1: Bendigo CBD Parking Strategy Study Area and Study Precincts
1.3 Scope of Report

The objectives of the Bendigo CBD Parking Strategy are summarised below:
To investigate the CBD's parking requirements for workers, shoppers and visitors within the
context of current and emerging planning, development and transportation issues;
To develop a thorough understanding of issues relating to the location, provision and
management of parking across the CBD;
To provide guidance on car parking rates (as specified in the Greater Bendigo Planning
Scheme) and the emerging issue of inner city residential parking;
To provide direction on future parking requirements, both on and off-street, including possible
locations for new off-street parking facilities;
To provide direction on the management of parking operations, in terms of provision, time
limits, fees, permits, major event parking, etc; and
To provide a statutory implementation tool for considering the waiving of parking

requirements / cash in lieu payments / encouragement of alternative modes of transport / etc
for planning permit applications.
1.4 Referenced Documents

In preparing this report, reference has been made to a number of background documents. These
are listed in Appendix A.
STRATEGIC CONTEXT
2.1 Relevant Documents

As mentioned in Section 1, the development of this Strategy has been influenced by a number of
strategic documents that have looked at the broader issues relating to the City of Greater
Bendigo and specifically the Central Business District. A summary of the key elements relating to
car parking is provided in the following sections.
2.1.1 Bendigo +25

The Greater Bendigo Community Plan sets out a vision to create a progressive and vibrant provincial
capital. The Plan identifies key achievements and actions relating to: Governance, Natural
Environment, Transport, Water, Industry and Innovation, Welcoming Place, Healthy Living, Arts
and Culture, and Education.
While most of these key areas do not directly relate to car parking, elements of these can be
influenced by the way in which car parking is provided. This includes using resources effectively to
reduce impacts on the environment, having a transport network that gets people where they want
to go, investing in creativity, research and innovation, and understanding that a healthy
environment contributes to our general health and wellbeing.
2.1.2 Bendigo CBD Plan

The Bendigo CBD Plan was prepared to implement strategies to ensure the continued pre-eminent
role of the CBD within Greater Bendigo and Northern Victoria.
The Strategy identified four key themes:
i
Reinforcing the CBD centre of activity;
ii
Celebrating cultural and heritage identity;
iii
Creating an accessible place; and
iv
Designing a high quality urban environment.
The theme of greatest significance to this Strategy is that which emphasises a need to create an
accessible place. Key actions include:
Pursuing the development of additional multi-level car parking structures within the vicinity of
Edwards Street;
Improving signage and lighting to all City-controlled off-street car parking facilities;
Reviewing pedestrian routes to these car parks;
Introducing a local policy into the Greater Bendigo Planning Scheme to reduce car parking
rates for redevelopment of existing buildings for residential use in the CBD;
Improving pedestrian and cyclist facilities connecting the CBD to enhance pedestrian amenity,
safety and convenience and subsequently supporting a shift away from the private motor
vehicle.
2.1.3 Residential Development in the Bendigo CBD

The City of Greater Bendigo has previously investigated the opportunities and impediments to
residential development within the CBD.
One of the major impediments to residential development in the CBD identified was resident car
parking. In many instances buildings within the CBD are not attractive to redevelopment due to
the inability to provide on-site car parking and the need to create separate vehicular access. As
such other options should be considered to improve access to parking including Cash in Lieu
contributions where parking is not provided on site.
2.1.4 Greater Bendigo Cycling and Walking Strategy

This strategy includes recommendations relating to the physical infrastructure provisions of paths
and on-road cycle lanes, signage and end of trip facilities. It also covers the issues around cyclist
education, safety, promotion and information.
2.1.5 Commercial Land Strategy

The Commercial Land Strategy prepared by Ratio Consultants in August 2005 identifies the existing
and projected commercial floorspace requirements for the Bendigo CBD (including the Bendigo
Marketplace). Commercial floorspace information for 2004 is summarised in Table 2.1. Projected
commercial floorspace figures are shown in Table 2.2 on the following page.
Table 2.1: CBD Floor Areas in 2004 Ratio, Commercial Land Use Strategy, August 2005
Zone
Core
Precinct
Northern
Precinct
Southern
Precinct
Eastern
Precinct
Western
Precinct
Sub-total
Bendigo
Marketplace
Total
Food,
Groceries
& Liquor
13,223
Floor Space (sqm) in 2004

Non-Food
Professional
Retail
Retail
&
Goods
Services Commercial
Services
43,399
11,941
32,698
Vacant
Total
3,332
104,593
4,801
3,519
4,341
20,123
779
33,563
1,250
11,535
8,655
22,943
44,383
1,425
9,542
2,129
6,555
19,691
1,454
3,178
2,983
10,396
3,204
21,215
22,153
5,337
71,173
9,877
30,089
640
92,715
160
7,315
-
223,445
16,014
27,490
81,050
30,729
92,875
7,315
239,459
Table 2.2: Indicative Floor Space / Store Type Projections between 2004 and 2021
Major Floor
Space/Store Type
CBD Precincts
(sqm GFA)
Food, groceries & liquor

Bulky goods
Other household goods
Retail Services
Shopfront floorspace sub-total
Commercial Services
Total
2,870
6,000
2,490
5,960
17,320
23,400
40,720
Marketplace
Precinct
(sqm GFA)
4,480
8,000
6,720
1,000
20,200
1,500
21,700
Total
(sqm GFA)
7,350
14,000
9,210
6,960
37,520
24,900
62,420
2.2 Application to Parking Issues

Consideration needs to be given to how the key strategic directions discussed above relate to car
parking within the CBD. To assist the study team, the following questions have been considered
when reviewing existing adopted documents and policies:
How can parking provide for all CBD users;

How can car parking assist to reduce traffic intrusion into central areas;
How can car parking reduce the level of vehicle travel and promote other forms of travel;
How can car parking help to influence the amount / distance people walk;
How can car parking develop innovation in the CBD;
Is additional car parking required for the CBD; and
How can car parking assist pedestrian movements within the CBD.
EXISTING CAR PARKING CONDITIONS
3.1 Previous Investigations

Both the City of Greater Bendigo and GTA Consultants have undertaken investigations relating to
car parking within the Bendigo CBD area. A summary of the previous findings is provided below,
with greater detail provided in Appendix B.
3.1.1 Previous GTA Consultants Parking Study

From the previous GTA Consultants investigations it was established that a sharing of car parking
exists between precincts, with the CBD Core and Northern and Southern Fringes (to a lesser
extent) having the greatest reliance on other precincts.
3.1.2 Recent City of Greater Bendigo Investigations

A review of car parking conditions within the time restricted areas of the Bendigo CBD was
completed in August 2007. Key findings include:
An average occupancy rate of 73% (2,282 out of 3,127 time restricted spaces occupied). The
peak occupancy of 79% occurs between 11 am and 12 noon, with Friday generally having the
highest occupancy. General observations also indicated that residential streets located on the
periphery of the city centre and hospital precinct are providing for much of the all-day and
longer term parking needs of employees;
The vacancy rates in short term car parks, especially those that have been changed from all day
to short term, indicate that in general there is an adequate supply of short term parking;
Some motorists have been moving cars around within short term areas in an attempt to
overcome time restrictions and park for longer periods of time;
Many people are prepared to pay for all day parking judging by the high utilisation rates;
The provision of additional on street parking can be achieved in some areas through the
reconfiguration of parking bays and angles. Recent example include Hargreaves, Mollison,
McLaren, Queen, Forest, MacKenzie, Rowan and Water Street;
Time restrictions and fees in a number of locations were modified to provide consistency
across the CBD, including:
o Uley Street car park Conversion from paid parking to free parking
o McLaren Street car park Reduced fees consistent with CBD fringe car parks
o Edward-Hargreaves Street car park Conversion from short term to all day
o Water Street Conversion from short term to all day
o Mundy Street Conversion of parking on western side from all day to short term.
3.2 Current Conditions

3.2.1 Car Parking Supply
An inventory of car parking across the study area has been prepared by GTA Consultants. This
includes details of the supply and restrictions, such as fee and time limits, and more importantly
includes parking that is both on public and private land (i.e. also includes parking that is
incorporated into a development such as below the DHS building in Edward Street). This data has
been compared with the previous car parking inventory generated by GTA Consultants in 2004,
and any discrepancies investigated and addressed. The supply of car parking is summarised in Table
3.1, with the full inventory provided in Appendix C.
Table 3.1: Car Parking Supply (2008)
Short Term (<4 hrs)
Precinct
On-Street
Off-Street
(spaces)
(spaces)
CBD Core
857
362
Northern Fringe
467
0
Eastern Fringe
227
0
Southern Fringe
302
338
Western Fringe
367
0
Marketplace
0
980
Other Area
689
25
Sub-total
2,909
1,705
Total
4,614
Long Term (>4 hrs)

On-Street
Off-Street
(spaces)
(spaces)
51
891
169
680
289
374
351
295
62
185
0
0
1,955
890
2,877
3,315
6,192
Total (spaces)
2,161
1,316
890
1,286
614
980
3,559
10,806
10,806
The inventory identified a total of 5,786 on-street spaces (including 2,877 spaces that are
unrestricted during business hours) and 5,020 off-street car parking spaces.
3.2.2 Car Parking Demand

Parking demand surveys of the study area were undertaken on 10/08/2007 and 22/08/2007 during
peak activity periods. Parking surveys were also undertaken on 17/03/2008 for areas previously
not included in the original survey area. Parking demands that referenced multiple demand data
points were then averaged over the multiple data points. A number of other assumptions were
made in order to establish the car parking demands across the entire day and across the entire
study area. These assumptions are set out in Appendix D.
The car parking demand for the peak period is summarised for each precinct and separated into
Short and Long term parking in Table 3.2. Detailed demand data provided in Appendix C.
Table 3.2: Car Parking Demand Data (2008)

Precinct
Short Term(<4 hrs)
Core CBD
Zone 1
Supply
Demand
Occupancy
Northern
Supply
Fringe
Demand
Zone 2
Occupancy
Eastern
Supply
Fringe
Demand
Zone 3
Occupancy
Southern
Supply
Fringe
Demand
Zone 4
Occupancy
Western
Supply
Fringe
Demand
Zone 5
Occupancy
Marketplace
Supply
Zone 6
Demand
Occupancy
Other Area
Supply
Zone 7
Demand
Occupancy
Supply
Total
Demand
Occupancy
On-Street
857
722
84%
467
304
65%
227
135
59%
302
208
69%
367
288
78%
0
0
0%
689
325
47%
2,909
1,982
68%
Off-Street
362
340
94%
0
0
0%
0
0
0%
338
205
61%
0
0
0%
980
731
75%
25
16
64%
1,705
1,292
76%
Long Term (>4 hrs)

On-Street Off-Street
51
891
38
794
75%
89%
169
680
115
535
68%
79%
289
374
285
299
99%
80%
351
295
303
284
86%
96%
62
185
58
157
94%
85%
0
0
0
0
0%
0%
1,955
890
1,397
645
71%
72%
2,877
3,315
2,196
2,714
76%
82%
Total
2,161
1,894
88%
1,316
954
72%
890
719
81%
1,286
1,000
78%
614
503
82%
980
731
75%
3,559
2,383
67%
10,806
8,814
76%
Examination of the parking demand data as summarised in Table 3.2 indicates:

Both short and long term parking within the CBD Core utilisation is at or above the preferred
industry standard utilisation rate of 85%. This is not uncommon in a CBD Core location, as the
density of activities is high and opportunities for multi-purpose trips can be realised. However,
this does result in drivers not being able to easily identify where vacant spaces exist, and may
result in drivers circulating looking for a vacant space;
Parking utilisation in Fringe Areas generally ranges between 73% 84%;
Short term parking is available in most fringe areas;
Parking in the other area precinct equates to a utilisation rate of 67%, suggesting that there is
the ability to accommodate additional parking. As parking demands generated in this area are
low, the figures indicate that this area is supporting the CBD Core and Fringe areas,
particularly for free long term parking.
3.2.3 Journey to Work Information

The 2006 Australian Bureau of Statistics (ABS) Census indicates that within Greater Bendigo
66.4% of people drive to work, 4.0% walk, 1.2% cycle and 0.8% catch the bus. Journey to work
rates vary significantly across the City of Greater Bendigo, and as could be expected, people living
closer to the CBD have higher rates of walking or cycling to work (see Table 3.3).
Table 3.3: Journey to Work Data 2006 Census
Location
Greater Bendigo
Greater Bendigo Central
Greater Bendigo - Inner
East
North
West
Regional Victoria
Average
Car Driver
66.4
52.1
Walk
4.0
15.7
Bus
0.8
1.1
Bicycle
1.2
2.4
63.9
7.0
1.1
1.8
71.5
0.6
1.5
1.9
73.2
0.8
1.2
0.7
62.5
64.9
5.1
5.5
0.7
1.1
1.1
1.5
In comparing Bendigo to other regional centres across Victoria, the Census data indicates that the
mode split for Greater Bendigo is similar to other regional centres. This is to be expected as the
way people travel to work is influenced by factors such as, the availability of affordable and
effective public transport options, the number of motor vehicles available within a household, and
the distance travelled to and from work.
3.3 Car Parking Model

3.3.1 Background
A Car Parking Model is prepared to estimate the car parking generating characteristics within a
defined area. Using car parking rates determined through the preparation of a model, car parking
demands can be estimated for new developments or predicted growth within that area.
Often, the preparation of a Car Parking Model is completed as the first stage of preparing a
Parking Precinct Plan (PPP). A PPP is a document, which among other things, provides rates of car
parking that new developments should aim to provide within a defined activity precinct. The PPP
has regard for the demand generating characteristics in that precinct.
The inputs needed to generate a Car Parking Model include:
Land use data;
Car parking rates derived from uses contained within the applicable study precinct; and
Temporal distributions.
3.3.2 Land Use Data

A summary of land uses and their amalgamated floorspace totals is provided in Table 3.4. This
information provides a significant input into the Car Parking Model, and land use data is allocated
into one of the following categories:
Supermarket
Specialty Stores /Take Away
Cafes / Bars / Restaurants
Department Store
Clothing Store
Household A Store
Household B Store
Retail Services
Professional Services
Education (Tafe)
Education (Schools)
Resident
Residential Visitor
The Land Use Data has been obtained from the Commercial Land Strategy and updated by GTA
Consultants (to account for developments that have been approved and constructed since 2005).
Assumptions made in collating the current Land Use Data are detailed in Appendix E.
Table 3.4: Land Use Data (2008)

Land Use
Unit
Total
Core CBD
Zone 1
Supermarket
sqm
8,657
Speciality Stores/Take
Away
Cafes/Bars/Restaurants
sqm
Western
Fringe
Zone 5
0
Marketplace
Zone 6
Other
Zone 7
4,200
Southern
Fringe
Zone 4
0
4,457
2,896
1,846
170
880
sqm
16,272
7,177
4,801
1,425
1,080
1,454
335
Department Stores
sqm
24,803
17,349
7,454
Clothing Stores
sqm
9,767
6,486
194
115
1,125
247
1,600
Household A Stores
sqm
25,237
15,879
1,727
4,904
402
1,056
823
446
Household B Stores
sqm
26,202
5,111
1,650
4,523
10,050
1,875
2,993
Retail Services
sqm
32,303
11,941
4,341
2,169
8,786
2,983
1,752
331
Professional Services
sqm
100,027
33,580
21,464
6,555
23,325
10,723
80
4,300
Education (Tafe)
500
500
Education (Schools)
EFT
Students
Students
4,141
4,141
Resident
Dwellings
528
528
Resident Visitor
Dwellings
529
529
Northern
Fringe
Zone 2
Eastern
Fringe
Zone 3
3.3.3 Car Parking Rate by Land Use

Table 3.4 above summarises the floorspace of the existing land uses within Bendigo CBD and
groups them into similar land use categories. As can be seen from Table 3.4 a majority of the floor
space can be accounted for by five uses (Department store, Household A/B store, Retail Services
and Professional Services). Therefore, the modelling of the car parking characteristics will be
relatively sensitive to the car parking rates adopted for these uses and relatively insensitive to the
car parking rates adopted for the balance of the uses.
Typical lands use car parking rates have been adopted as the starting point for the Car Parking
Model. These rates have been largely referenced from the calibrated car parking model for the
Bendigo CBD in 2004.
3.3.4 Temporal Distributions

Each different land use also has as a characteristic profile of parking accumulation throughout the
day which is often referred to as the temporal profile. The temporal profile for each land use
corresponds to the way in which the demand for car parking peaks at different times throughout
the day. Typically, these differ for each land use.
Figure 3.1 graphically represents the temporal profile of parking accumulation over a weekday for
a number of land uses to demonstrate the way in which peak parking demands occur at different
times.
Figure 3.1 Bendigo CBD Model
3.3.5 Modelling Car Parking Supply and Demand

The combination of car parking rates, temporal profile and land use data allows for predictions of
car parking demands to be made for the CBD area. Predicted demands would ideally match
surveyed car parking utilisation data, however in most instances the predicted and recorded data
are not perfectly matched and calibration of the Model is required. Once calibrated, the Car
Parking Model provides a general representation of the specific operational characteristics of the
study area. The Base (pre-calibrated) Parking Model is represented in Figure 3.2. Full details can be
found in Appendix F.
Figure 3.2: Base Parking Model
Figure 3.2 shows the supply of parking within the study area, the observed parking utilisation
recorded during parking surveys, and the modelled parking demand using the existing land use
data, typical parking rates and temporal profiles. Figure 3.2 also indicates that both the actual and
predicted models have a similar temporal profile shape however the magnitude of car parking
rates could be calibrated to obtain a better match.
3.3.6 Calibration of the Model

The Total Parking Model has been calibrated to obtain a good fit of the predicted demands against
the actual demands, particularly at the peak times. The calibrated model is shown in Figure 3.3. Full
details of the calibrated model are shown in Appendix G including a breakdown of each individual
precinct.
Figure 3.3: Calibrated Parking Model
In calibrating the model, car parking rates have been modified to better reflect the specific
operating conditions of the Bendigo CBD. These calibrated parking rates are shown in Table 3.5.
Table 3.5: Calibrated Car Parking Rates
Land Use
Supermarket
Speciality Food and Take Away Stores
Caf / Bar / Restaurant
Department Store
Clothing Store
Household A Store (General retail shops)
Household B Store (restricted retail)
Retail Services
Professional Services (office)
Bendigo TAFE
Schools
Resident
Residential Visitor
[1]
[2]
Parking Rate
0.1 spaces per seat
3.5 spaces per 100 sqm [1]
0.3 spaces per EFT student
0.10 spaces per student
0 spaces per dwelling [2]
0.2 spaces per dwelling
Calibrated rates based on 3.5 spaces/100sqm, however future developments to use 2.5 spaces/100sqm.
Assumed that all residential parking is accommodated on-site in private driveways and garages.
3.3.7 Interpretation of the Model

The car parking model provides supportive evidence to the adoption of specific car parking rates
which apply to the Bendigo CBD area.
In addition, the breakdown of the car parking model into individual precincts allows for some
greater understanding of the parking characteristics of the CBD area and other individual precinct
areas. A commentary on each precinct is discussed in the following.
3.3.7.1 CBD Core

The car parking model for the Core CBD is shown in Figure 3.4.
Figure 3.4: CBD Core Calibrated Parking Model
The CBD Core generates car parking demands that far exceed the available supply. This is not
unique to Bendigo, and it is a common situation in many central city environments. The density
and range of activities located within the CBD Core precinct are conducive to generating multipurpose trips and to benefit from the proximity of public transport services, which further
supports that the modelled demand should be higher than the observed demand. In addition,
property values within this precinct are such that to generate an acceptable financial return land
uses are dedicated to activities that are more intensive than that of car parking. As expected,
surrounding precincts provide much of the car parking required to support the intense activities
within the CBD Core.
3.3.7.2 Northern Fringe

The car parking model for the Northern Fringe is shown in Figure 3.5.
Figure 3.5: Northern Fringe Calibrated Parking Model
The Northern Fringe model indicates that predicted demands exceed observed demand. The
model would suggest that the surrounding precincts assist to support the parking demands of this
precinct. This is particularly the case for the long term demands. Short term actual and predicted
demands are very similar for this precinct.
3.3.7.3 Eastern Fringe

The car parking model for the Eastern Fringe is shown in Figure 3.6.
Figure 3.6: Eastern Fringe Calibrated Parking Model
The Eastern Fringe model indicates an observed parking demand greater than the predicted
demand and as such is expected to be catering for parking generated in other precincts, such as
the CBD Core.
3.3.7.4 Southern Fringe

The car parking model for the Southern Fringe is shown in Figure 3.7.
Figure 3.7: Southern Fringe Calibrated Parking Model
The Southern Fringe model indicates predicted demands exceed observed demands. This indicates
a reliance on other precincts to support parking generated by the precinct. This is particularly the
case for the long term parking demands of this precinct.
3.3.7.5 Western Fringe

The car parking model for the Western Fringe is shown in Figure 3.8.
Figure 3.8: Western Fringe Calibrated Parking Model
The Western Fringe model also indicates that predicted demands exceed observed demands.
Once again, this suggests that other precincts support parking generated by this precinct. This is
particularly the case for the long term parking demands of this precinct. However, analysis
suggests that this precinct caters for some short term demands of other surrounding precincts.
For example, people coming from the north-west choosing to park in View or Forest Street and
then walking into the CBD Core or Southern Fringe.
3.3.7.6 Marketplace
The car parking model for the Marketplace is shown in Figure 3.9.
Figure 3.9: Marketplace Calibrated Parking Model
The Marketplace model indicates that observed demand exceeds predicted demand. Some of the
parking occurring in this precinct may not be specifically associated with the Marketplace, or it
may also reflect that the Marketplace generates parking at a slightly higher rate than the general
retail uses contained within the CBD. In light of this, the centres fringe location and its self
management, it has been excluded from the specific implementation recommendations proposed
for the remainder of the study area.
3.3.7.7 Other Precinct

The car parking model for the Other precinct is shown in Figure 3.10.
Figure 3.10: Other Precinct Calibrated Parking Model
The Other precinct has an observed demand much higher than that generated by the land uses
within the precinct. As could be expected, this precinct is clearly catering for long term parking
demands generated within the CBD Core and the Fringe precincts. This precinct also supports the
short term parking requirements of adjoining precincts.
4. IDENTIFICATION OF THE ISSUES

4.1 Consultation Process
To better understand the key issues, constraints and opportunities which exist within the Bendigo
CBD, targeted consultation has been undertaken with key stakeholder representatives and parking
related professionals from the following groups:
City of Greater Bendigo Parking and Animal Control;

City of Greater Bendigo Asset Planning and Design;
City of Greater Bendigo Statutory Planning;
Representatives of the Bendigo +25 Transport Action Group;
Representatives from the Bendigo Chamber of Commerce; and
Representatives from the Bendigo Traders Association.
4.2 Response from Consultation

Specific outcomes of the consultation sessions are detailed in Appendix H, however a summary of
the key issues identified is provided below:
A balance must be met to ensure competition remains between a street based CBD versus
Marketplace type shopping centre providing free off-street car park;
The sufficiency of car parking within the CBD for both long term and short term users needs
to be investigated to determine its adequacy;
Residential streets are coping with long term demands of the CBD;
Should additional off-street car parking be required, a series of criteria needs to be set up for
considering long term car park locations;
Policy is required to be determined to guide the City, traders and residents on how parking
restriction time limits should be set;
The pricing structures of car parking needs to reflect that people have to pay for convenience;
Consideration needs to be given to how people can access the CBD and move around the
CBD in other ways to motor car (i.e. Bus / Walk / Cycle) to reduce car travel overall; and
Policy needs to be developed to assist the City with its planning considerations including:
o Appropriate car parking rates to apply to developments,
o Contribution values for not providing parking on-site,
o When to waive car parking requirements,
o Provision of parking for residential development within the CBD; and
o What is nexus between resident developments and providing parking in the CBD?
5. CAR PARKING STRATEGY

5.1 Introduction
In order to better understand the rationale and basis for the strategies recommended for the
Bendigo CBD, a number of the fundamentals of car parking and car parking planning are discussed
in the following sections.
5.1.1 What is Car Parking?

As a general rule, land uses generate and attract patrons, customers, staff and/or residents. A biproduct of access to these land uses is in its simplest form a trip. Trips can be made by a variety
of methods including (but not limited to) walking, cycling, public transport and/or the private
motor vehicle. Where does car parking enter this equation? Car parking provides an end of trip
facility for the private motor vehicle mode.
Different land uses generate different numbers of people and therefore different requirements for
car parking. Different uses also have different customer bases, and in turn have different needs in
relation to their required length of stay. Accordingly, a number of 'types' of car parking (pick-up /
drop-off parking, short term parking, and long term parking) will be required to satisfy the needs
of the users. In a city centre environment, it is important to recognise the different user group
needs and attempt to balance regard for the impacts that car parking can have on the city centre.
There are various ways in which car parking can be provided:
Individually, on each development site;
On-street; or
Within off-street public parking facilities.
The following parking strategy explores the way in which parking for the Bendigo CBD is currently
provided, and details how future demands should be accommodated.
5.1.2 CBD Parking Considerations

One defining feature of a successful CBD is the high density of economic, social, and cultural
activity. This density gives the CBD a unique market niche that is difficult to replicate in other
parts of the urban area. The success of the CBD depends on the ability to combine large amounts
of capital and labour with small amounts of land, and the economics of shared parking facilities
help to achieve this. Shared parking acknowledges the efficiencies in balancing the different
demands at different times of the day and night, and since each public space can serve many users
and destinations, 100 public parking spaces can be equivalent to 150 to 250 private parking spaces.
This makes good sense both from a financial point of view and from making best use of scarce land
resources. The ability to park once and then walk around to shop, dine, and go to a movie or the
theatre can only be achieved in a dense CBD environment, and ensuring the following design
principles are embedded into parking related decision making will assist in realising this:
Short term parking to be provided on-street or in public parking facilities where parking can be
efficiently and effectively managed (i.e. shared parking, not on individual sites); and
Long term parking to be located within public parking facilities located around the periphery of
the core of the CBD. This will minimise the level of traffic intrusion and assist in the creation
of a pedestrian and cyclist friendly environment. In some cases it will be acceptable to include
some parking on individual sites where it would not impact on the urban design quality of the
city centre.
In general terms, this situation currently exists in central Bendigo, with most on-street parking
being short term, off-street being medium to long term, and the surrounding areas providing free
on-street long term and special event parking.
The City has reduced or waived parking requirements to achieve good development outcomes in
the past, instead requiring contributions from developers in lieu of providing the parking on-site.
This approach is consistent with current day planning practice when assessing new developments,
and the Department of Planning and Community Development is developing revised guidelines on
how this process can best be incorporated into the planning system. One of the key
considerations relates to ensuring that a nexus can be established between an individual
development site and the location of any new public parking facility. General walking thresholds
are recognised as one way to establish this nexus.
5.1.3 Walking Distance

The time and distance that people are prepared to walk often relates to the length of time that
will be spent at their destination. The acceptable walking distance can also be impacted by the
quality of the pedestrian environment, climatic conditions, line of site (can the destination be
seen), barriers such as crossing busy roads, and the fees that the driver is willing to pay.
The Victoria Transport Policy Institute (an independent Canadian research organisation dedicated
to developing innovative and practical solutions to transportation) paper on Shared Parking dated
4 September 2007 indicates the following walking distances as a guide for various activities:
Table 5.2: Acceptable Walking Distances (Reproduced from the Victorian Transport Policy
Institute)
Adjacent
(less than 50m)
Short
(less than 250m)
People with disabilities

Deliveries and loadings
Emergency services
Convenience store
Grocery store
Professional services
Medical services
Residents
Medium
(less than 400m)
General retail
Restaurant
Employees
Entertainment centres
Religious institution
Long
(less than 500m)
Airport parking
Major sport or cultural
event
Overflow parking
Note: This table assumes good pedestrian conditions.
It should also be recognised that providing good quality pedestrian infrastructure can contribute to
the general health and wellbeing of the community. With the significant work that has been
completed in the Bendigo CBD in recent years (under-grounding powerlines, planting of street
trees, and the reconstruction of footpaths), it may be more appropriate to adopt walking distances
at the upper limits of those identified in Table 5.2.
5.2 Strategy to Manage Existing Parking

5.2.1 Car Parking Rates
With reference to the Car Parking Model discussed in Section 3 of this report, specific car parking
rates should be adopted to apply to key land uses within the Bendigo CBD and surrounding Study
Area. These rates are shown in Table 5.3. More discussion on the application of these rates is
provided later within this report.
Table 5.3: CBD and Surrounding Study Area Car Parking Rates
Land Use
Supermarket
Specialty Food and Take Away
Stores
Department Store
Clothing Store
Household A Store (general retail)
Household B Store (restricted retail)
Retail services
Professional services (office)
Planning Scheme Clause

52.06 Parking Rate
Recommended Parking
Rate
0.6 spaces per seat

0.1 spaces per seat

5.2.2 Car Parking Provisions

As discussed in Section 3, the car parking demand generated by the Bendigo CBD is met by
parking located across the study area. In addition to paid and time restricted parking areas, there
is a significant amount of free unrestricted parking in surrounding residential areas. In order to
better understand how parking operates in Bendigo, an analysis of the two key restriction lengths,
being short and long term, has been completed and is discussed in the following sections.
5.2.2.1 Short Term Parking

A summary of the short term parking supply and demands are shown in Table 5.4 (nb: as discussed
earlier, this analysis excludes the Marketplace precinct).
Table 5.4: Short Term Parking Supply and Demand (Friday 11:00am)
Predicted Demand[1]
Area
Supply
Actual Demand
CBD Core
1,219
1,062
1,772
Northern Fringe
467
304
283
Eastern Fringe
227
135
265
Southern Fringe
640
413
379
Western Fringe
367
288
161
Other Area
714
341
162
Total
3,634
2,543 (70% occupancy)
3,022
[1]
Based on existing land use information, car parking generation rates and temporal profiles (for 2008).
This data indicates that there is sufficient short term parking within the study area to cater for the
current demands of short term parking. It is noted that the actual or observed utilisation of short
term parking is less than that predicted under the model. There are a number of reasons why this
might be occurring:
Short term restrictions are not considered long enough for the needs of the short term
parkers (i.e. shoppers and visitors);
Short term parking is not appropriately located to the area of need, or long term parking is
used as an alternative;
Drivers are unwilling to pay for short term parking and will rather park further away in free
long term spaces;
Drivers are not aware of short term parking locations and as such opt for other parking when
found; or
Drivers do not expect to be able to find short term parking or are not prepared to circulate
and are therefore parking in outer areas.
The demand for short term parking is at an occupancy level of 70%. If all short term parking
occurred in short term spaces an occupancy level of approximately 83% could be expected. It is
therefore considered reasonable that the short term parking supply remain unchanged as it is
sufficient at present to meet the overall needs of the CBD and surrounding areas. In saying this
however, some measures to improve the use of short term parking should be considered, such as:
Provision of a CBD shuttle bus, or better use of the new urban bus services and/or the tram
network, to improve connectivity within the CBD without having to drive across the CBD to
access the next location. This would also assist in making shopping trips quicker than having to
walk across the CBD, and therefore enhance the current time restriction lengths for some
short term activities; and
Adoption of variable signage at major public parking facilities to give drivers real time advice on
where parking is available. Extensive static signage was implemented in recent years and a more
sophisticated version of this could reduce circulating traffic and result in better utilisation of
public parking facilities.
5.2.2.2 Long Term Parking

Parking data (once again excluding the Marketplace precinct) indicates that the Other Area
precinct caters for much of the long term parking needs of the Bendigo CBD. This includes a
significant proportion of the city's free parking areas.
Table 5.5: Long Term Parking Supply and Demand (Friday 11:00am)
Area
CBD Core
Northern Fringe
Eastern Fringe
Southern Fringe
Western Fringe
Other Area
Total
Supply
942
849
663
646
247
2,845
6,192
Actual Demand
832
650
584
587
215
2,042
4,920 (80% occupancy)
Predicted Demand
1,618
822
296
911
416
376
4,439
The difference in actual and predicted demands can be explained by the level of short term parking
that is occurring in long term spaces. While overall the data indicates that there is sufficient long
term parking supplies to cater for long term demands, it should be recognised that a majority of
the available supply exists within the Other Area precinct (approx 800 spaces). However, some of
this available parking may be further out from, or not as well connected, to the city centre than is
preferable. As a result, a portion of this parking is unlikely to ever contribute to the long term
parking supply for the Bendigo CBD.
To ensure the utilisation of long term car parking spaces remains at acceptable levels, and to
facilitate the take-up of sustainable transport options that will ultimately lessen the overall parking
demands of the CBD, the City should continue its commitment to the TravelSmart initiative and
also consider other Travel Demand Management (TDM) strategies that can assist in achieving a
mode shift away from single occupant private vehicle travel. Support for the implementation of
such strategies can be found in the results of the CBD Employee Travel Survey that was
undertaken in March 2008. Survey respondents indicated that 48% would consider using
alternative modes of travel to work. This included 17% whom would consider walking, 15% would
consider catching the bus, 3% train, 6% motorbike/scooter and 7% would consider car-pooling if
these are made easier and more convenient to use. A number of the ways in which this could
occur are outlined below:
Transport Management Associations (TMAs): TMAs provide a framework for TDM programs
and services to be implemented within a specific geographic area. They are common in North
America and are often smaller organisations that advocate or organise transportation services.
The existing Bendigo +25 Transport Action Group may provide a good building block in which
to form a TMA with the support of the Department of Transport and the City of Greater
Bendigo;
Events and Marketing: The Walking and Cycling Strategy sets out an implementation plan based
on construction and information provision. Although this type of marketing is successful in
most cases, event based promotions/marketing are often more effective at getting the
sustainable transport message through to the general population. For example, when new
bicycle or walking routes are opened, rather than simply providing information to residents, an
opportunity exists to create an event for the opening, such as a CBD Ride to Work Day;
Public Transport Tickets: Employers could consider subsidising or funding public transport
tickets for staff travelling during peak periods, such as during the lead up to the Christmas
period. In general, staff parking at shopping centres accounts for around 20% of all parking, and
a convenient way to create additional customer parking during these peak periods is to reduce
the amount of long term parking taken up by staff;
Green Travel Plans (GTPs): GTPs have proven to be a successful way of changing travel
behaviour for a number of employers throughout Victoria, Australia and overseas. A GTP is a
way in which an organisation is able to manage the transport needs of its staff. The aim of the
plan is often to reduce the environmental impact of travel to and from work. In essence, the
plan encourages more efficient use of private vehicles as well as promoting sustainable
alternatives. The City has recently employed a Sustainable Transport Officer and partnered
with TravelSmart to facilitate the development of GTPs in Bendigo, and a few Victorian local
governments have made GTPs a requirement for some new developments. The success of
these is yet to be documented fully, however, examples in the UK and US have proven to be
successful through the planning process. Further information, including tools for developing a
GTP can be obtained from the TravelSmart website at www.travelsmart.vic.gov.au .
Public Transport improvements: Route changes and an additional 700 services per week were
added to the Bendigo urban bus network in late March 2008. This has been the first major
improvement to the bus system in Bendigo for many years and it aims to establish a larger
catchment of people that have access to the bus service. Greater familiarisation with the
system, together with enhancements to the ticketing system may remove some of the barriers
to increased use;
Shuttle Bus: The provision of a shuttle bus to connect off-street long term public parking
facilities with destinations within the CBD could assist in generating multipurpose trips. Similar
services operate in Perth, Adelaide and to a lesser extent Melbourne (with the City Loop
tram). An alternative may be to assess if the urban bus network could be better utilised. An
example can be found in Perth, where the central city area has been designated a 'Free Transit
Zone', where all public transport is free. Passengers moving outside of this area are required to
have the appropriate ticket. Funding for either service would need to be investigated to assess
its viability; and
Pedestrian improvements: High Street, Pall Mall and McCrae Street all form a travel barrier
that segregates uses on the north-west and south-east sides of this road. While the Car
Parking Model indicates a sharing of parking resources across the road, improved pedestrian
and cyclist across this road is required to better link this area to the CBD Core. Improvements
would also increase the likelihood that CBD Core parking would be used for major events that
are held at the QEO, the Bendigo Art Gallery and at The Capital, particularly for those events
held outside of peak periods.
5.2.3 Parking Restriction Policy Guidelines

Through the consultation process it has been indicated that a policy needs to be developed to
guide parking time restrictions within the CBD. This is to ensure that both land owners and the
City have similar expectations when a specific request is made for a certain restriction type or
when the City is reviewing the suitability of parking restrictions.
The objectives of parking time restrictions could be summarised as:
To reflect the needs of the various users of the CBD;
To encourage turnover of parking spaces to encourage trade to retail shops; and
To discourage staff parking in key areas set aside for customer parking.
In setting time restrictions within a CBD context, careful consideration must be given to the
various users, land uses, and types of parking which they require. This can be a difficult task as land
uses and parking requirements can vary with each property. The following guidelines will assist the
City in setting parking time restrictions within the CBD, and also provide guidance to property
owners on the issues that will be considered when assessing a request to change restrictions.
Parking time restrictions will aim to:
Encourage turnover of car parking spaces to encourage trade to retail shops;
Discourage long term parking of staff;
Achieve a consensus of traders in the street sector;
Respond to the predominant land use in the section; and
Provide a consistent approach across all streets to enhance user expectations.
An example of how this will be implemented is shown in Figure 5.1. This approach provides
service vehicle, disabled and very short term parking at the ends of each block, with the mid
section of the block providing for the longer time restrictions. Implementing this consistently
across the city centre will ensure drivers have a sense of certainty as to what time restriction can
be expected when they are looking for parking.
Figure5.1:Parking Duration Approach
5.2.4 Enforcement of Parking Restrictions

Parking time restrictions are essential to the effective functioning of short term parking in the
CBD. Short term parking spaces that are regularly turned over maximise the number of customers
that are able to access the city centre. Regular enforcement of the parking time restrictions
ensures that this turnover of spaces continues across the city centre, and that parking spaces
continue to be well utilised.
In the future, increasing the area of paid parking areas could be considered to assist in providing
further natural enforcement of restrictions and speeding up the enforcement task for officers
monitoring parking spaces. Such a strategy could contribute to increasing the turnover of
customer car parking. However, prior to any increase in the areas of paid parking, utilisation
surveys would need to be undertaken to understand how compliant drivers are with parking
restrictions and to ensure such a change is warranted to increase turnover of customer parking,
not simply revenue.
5.2.3 Pricing of Parking

The pricing structure of on-street car parking within Bendigo comprises the following:
$1.00 per hour; and
$3.50 per day.
These prices are generally comparable to other regional centres such as Shepparton, Ballarat and
Geelong.
In regard to long term car parking the following pricing structure generally applies:
$6 per day in the Hargreaves Street multi-deck car park;

$6 per day in the Hargreaves-Edward Street car park;
$3.50 per day in most off-street at grade car parks;
$2 per day in the McLaren Street and Park Road car parks; and
Free in the Uley Street car park.
These prices are also generally comparable with the other regional centres, however they are
significantly lower to those of Central and Inner Melbourne. The price of long term parking needs
to reflect a priority order of spaces and emphasise the price of convenience. In Bendigo this is
achieved through a sliding scale of fees, with the price reducing as parking moves further from the
CBD Core.
Given its consistency with other regional centres and the general functioning of the system, no
changes are proposed to parking prices at this stage.
It should however be recognised that increasing the cost of parking could be used as a tool to
encourage a shift in the mode of travel used to access the CBD. This could be investigated in the
future if other softer methods of encouraging mode shift changes are not effective, or if a
reduction in utilisation was required (to ensure some vacant parking was available).
5.3 Strategy to Manage Future Parking

5.3.1 Future Parking Demands
The future parking demands of the Bendigo CBD will be dependant on two key elements. The first
relates to the incremental addition of commercial floor space and changes to land uses, while the
second relates to changes to travel behaviour (that being either higher or lower use of private
vehicles). The first of these is likely to have the most significant impact on future parking in the
CBD.
As discussed earlier in this report, Ratio Consultants have prepared the Commercial Land Strategy
for Greater Bendigo that provides indicative projections on the future floor space expected to the
year 2021 (see Table 5.7 for CBD projections). These figures have been inputted into the Car
Parking Model described in Section 3 to establish future car parking demands that can be expected
between 2008 and 2021. As the Commercial Land Strategy does not specifically allocate future floor
space to individual precincts, future allocations have been distributed across the study area
proportionally with existing portions across each precinct. Full details of the outcomes of the
Future Car Parking Model are included in Appendix I, with a summary provided in Table 5.8.
Table 5.7: Indicative Commercial Floor Space / Store Type Projections b/w 2004 and 2021
Major Floor Space /

Store Type
CBD Precincts
(sqm GFA)
Total
(sqm GFA)
2,870
Marketplace
Precinct
(sqm GFA)
4,480
Food, groceries and

liquor
Bulky goods
Other household
goods
Retail services
Shopfront floorspace
Commercial services
Total
6,000
2,490
8,000
6,720
14,00
9,210
5,960
17, 320
23,400
40,720
1,000
20,200
1,500
21,700
9,960
37,520
24,900
62,420
7,350
Table 5.8: Future CBD Parking Demands b/w 2008 and 2021
Element
Existing Parking Supply (2008)
Existing Parking Demand (2008)
Future Parking Demand (2021)
Increase in Parking Demands
(2008 - 2021)
Extra parking required to achieve
an 85% utilisation rate (in 2021)
Appropriate level of
additional parking required
to be provided
[1]
Short Term
Parking
4,614 spaces
3,511 spaces
4,276 spaces
765 spaces
Long Term
Parking
6,192 spaces
4,586 spaces
5,628 spaces
1,042 spaces
Total Parking
354 spaces
365 spaces
719 spaces
354 spaces
1,042 spaces [1]
1,396 spaces
10,806 spaces
8,097 spaces
9,904 spaces
1,807 spaces
Full provision of future long term parking recommended due to locational issues
Table 5.8 indicates a future increase in parking demand of 765 short term and 1,042 long term
spaces; a total of 1,807 spaces. These figures are based on current car parking generation rates,
and could be an over-estimate if travel behaviour and sustainable transport measures continue to
be encouraged and implemented. High petrol prices could also have an impact on the 'business as
usual' scenario. An example has already been seen in metropolitan Melbourne where significant
increases in public transport patronage have been attributed to increased vehicle running costs.
However, should the projected demands eventuate the following impact on the parking supply
could be expected:
If all new developments provided parking on-site at the car parking rates specified, there would
be no net impact on the existing parking within the CBD;
If no additional car parking was created, overall parking would increase to an utilisation rate of
92%;
Short term parking increases to 93% utilisation rate; and
Long term parking increases to 91% utilisation rate. NB: As some of the long term parking
supply is remote from the CBD, the utilisation rate of better located long term parking is
expected to be higher than 91%.
Furthermore, Table 5.8 indicates that to achieve a peak parking utilisation rate of 85% (which
ensures that vacant car parking spaces are available, thereby reducing the time required to
circulate before finding one), then an additional 719 new spaces will be required across the study
area. Once again, it should be noted that this is the 'business as usual' approach and assumes that
there will be no change in travel behaviour. Table 5.8 also recommends that the full allocation of
future long term car parking be provided. This is primarily due to some long term parking supply
being located in areas that cannot easily serve the CBD. On this basis, a total of 354 short term
spaces and 1,042 long term spaces will be likely to be required by 2021 to meet the car parking
demands generated by additional commercial development. Future parking supply is expected to
be a combination of on-street parking, in new shared public parking facilities (funded in part
through Cash in Lieu contributions), and also incorporated into major developments when an
acceptable urban design outcome can be achieved.
5.3.2 Management of Future Parking

The management of future parking must consider both the Demand and Supply of parking.
5.3.2.1 Demand
Car parking requirements of and new development within the study must be calculated using the
recommended parking rates specified in Table 5.10. If a land use is not listed in the table, then the
parking requirements listed in Clause 52.06 of the Greater Bendigo Planning Scheme will apply.
Table 5.10: CBD Recommended Car Parking Rates
Land Use
Supermarket
Specialty Food & Take Away
Stores
Department Store
Clothing Store
Household A Store
(general retail shops
Household B Store
(restricted retail)
Retail services
Professional Services (office)
Planning Scheme Clause

52.06 Parking Rate
Recommended Parking
Rate
0.6 spaces per seat

0.1 spaces per seat



With the promotion of sustainable transport initiatives and the implementation of strategies such
as Walk Bendigo, both of which promote improvements to the pedestrian amenity of the CBD,
while still maintaining access and parking, it could be reasonable to aim toward a reduction in
private vehicle trips by 10%. As a result, a reduction to the car parking rates specified in Table 5.10
could be permitted subject to the adoption of a range of sustainable transport initiatives. These
initiatives could include:
The full provision of bicycle and 'end of trip' facilities listed in Clause 52.34 of the Greater
Bendigo Planning Scheme; and
The preparation of a Green Travel Plan which could include actions such as:
o Participation in Ride to Work Day, World Environment Day, National Walk to
Work Day, etc;
o Production of a 'Green Access Map' for your site that shows the location of public
transport routes and stops, safe walking routes, quiet cycling routes and public
parking facilities with times, not distances, as people often over-estimate how long
it takes to walk between destinations;
o Identifying staff who may be interested in using alternative modes of travel to work,
including car pooling. Individual travel planning software is now freely available to
assist staff in obtaining relevant information required to plan their journey to work;
o Supplying a workplace bicycle toolkit consisting of puncture repair equipment, a
bike pump, a spare lock and lights. Alternatively, an agreement with a local bicycle
shop may provide for discounted repairs to be made for staff; or
o Purchasing a number of bicycles and helmets that can be used for work related trips
around inner Bendigo.
5.3.2.2 Supply
In a CBD environment it is not always appropriate or efficient to provide parking on individual
sites. Therefore, future parking supply should be delivered in the following ways:
Short Term Parking
On-street along commercial frontages no more than 400m from the site (inventory and
surveys are required to justify vacancies and compatibility); or
contribution; or
On-site, if the development is a significant short term generator such as a shopping centre,
supermarket, etc. or has very specific needs which cannot be facilitated by off-site parking,
and an acceptable urban design outcome can be achieved.
Long Term Parking
On-site, if an acceptable urban design outcome can be achieved; or
contribution.
In determining future car parking provisions, the follow matters should also be considered:
The efficiencies gained from consolidating car parking facilities; and
The equity of waiving some, or all, of the car parking requirements having regard to any
historic contributions by existing properties.
5.3.3 Future Public Parking Facilities

As mentioned throughout this report, in many instances it will be preferable to contribute to the
development of shared public parking facilities as opposed to proving the full amount of required
parking on individual sites as part of a development. Parking, particularly long term should only be
provided on-site when an acceptable urban design outcome (or any other relevant planning
consideration) can be achieved. Therefore, as the CBD grows, and additional demand for car
parking is generated, it is expected that additional public parking facilities, such as multi-deck car
park/s will be required. It is appropriate that these should be funded in part by the developments
that have created the demand for them, and this can be achieved through a Cash in Lieu
contribution scheme. This will be discussed in more detail later in this report. In addition to the
'who pays' question, the location of any new public parking facility also needs to be thoroughly
investigated. Applying the following criteria will ensure that any future facility best meets the needs
of an active and vibrant CBD:
Car parking locations should minimise traffic intrusion into the inner CBD area;
Car parking locations should minimise traffic intrusion into surrounding residential streets;
Car parking locations should be located within 400m of the CBD Core;
Car parking locations should be located where a nexus exists between its location and the
development which it is proposed to serve (without such a nexus it will be difficult to justify a
development contributing to its funding);
Car parking locations should connect to existing pedestrian networks; and
Car parking locations should have good access to the urban bus network or any shuttle bus
system (should one be provided) to maximise the accessibility between the CBD and parking
location.
The above criteria relate to location and access, and prior to finalising a site more detailed
investigations are required that relate to the overall form and design of the development,
environmental impacts, land ownership, and so on. The Bendigo CBD Plan and the Greater Bendigo
Planning Scheme provides guidance on the issue of design, however in general terms, if a new
parking facility is built with a street frontage an active ground level (a retail presence for example)
would be the minimum required.
In 2004, Baigents Consulting Engineers prepared a report for the City that investigated a number
of different sites where additional off-street car parks could be located. This report is included
within Appendix J and forms a starting point for considering possible car parking sites.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Existing Coles car park

Bath Lane car park
Rosalind Park car park
Hargreaves-Edward St car park
proposal
Removed from the Study
Queen Elizabeth Oval
Underground car park
Midblock between Hargreaves &
Hopetoun St
Existing Tennis Courts Cnr
Barnard St & Park Rd
Myers St car park
Williamson Street car park
Midblock between St Andrews
Ave & Mundy St (behind COGB
offices)
Existing Library between
Hargreaves St & Lyttleton Tce
Queen, Edward & King St car
park (aka Target car park)
Forest St
Corner Williamson & Myers St
Midblock between Queen St &
King St
Two sites on Williamson St
adjacent to railway
Existing Hargreaves St car park
Garsed St car park
+
+
+
[1]
[1]
[1]
[1]
Location connects
to bus system [1]
Location connects
to pedestrian
networks
Location provides
nexus to key
development sites
Location within
400m of CBD Core
Location minimises
intrusion to
residential streets
Location minimises
intrusion to inner
CBD
Description
Site
Table 5.11: Car Parking Location Criteria Assessment
0
+
0
+
+
+
+
+
+
+
+
[2]
[2]
[2]
[2]
Removed from Baigents Study

+
[1]
+
[2]
[1]
[2]
[1]
[2]
+
+
0
0
+
+
[1]
[1]
+
+
[2]
[2]
[1]
[2]

+
[1]
[2]

Key: + Achieves well, 0 Achieves, - Achieves poorly.

[1] Specific development locations are unknown and cannot be adequately assessed at this time
[2] It is recognised that at this time no specific proposal exists for a shuttle bus route and as a result this criteria has not been
assessed however this could be considered in future investigations.
On the basis of the above criteria, more recent investigations undertaken by Gallagher Jeffs Pty
Ltd and BGA Architects, other available information including ownership data, the following two
sites are identified as the preferred locations for the development of future public parking facilities:
Site 11 - Midblock between St Andrews Ave and Mundy St (behind the COGB office); and
Site 13 - Queen, Edward and King Street car park (also known as the Target / Telstra car
park).
Sites 3 (Rosalind Park) and 5 (Queen Elizabeth Oval) are also worthy of consideration for future
long term public parking facilities, however it is recognised that they are located some distance
from the CBD Core and are separated by the highway which currently presents a reasonable
travel barrier to pedestrians.
From the investigations undertaken by Baigents the cost of building a new public parking facility
varies greatly depending on the location, type of structure and site constraints. The Baigents
investigations indicate cost varying from in the order of $12,000 to $32,000 per parking space.
Investigations undertaken by Gallagher Jeffs Pty Ltd indicated costs between $25,000 and $33,000
per parking space. More detailed investigations must now be undertaken for each of the preferred
sites to determine actual costs for developing a new public parking facility, to identify how much
should be recouped through a Cash in Lieu contribution scheme, and to identify the area to which
the contribution scheme will apply (that is, where the nexus can be established between the
location of the development and the parking facility).
5.3.4 Financing Future Public Parking Facilities

The preferred model to finance the construction of public parking facilities is through the
incorporation of a Parking Precinct Plan (PPP) and Development Contributions Plan (DCP) into
the Greater Bendigo Planning Scheme. The formulation of a DCP should include the following
information sourced from the City of Greater Bendigo Planning Scheme:
45.06-2 Preparation of a development contributions plan
The development contributions plan may consist of plans or other documents and may, with the
agreement of the planning authority, be prepared and implemented in stages. The development
contributions plan must:
Specify the area to which the plan applies.
Set out the works, services and facilities to be funded through the plan, including the staging of the
provision of those works, services and facilities.
Relate the need for the works, services or facilities to the proposed development of land in the area.
Specify the estimated costs of each of the works, services and facilities.
Specify the proportion of the total estimated costs of the works, services and facilities which is to be
funded by a development infrastructure levy or community infrastructure levy or both.
Specify the land in the area and the types of development in respect of which a levy is payable and the
method for determining the levy payable in respect of any development of land.
Provide for the procedures for the collection of a development infrastructure levy in respect to any
development for which a permit is not required.
The development contributions plan may:
Exempt certain land or certain types of development from payment of a development infrastructure
levy or community infrastructure levy or both.
Provide for different rates or amounts of levy to be payable in respect of different types of development
of land or different parts of the area.
The preparation of a DCP will result in an amendment to the planning scheme and require the
input of traffic engineers, planners and economists for its formulation. GTA Consultants have
started drafting the contents of a DCP, which will ultimately form a separate report. The
incorporation of the DCP must be completed prior to the construction of any proposed public
parking facility which the plan seeks to fund, as contributions cannot currently be directed to
existing facilities.
5.3.4.1 Area to which the DCP applies

The draft DCP would apply to the Bendigo CBD and Marketplace Precincts as defined in the
Commercial Land Strategy. The precincts include:
The CBD Core;

The Western Fringe;
The Southern Fringe;
The Northern Fringe;
The Eastern Fringe; and
The Marketplace.
The area is graphically represented in Figure 1.1 of this report.
5.3.4.2 Works, Services and Facilities to be funded by the DCP

The specifics of this item are still to be developed, however will be based on the contents of this
report.
5.3.4.3 Need for Works, Services and Facilities

The need for additional public parking has been established within the Bendigo CBD Parking Strategy
(this document). That report has established that in future, insufficient on-street and off-street
public parking will exist within commercial areas as a result of anticipated development. The onus
will remain with the development either provide on-site car parking or contribute to the cost of
parking off-site in the nearby area. The latter may be of particular interest for development sites
which are constrained in size, or are located such that their inner location would be better served
by off site parking. This may result in better urban design and planning outcomes including, but not
limited to, reduced levels of inner city traffic congestion and vehicle - pedestrian conflict.
5.3.4.4 Estimated costs of the contribution

The estimated costs of each parking space will be subject to the preparation of sufficiently detailed
concept plans for the candidate sites. The estimate will need to be prepared by either a qualified
civil engineer or quantity surveyor.
5.3.4.5 Proportion of total cost to be funded by the DCP

The specifics of this item are still to be developed, however will be based on the contents of this
report.
5.3.4.6 Land use and type of development which requires payment

Payment is required by any development within the Bendigo CBD area, as defined above, which
does not provide for its entire car parking requirement either on-site or on another site by way of
a suitable agreement as described within the Bendigo CBD Parking Precinct Plan (which is
currently under development).
5.3.4.7 Procedures for collecting funds from developments not requiring a permit
Any development that does not require a planning permit will by virtue be providing their full
parking requirement. As such a contribution to the DCP will not apply.
5.3.5 CBD Residential Development Parking

5.3.5.1 Background
The Bendigo CBD Plan promotes residential development in the CBD as a mechanism to increase
the citys vibrancy, and to assist in achieving sustainability objectives, as many trips for work,
shopping and recreational purposes could be made by foot, bicycle or public transport.
City residential living brings a fresh, stimulating dimension to the life of the CBD on a twenty four hour,
seven day a week basis. This active lifestyle encourages extended recreational, retail, commercial, cultural
and social activities, creating a renewed vibrancy in the city centre.
However, inflexible residential car parking requirements is often identified as one of the major
impediments to CBD residential development, particularly when retrofitting or refurbishing
existing buildings. Current parking policy sets out a permit system which can be adopted to assist
residential parking where a development does not have off-street parking and there is insufficient
opportunity for residents to obtain a convenient car park. This policy is set out in Local Law No. 7
Clause 10.
An anomaly has occurred in recent times, with some residential developments that have not
provided on-site parking being eligible for a parking permit under the Local Law. This has resulted
in residents being able to park unrestricted within time restricted paid parking areas. This type of
parking is not sustainable and raises issues with parking resource management and equity.
Subsequent consideration has been given to how parking should be provided for residential
developments located within the CBD which do not propose to provide on-site parking.
In Bendigo, being a regional centre, it could be expected that most residents would own a private
vehicle and want to be able to park it in a secure environment. This expectation usually increases
or decreases in association with dwelling size and the number of bedrooms, or potential
occupants. For example, a studio apartment would generally generate a reduced need for car
parking in comparison to a four bedroom penthouse. However, with improvements to public
transport, and the greater flexibility that a CBD environment presents, the relationship between
dwelling size and the number of car spaces that should be provided is not clear cut (i.e. one tenant
may not have a car, however the neighbouring tenant may have two cars). This should be
recognised along with the challenges identified by developers attempting to retrofit and refurbish
existing CBD buildings where satisfying standard parking requirements is not always possible.
In response to these issues, the following policy provides for a flexible approach to be taken to the
provision of residential car parking within the study area.
5.3.5.2 CBD Residential Development Parking Policy

Provision of parking within a residential development in the CBD will be firstly guided by the
Greater Bendigo Planning Scheme, however where constraints of developing residential buildings
in the CBD, including retrofitting existing buildings exist, and efforts to support more sustainable
modes of transport are being sought, the provision of parking could be reduced or waived at the
discretion of the City. For a parking requirement to be reduced or waived, consideration of the
following will apply:
Whether or not the proposal is a new construction or if it is the reuse of an existing building
(generally new buildings will be required to provide parking on-site);
If a range of sustainable transport initiatives (as discussed earlier in this report) can be
incorporated into the development;
If participation in a car sharing scheme can be implemented; and
If a better urban design outcome would be achieved through the provision of parking in an offstreet public parking facility no more than 400m from the site, via a Cash in Lieu contribution.
Developments will not be eligible for a Residential Parking Permit as per Local Law 7 Clause 10
(or any subsequent amendment policy). If car parking is required by the tenant, it can be leased
from the City or through a private parking provider.
The advantage of such an approach is that it offers an increased level of flexibility for development
within the prescribed study area including in some cases an improved level of affordability to
individual developments and better mobility and transport management for the greater CBD area.
A flowchart detailing the above policy is provided on the following page.
Figure 5.2: CBD Residential Development Policy
Existing Building or Extension
Has on-site parking
Does not have onsite parking
Is parking used for

attached retail
No
Yes
Waive parking
requirement,
however not eligible
for standard parking
permit
New Building
Construction of a
Or cash in
new building for
lieu, however
residential purposes not eligible
must provide all of
for standard
its resident car
parking permit
parking
requirements
on-site
Parking must continue

to be provided on-site
to service residential
If need parking
must lease space
Any extra demands
needed by tenants
can be leased
5.4 Concluding Comments

The Bendigo CBD Parking Strategy has been prepared to assist the City to better understand the
complexities of the current parking situation and to ensure informed parking related decisions can
be made in the future. In summary, the investigations undertaken indicated that the current car
parking situation operates efficiently and is generally well managed. A peak car parking utilisation
rate of 85% is the industry standard, and other than in the CBD Core, which is a location where
significantly more car parking would be detrimental to the overall functioning of the area, there is
capacity within the existing car parking supply to meet the needs of the city centre. However, in
the future, it is expected that the amount of commercial development predicted to occur between
now and the year 2021, additional car parking supply will need to be created. This Strategy
suggests that the majority of the additional supply should be created in well located public parking
facilities (i.e. multi-deck car parks) that are funded in part by the developments that create the
demand via a Cash in Lieu contribution scheme. Furthermore, this Strategy suggests that
implementing a range of sustainable transport initiatives, or transport demand management
strategies, could reduce the CBD's overall car parking demand and slow the need to create
additional supply.
6. IMPLEMENTATION
ACTION
Prepare a Parking Precinct Plan (or similar planning
tool if available) to include the following rates for
calculating car parking requirements for new
commercial developments within the Bendigo CBD:
Supermarket/Department Store
4.0/100 sqm
Take away food premises
2.5/100 sqm
Restaurant
0.1/seat
Shop (other than specified)
3.5/100 sqm
Restricted Retail Premises
1.5/100 sqm
Office
2.5/100 sqm
tool if available) to allow consideration of a 10%
reduction in car parking rates subject to the adoption
of a range of sustainable transport and travel demand
management initiatives, as discussed in this report.
tool if available) to provide guidance on the provision
of future car parking as outlined in Section 5 of this
report.
tool if available) to provide guidance on the parking
requirements for future CBD residential
development.
Prepare an amendment to the Greater Bendigo
Planning Scheme to make changes to the MSS, and to
include any Parking Precinct Plan (or similar planning
tool) prepared to enable its statutory implementation.
Undertake full investigations to progress the
development of multi-deck public parking facilities in
Edwards Street (also known as the Target car park)
and mid-block between St Andrews Ave and Mundy
Street (behind the COGB offices (as identified in the
Bendigo CBD Plan). Investigations must include
RESPONSIBLE
MANAGER
Manager Strategy
PRIORITY
PARTNERS
INDICATIVE COST
High
Statutory Planning
$10,000
Manager Strategy
High
Statutory Planning
No additional if
progressed with the above
action.
Manager Strategy
High
Asset Planning & Design

Parking & Animal Control
Statutory Planning
No additional if
action
Manager Strategy
High
Asset Planning & Design

Statutory Planning
No additional if
action
Manager Strategy
High
Statutory Planning
$30,000
Manager Asset Planning &

Design
High
Strategy
Statutory Planning
Finance
To be determined, and
subject to budget
considerations.
ACTION
RESPONSIBLE
MANAGER
PRIORITY
PARTNERS
INDICATIVE COST
Manager Parking &

Animal Control
High
Strategy
No additional
Implement programs to encourage the use of

sustainable transport options, including
implementation of the TravelSmart initiative,
particularly for employees during peak times such as
the Christmas period.
Investigate options to better utilise CBD bus services,
or shuttle services to connect key CBD locations and
parking areas.
Investigate opportunities to utilise the tram network
to provide a 'park and ride' service.
Manager Strategy
Medium

Statutory Parking
No additional
Manager Strategy
Medium
Department of Transport
No additional
Manager Strategy
Medium
Bendigo Tramways
No additional
Explore the interest of Car Share companies locating

in the Bendigo CBD to support residential
development.
Manager Strategy
Medium
Business Development
No additional
Incorporate variable signage into the development of

new major off-street car parks to give drivers real
time advice on where vacant parking spaces are
located.
Improve pedestrian and cycle links across High Street
/ Pall Mall / McCrae Street to improve the connection
of the CBD Core to activities and parking facilities to
the north-west.

Design
Low

Statutory Planning
$100,000

Design
Low
VicRoads
To be determined. Subject
to future budget bids.
feasibility, business case, integrated design and land

use mix, financing model, detailed car parking layouts
and building costs, etc and be included in a Parking
Precinct Plan to ensure Cash in Lieu contributions
can be directed to the cost of their development.
Adopt a policy to guide the setting of time
restrictions for on-street parking.
APPENDIX
For a copy of the appendices please contact the Strategy Unit

on 5434 6148 or via email at strategy@bendigo.vic.gov.au .

CBD Parking Strategy October 2008

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BENDIGO CBD PARKING

Prepared by GTA Consultants

BENDIGO CBD PARKING STRATEGY 1

Adopted by Council 15 October 2008

2 BENDIGO CBD PARKING STRATEGY

BENDIGO CBD PARKING STRATEGY 3

4 BENDIGO CBD PARKING STRATEGY

BENDIGO CBD PARKING STRATEGY 5

Strategy Aim - To encourage the development of residential dwellings within the

6 BENDIGO CBD PARKING STRATEGY

BENDIGO CBD PARKING STRATEGY 7

8 BENDIGO CBD PARKING STRATEGY

1.2 Study Area

Precinct 1: CBD Core Bendigos historic retail core;

BENDIGO CBD PARKING STRATEGY 9

1.3 Scope of Report

To provide a statutory implementation tool for considering the waiving of parking

1.4 Referenced Documents

BENDIGO CBD PARKING STRATEGY 11

2.1 Relevant Documents

2.1.1 Bendigo +25

2.1.2 Bendigo CBD Plan

2.1.3 Residential Development in the Bendigo CBD

2.1.4 Greater Bendigo Cycling and Walking Strategy

2.1.5 Commercial Land Strategy

Floor Space (sqm) in 2004

BENDIGO CBD PARKING STRATEGY 13

Food, groceries & liquor

2.2 Application to Parking Issues

How can parking provide for all CBD users;

14 BENDIGO CBD PARKING STRATEGY

EXISTING CAR PARKING CONDITIONS

3.1 Previous Investigations

3.1.1 Previous GTA Consultants Parking Study

3.1.2 Recent City of Greater Bendigo Investigations

BENDIGO CBD PARKING STRATEGY 15

3.2 Current Conditions

Long Term (>4 hrs)

3.2.2 Car Parking Demand

16 BENDIGO CBD PARKING STRATEGY

Table 3.2: Car Parking Demand Data (2008)

Long Term (>4 hrs)

Examination of the parking demand data as summarised in Table 3.2 indicates:

BENDIGO CBD PARKING STRATEGY 17

3.2.3 Journey to Work Information

3.3 Car Parking Model

18 BENDIGO CBD PARKING STRATEGY

3.3.2 Land Use Data

BENDIGO CBD PARKING STRATEGY 19

Table 3.4: Land Use Data (2008)

20 BENDIGO CBD PARKING STRATEGY

3.3.3 Car Parking Rate by Land Use

3.3.4 Temporal Distributions

BENDIGO CBD PARKING STRATEGY 21

3.3.5 Modelling Car Parking Supply and Demand

3.3.6 Calibration of the Model

22 BENDIGO CBD PARKING STRATEGY

Figure 3.3: Calibrated Parking Model

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3.3.7 Interpretation of the Model

3.3.7.1 CBD Core

3.3.7.2 Northern Fringe

24 BENDIGO CBD PARKING STRATEGY