EPPING NORTH-WOLLERT Walking & Cycling Strategy 2022-2032

EPPING NORTH-WOLLERT WALKING & CYCLING STRATEGY

2022-2032

CHANDAVINEL ATH [900333]

ABPL90131 STRATEGIC PLAN MAKING

SEMESTER 2, 2022

TUTORIAL 4, HELEN JENNINGS

EXECUTIVE SUMMARY

Epping North-Wollert Walking & Cycling Strategy 2022-2032 is a strategic plan written in accordance with other existing local, State and Federal plans/strategies/policies. The main goal of the plan is to improve walking and cycling in Epping North-Wollert with local community and geographical context in considerations. Preliminary findings indicate road conditions, lack of street connectivity and building diversity as key issues with cycling and walking in Epping North-Wollert. Key directions are proposed which aims to make streets safer, encourage and promote walking and cycling, and build and maintain street networks. Evaluation and monitoring plan is proposed to ensure actions and objectives are achievable within the aforementioned timeframe.

LIST OF ACTIONS PLAN

Figure 1: Map of Epping North-Wollert Source: Whittlsea 2040 (City of Whittlesea, 2017)

INTRODUCTION

Walking & cycling are the most common forms of transport across Greater Melbourne. They require minimal supporting infrastructure, inexpensive and provides health and economic benefits.

In the City of Whittlesea, 56% of people are obese or overweight compared to 50% of Greater Melbourne (SGS Economics & Planning, 2018). Walking & cycling ranks among the lowest (0.5%) as the preferred mode of transport in Epping North-Wollert, compared to other suburbs in Whittlesea (Informed Decisions, 2016). Over-reliance on cars due to lack of amenities and services within walking/ cycling catchment radius, greenhouse gas emission, air and noise pollution negatively affects walking, cycling and residents’ well-being.

Walking & cycling is important because it allows the community to connect with one another through programs and activities, reduces pollution and traffic, improves physical and mental health and boosts local economy. A safe walkable and cycle-able environment needs well-connected street networks, safety precautions, close distances between amenities, great road conditions and allows for implementation of walking and cycling programs/activities in the future.

Mode of Transport

Cars: 72.3%

Public transport: 12.6%

Cycling/Walking: 0.5%

Health risks/concerns

Vehicle Ownership

1 Vehicle: 33.5%

2+ Vehicles: 40.7%

3+ Vehicles: 20%

Obesity: 56%

Alcohol-related harm: 22.8%

Depression/Anxiety: 21.2%

Dwelling Type

Separated houses: 81.2%

Semi-detached houses: 17%

Flat/Apartment: 1.8%

Source: Australian Bureau of Statistics, Census of Population and Housing 2011, 2016 and 2021. Compiled and presented by .id (informed decisions) & SGS Economics & Planning (2018).

POLICY CONTEXT

FEDERAL GOVERNMENT

• Walking, Riding and Access to Public Transport 2013 provides recommendations and case studies on walkability and cycle-ability in different parts of Australia. It mentions incorporation of walking and cycling strategies within State and local council’s reports, prioritizing the achievement of ‘20-minute neighborhood’.

• National Road Safety Strategy 2011-2020 is a report that discusses broad road safety principles that should be incorporated into future transportation planning. It lists out actions, objectives and road safety goals such as Safe Roads, Safe Speeds, Safe Vehicles and Safe People.

VICTORIAN STATE GOVERNMENT

• Plan Melbourne 2017-2050 outlines transportation issues within Melbourne, which includes congestions, parking, unreliable and inefficient public transport system, and unsafe road conditions for cyclists and pedestrians. It mentions pedestrian-friendly neighborhoods and implementation of cycling networks as part of its policies in achieving a ‘20-minute neighborhood’ (DELWP, 2017, p.72).

• Transport Strategy 2030 is a report written by the City of Melbourne, outlining overview, strategies and actions in dealing with transportation in Victoria. The report is written in accordance with Plan Melbourne 2017-2050, listing the following walkability and cycle-ability objectives:

• Outcome 1: Safe streets for people

1.3. Design safe and accessible streets for everyone

1.7. Deliver physically protected environments for people through innovative urban design

• Outcome 2: Safe streets for bike riding

2.1. Deliver our proposed network of protected bicycle lanes into and through the central city

2.2. Make every street safer for cycling

• Outcome 6: More people riding bikes

6.1. Deliver community programs to get more people riding bikes

6.2. Support a review of the road rules to support safe and efficient cycling

• Outcome 11: Vehicle automation supporting people-focused city

11.1. Capture the road safety potential of vehicle automation to protect vulnerable road users.

CITY OF WHITTLESEA

• Whittlesea 2040: A place for all is a report resulted from consultations held between the City of Whittlesea and its community on the future they envision for themselves and the city in 2040. This report includes four objectives, with one of them being “Liveable Neighborhoods” (City of Whittlesea, 2017, pp.14-15). This goal outlines the following challenges and actions:

• Challenges:

• Transport infrastructures

• User’s safety

• Congestions

• Actions:

• Smart, connected transport network

• Well-designed neighborhood and town centers

• Housing for diverse needs

• Integrated Transport Strategy 2014 provides in-depth details on road conditions, actions, monitoring and evaluation of Whittlesea’s transportation. The following sections discuss walking and cycling within Whittlesea:

Walking

• Walking roles

• Provides access to local activities

• Recreational routes for enjoyment or routes that lead to recreational activities

• Walking issues

• Route continuity & safety

• Shortage of local destinations

• Existing Strategies

• Action W2.1: Work with schools to promote walking

• Action W2.2: Promote walking by assisting in the establishment of a walking advocacy groups

Cycling

• Cycling roles

• Provide access to local activities

• Provide cross regional and cross-city access

• Recreational routes

• Cycling issues

• Route continuity & safety

• Distance & signage

• Existing Strategies

• Action C2.1: Prioritize bicycle infrastructure in Council’s plan

• Action C3.1: Work with schools to promote cycling

LOCAL CONTEXT PLACE

• Epping North-Wollert is located in the rural North of Whittlesea. Epping Road, Craigieburn Road and Oherns Road are the main arterial roads, providing North-south and East-west connections (City of Whittlesea, n.d.).

• Most of the suburb consists of growing residential properties (detached houses) and industrial developments. Non-urban areas consist of forests and farmlands for cattle grazing, poultry, horse and dog breeding (City of Whittlesea, n.d.).

PEOPLE

• Epping North-Wollert has a population of 42,673, with an average household size of 3.18 living in 14,128 dwellings (Informed Decisions, 2021). 51.3% of current households are young family (Informed Decisions, 2021), living in separated houses (82.7% of all dwelling types) (Informed Decisions, 2016). 28.2% of young family are considered low-income households, defined by weekly income of less than $800 (Informed Decisions, 2016).

• 50.5% of Whittlsea’s residents work outside of their lived area (Informed Decisions, 2021). Residents cite “work” as the main purpose of travelling outside of their lived area, with 153601 trips daily averaging out at 17.8 KM and 39 minutes travelled distance and time respectively (Department of Transport, 2020).

Source: Google Maps. Accessed September, 2022

Source: Google Maps. Accessed September, 2022

Figure 3: residential units on Tourmaline Dr.

Figure 2: Farmland along Epping Rd

Source: Department of Transport (2020)

KEY OBSERVATIONS

Source: Department of Transport (2020)

• Car ownerships and reliance on cars are interlinked with land use patterns and access to amenities. Suburbs with detached housings are reliant on cars, due to zoning provisions that prevent incorporation of different building mixes. This, in turn, leads to long travel distances to access local amenities and employment. Households in limited/low accessibility to public transport areas were the highest spenders on motor vehicle fuel, at an average of $69 per week (ABS, 2017). This leads to urban development that prioritizes car-centric actions and planning, which further affects walking and cycling.

• Household with limited accessibility to local transportation and amenities are more likely to spend more of their income on transport. Households in moderate or limited/low accessibility areas spent the most on overall transport costs, at 15% to 16% of their total spending on goods and services ($223 to $268 per week) (Australian Bureau of Statistics, 2017). This affects the suburb’s overall economic growth, leading to housing affordability issues.

• Suburbs that walk and cycle less are more prone to health issues such as diabetes, obesity, and asthma. Car usage also contributes to noise and air pollution, which can negatively impact residents’ health and well-being.

Table 1: Mode of transportation and trips

Table 2: Purpose of trips

FUTURE OF EPPING NORTH/WOLLERT

• There is a disconnect between supply and demands for detached houses in Melbourne (Kelly, 2011). Around 48% of people want to live in detached houses, despite a supply of 72% detached houses currently available with a projected 68% growth in detached houses in the coming years (Kelly, 2011). Implementing and encouraging housing diversity is an opportunity for Epping North to accommodate growing population and density. This will free up land for more diverse uses such as walking and cycling infrastructures, employment, shops and help solve housing affordability issues. This also lowers reliance on cars as more amenities are introduced, thus reduces the amount of time and distance travelled with increased accessibility.

• About 24.4% of Whittlesea’s residents engaged in no physical activities, 35.6% engaged in four or more days of physical activities per week (VicHealth, 2016). Only 51.7% of Whittlesea’s residents feel like they live in a close-knit community (VicHealth, 2016). Physical and mental well-being of residents can be improved through implementing programs that promote and encourage walking and cycling. This provides residents with opportunities to engage with their community, forming connection, while improving overall wellbeing of the community.

Source: METRO ARIA Public Transport (SA1) 2014, AURIN map (Accessed October, 2022)

Precint

Figure 4: Accessibility to public transport

VISION & GOALS

The Epping North-Wollert Walking and Cycling Strategy 2022-2027 is developed in accordance with Whittlesea 2040 and Plan Melbourne 2017-2050.

The vision for Epping North-Wollert is to provide the community with infrastructures that efficiently supports walkability and cycle-ability, improve street connections and users experience while promoting the health benefits of walking and cycling as leisure activities. This vision will be guided by key directions:

Key Direction 1: Making streets safer for pedestrians and cyclists

Key Direction 2: Encourage and promote walking and cycling as active travel

Key Direction 3: Build and maintain street connections

COMMUNITY ENGAGEMENT STRATEGY

“FITTER FOR WALKING” (FFW) GROUP CONSULTATION (Adams & Sherar, 2018)

This strategy was developed between 2008 and 2012 by a private-sector organization that aims to improve local neighborhood walking environment and encourage walkability via collaboration with local communities and residents (Adams & Sherar, 2018). Participants included local residents, local interest groups, ethnic groups, community centers and schools. Participants engage in discussions about interventions and activities that may improve walkability in Epping North-Wollert. Each discussion lasts between 45-60 minutes, with each consultation held once a week for a period of 3 months (Adams & Sherar, 2018). The focus groups were also tasked with identifying problems and issues with walking in the area, and 3 barriers to implementation were identified:

• Poor area regeneration and reputation

• Local community engagement

• Poor street design and conditions

In addition, the participants also identified 3 themes to improve walkability and implementation of strategies:

• local authority-led changes (i.e. removal of street furniture, implementing street lights and signage, curbs restoration)

• community-led changes (i.e. street cleaning, tree planting)

• coordinator or community-led promotional and awareness activities (i.e. street parties, communal walking activities to raise awareness and promote walking)

WALK SPOT 2017 & BIKE SPOT 2020 (City of Whittlesea, 2022)

The City of Whittlesea has conducted online and in-person surveys about walkability and cycle-ability issues, opportunities and threats from local community and residents. There were 114 submissions, and the following key issues with walking are identified (City of Whittlesea, 2022):

• Missing footpaths and links that discourage walking

• Speeding traffics issues that pose safety concerns for pedestrians

• Lack of pedestrian crossings around community-active centers such as schools and shops

Key issues identified with cycle-ability include:

• Low rates of cycling participation due to distance and road conditions

• Safety concerns with biking (i.e. lack of lanes, no parking spots)

• Lack of cycling infrastructures and maintenance

• Long distances between amenities and destinations, which are unsuitable for cycling

PARTNERSHIPS & POLICY ALIGNMENT

In order to achieve the objectives listed in Epping North-Wollert Walking & Cycling Strategy 20222032, the City of Whittlesea will be working in collaboration with other external partners, while referencing existing plans and strategies.

Key Partners for collaboration:

• Victoria Walks

• City of Melbourne

• City of Whittlesea

• VicRoads

• VicHealth

• Community Organizations

• Schools

• Businesses

• Local community representatives

• Key stakeholders

• Other State & Federal Government Agencies

Relevant Plans/Strategies:

• Walking, Riding and Access to Public Transport 2013

• National Road Safety Strategy 2011-2020

• Plan Melbourne 2017-2050

• Transport Strategy 2030

• Whittlesea 2040: A place for all

• Integrated Transport Strategy 2014

Plan Melbourne 2017-2050

Community

External partners & stakeholders

City of Whittlesea

Epping North-Wollert

Walking & Cycling Strategy

Transport Strategy 2030

Whittlesea 2040: A place for all

Integrated Transport Strategy 2014

Walking & Cycling Strategy 2022-2032

LIST OF ACTIONS PLAN

Key Direction 1: Making streets safer for pedestrians and cyclists

• Action 1.1: Streets need to be redesigned to accommodate pedestrians and cyclists.

City of Whittlesea and Victoria Government should collaborate on street design proposals that encourage cycling and walking. Street features such as bike lanes, wider footpaths and number of travel lanes contribute to more active streets with less risks and severe fatalities (Marshall & Garrick, 2011). Each year, the City of Copenhagen has reduced car lanes in residential blocks, and replaced with cycling lanes separated by curbs (Gehl, 2010, p.24). Car intersections are converted into bicycle intersections, with special traffic lights making it safer and easier for pedestrians and cyclists to move around (Gehl, 2010, p.24). These implemented changes resulted in a 37% increase in cycling and walking as mode of transport to work and education (Gehl, 2010, p.24).

• Action 1.2: Implement temporary methods to separate cars from cyclists and pedestrians on heavy-traffic roads.

Epping Road has a total peak traffic volume of 8492 vehicles daily, while Harvest Home Road has less than 1000 vehicles passing by daily (City of Whittlesea, 2003). This indicates the carheavy traffic road conditions, leading to more road fatalities for pedestrians and cyclists. As proposals for redesign of streets may take time to be approved, temporary street features such as mobile bollards, poles, signs and markings can provide all street users with information on new street changes, speed limits, and right-of-way priorities. A case study in Cambridgeshire, UK shows a design of bus stops that attempts to separate cyclist’s lanes from the main road, which improves road safety for all users (Sustrans, 2015). A method of analysis was used to determine the safety of this design, and the results were positive, with noticeable increase in pedestrian movements using the cycling lane as extension of footpaths as well (Sustrans, 2015).

Figure 5: Cycling in Copenhagen Source: BackRoads (2015)

Figure 6: Floating Bus Stop illustration Source: SusTrans (2015)

Key Direction 2: Encourage and promote walking and cycling as active travel

• Action 2.1: Implement cycling and walking programs as a part of community plan and school curriculum

Perception of walking and cycling has gradually changed over the years. However, pedestrians and cyclists still see themselves as neglected users, while others within the community rely on presented accidents statistics and safety indicators as justification to avoid cycling and walking (Marquart & Schicketanz, 2021). The City of Whittlesea should work with local schools and communities to incorporate walking and cycling activities as part of their curriculum and community plan. Walking and cycling can be influenced by ecological perceptions (Keall et. al, 2015). By educating and actively promoting walking and cycling, people are more likely to participate and see these transport modes as part of active travel. A case study in New Zealand indicates simple promotion and community intervention with cycling and walking programs shows an increase of 3.4% trips made by cycling and walking (Keall et. al, 2015).

• Action 2.2: Promote benefits of cycling and walking activities

Obesity, alcohol-related harm and depression/anxiety are the most prevalent health risks affecting Whittlesea’s residents (SGS Economics & Planning, 2018). These health hazards are most common among disadvantaged community (people who speak languages other than English, Aboriginal, unemployed, have an annual income of less than $40000 or rented their homes) (Victoria State Government, 2019, p.21). 60.7% of Epping North population speaks multiple languages, while 24.6% of houses are rented (Informed Decisions, 2021). Cycling and walking as leisure activities can improve mental and physical well-being such as reducing risks of obesity, improve weight controls and increased functional status for older adults (Racioppi et. al, 2005). Cycling and walking activities can also help communities form connections among others, highlighting diversity and multiculturalism. 55.6% of adults stated multicultural and community activities have improved their lives in their suburb (Victoria State Government, 2019, p.29).

Key Direction 3: Build and maintain street connections

• Action 3.1: Implement planning provisions on building mixes and land use patterns to en sure diverse streetscape

Currently, most of residential blocks within Epping North-Wollert are clustered within the same area, indicating lack of building diversity. Active neighborhoods require versatile spaces and complex activities, which encourage walking and cycling (Gehl, 2010, p.20). Epping North has an average block size of between 180-250 m (see Figure 7). Finer block and building grains of 100-200 m allows for easier navigation for pedestrians and cyclists, while contributing to space permeability, creation and connection between more streets and alleyways (Dovey, 2016, p.21). The local council and City of Melbourne should make amendments to zoning and provisions that affect neighborhood environment such as height restrictions, building mixes implementation and footpath widening. By changing planning provisions that affect the built environment, it creates opportunities to improve street networks for walkability and cycle ability in Epping North.

• Action 3.2: Implement the concept of “cyclist/pedestrian-only zones”

The top three occupations in Epping North are professionals (17.2%), clerical and administrative workers (14.5%), and technicians and trade workers (13.6%) (Informed Decisions, 2016). These account for 45.4% of Epping North/Wollert’s employment population (Informed Decisions, 2016). 62.9% of Whittlesea’s residents travel outside their area to work (Informed Decisions, 2016). Implementing cyclist/pedestrian only zones, in conjunction with safe street networks and building diversity will allow the aforementioned occupations to grow over time and improve Epping North’s overall economy by providing industry clusters, more social interactions and reducing time and distance travelled daily. Cyclist and pedestrian only zones also provide opportunities to improve quality of space and environment, which can have positive impact on local economy, job growth, productivity, health and wellbeing (Zandiatashbar & Hamidi, 2018, p.167).

Figure 7: Aerial view of residential blocks along Edgar Rd Source: AURIN Map. (2022, October)

MONITORING & EVALUATION PLAN

The local council will be responsible for implementation, monitoring and evaluating the actions of Epping North-Wollert Walking & Cycling Strategy 2022-2032. Annual progress and reports will be provided by the local council. A quarterly report will also be provided by the local council to address any changes with actions, objectives and timeframe to meet the needs and goals of Epping North-Wollert Walking & Cycling Strategy 2022-2032.

At the conclusion of the strategy’s life cycle, the local council and City of Melbourne will re-assess and evaluate the rates and success of implemented actions through statistics, reports and visible changes. Strategic directions for the future will be discussed during this stage.

Walkability and cycle-ability rates will also be assessed via Fitter For Walking (FFW), BikeSpot and WalkSpot. This gives the community opportunities to participate in programs, access to information and provide better understanding of the strategic plan, actions and objectives.

STRUCTURE OF ACTION PLAN

• Key Direction: The strategic plan’s overarching goal that will be supported by actions. Key directions determine the focus and objective of the strategic plan overall.

• Reference: The Walking & Cycling Strategy is written in accordance to other existing local, state and federal plans mentioned. Actions and objectives are aligned with aforementioned plans, albeit with slight modifications to fit Epping North-Wollert’s context.

• Action: list of activities/initiatives that can be done to achieve key direction. Actions will also be linked to other strategic plans, past and future.

• Timeframe: Time allocated for actions implementation. Each action may take different amount of time to implement due to various reasons and external factors.

• Short-term: between 2-5 years

• Long-term: between 5-10+ years

• Responsibility: Each action is assigned to stakeholders and government body to monitor and implement. Some actions may require multiple participants.

• Indicator: Provide targets and measures that indicate the implementation and success of Strategic Plan.

Key Direction 1: Making streets safer for pedestrians and cyclists

References Action Timeframe

Transport Strategy

2030 Action 1.3. & 1.7

Plan Melbourne’s “20-minute neighborhood”

Streets need to be redesigned to accommodate pedestrians and cyclists.

Long term

Responsibility Indicator

Local council

City of Melbourne

Department of Transportation

Number of community members using the streets throughout the day

Recorded number of street fatalities & hazards

Transport Strategy

2030 Action 2.2, 6.2 & 11.1

Plan Melbourne’s “20-minute neighborhood”

Implement temporary methods to separate cars from cyclists and pedestrians on heavy-traffic roads.

Short term

Local council

Planners

Other stakeholders

Number of community members using the streets throughout the day,

Recorded numbers of road fatalities and accidents

Key Direction 2: Encourage and promote walking and cycling as active travel

References Action Timeframe Responsibility Indicator

Integrated Transport Strategy 2014

Action W2.1

Implement cycling and walking programs as a part of community plan and school curriculum

Long term

Local council

City of Melbourne

Community representatives

Schools

Number of people walking, cycling and undertaking the programs

Number of programs implemented

Integrated Transport Strategy 2014

Action W2.2

Promote benefits of cycling and walking activities

Short term

Local council

City of Melbourne

Community representatives

Schools

Number of activities held

Number of promotions from the community and other stakeholders

Key Direction 3: Build and maintain street connections

References Action Timeframe

Whittlesea 2040, Action 2: well-designed neighborhood and town centers

Implement planning provisions on building mixes and land use patterns to ensure diverse streetscape

Long term

Responsibility Indicator

Local Council

City of Melbourne

Other stakeholders

Planners

Number of amenities and shops created through zoning changes

Transport Strategy

2030 Action 1.7 & 6.2

Implement the concept of “cyclist/ pedestrian-only zones”

Long term

Local council

Other stakeholders

Planners

Number of pedestrians/cyclists using the street

Number of local businesses created

Recorded numbers of trips, distances, time travelled throughout the suburb

REFERENCES

Adams, E.J. & Sherar, L.B. (2018). Community perceptions of the implementation and impact of an intervention to improve the neighbourhood physical environment to promote walking for transport: a qualitative study. BMC Public Health, 18(1). 1-14. https://bmcpublichealth.biomedcentral.com/articles/10.1186/s12889-018-5619-y.

Australian Bureau of Statistics (ABS). (2017). Household Expenditure Survey, Australia: Summary of Results. https://www.abs.gov.au/statistics/economy/finance/household-expenditure-survey-australia-summary-results/latest-release#spending-around-the-country.

City of Melbourne. (2019). Transport Strategy 2030. https://www.melbourne.vic.gov.au/SiteCollectionDocuments/transport-strategy-2030-city-of-melbourne.pdf.

City of Whittlesea. (2014). Integrated Transport Strategy 2014. https://www.whittlesea.vic.gov.au/media/1467/integrated-transport-strategy-2014-pdf.pdf.

City of Whittlesea. (n.d.). Place Snapshot: Wollert. https://www.whittlesea.vic.gov.au/building-planning-development/future-development-plans/place-snapshots-a-guide-to-development-in-your-area/place-snapshot-wollert/.

City of Whittlesea. (2017). Whittlesea 2040: A place for all. https://www.whittlesea.vic.gov.au/media/4384/whittlesea-2040-a-place-for-all-web-accessible.pdf.

Department of Environment, Land, Water and Planning (DELWP). (2017). Plan Melbourne 2017-2050. https://planmelbourne.vic.gov.au/__data/assets/pdf_file/0007/377206/Plan_Melbourne_2017-2050_Strategy_.pdf.

Department of Transport. (2020). Victorian Integrated Survey of Travel & Activity (VISTA). https:// public.tableau.com/app/profile/vista/viz/VISTA-LGAProfilerAccess/LocalGovernmentAreaprofiles.

Dovey, K. (2016). Urban design thinking: a conceptual toolkit. Bloomsbury Academic.

Gehl, J. (2010). Cities for people. Washington, DC: Island Press.

Informed Decisions (.id). (2016). City of Whittlesea: Residents’ place of work. https://profile.id.com.au/ whittlesea/residents?WebID=130.

Informed Decisions (.id). (2016). Epping: Dwelling Type. https://profile.id.com.au/whittlesea/dwellings?WebID=120.

Informed Decisions (.id). (2016). Epping: Method of travel to work. https://profile.id.com.au/whittlesea/travel-to-work?WebID=120.

Informed Decisions (.id). (2016). Epping: Number of cars per household. https://profile.id.com.au/whittlesea/car-ownership?WebID=120.

Informed Decisions (.id). (2016). Epping North-Wollert: Employment Status. https://profile.id.com.au/ whittlesea/employment-status?WebID=130.

Informed Decisions (.id). (2021). Epping North-Wollert: Housing tenure. https://profile.id.com.au/ whittlesea/tenure?WebID=130.

REFERENCES

Informed Decisions (.id). (2021). Epping North-Wollert: Language spoken at home. https://profile. id.com.au/whittlesea/language?WebID=130.

Keall, M., Chapman, R., Howden-Chapman, P., Witten, K., Abrahamse, W., & Woodward, A. (2015). Increasing active travel: results of a quasi-experimental study of an intervention to encourage walking and cycling. Journal of Epidemiology and Community Health, 69(12). 1184-1190. https://doi. org/10.1136/jech-2015-205466.

Kelly, J.F. (2011). Getting the housing we want. Grattan Institute: Melbourne. https://grattan.edu.au/ wp-content/uploads/2014/04/117_report_getting_the_housing_we_want.pdf.

Marquart, H. & Schicketanz, J. (2021). Experiences of safe and healthy walking and cycling in urban areas: The benefits of mobile methods for citizen-adapted urban planning. Transportation Research Procedia, 60. 290-297. https://doi.org/10.1016/j.trpro.2021.12.038.

Racioppi, F., Dora, C., & Rutter, H. (2005). Urban Settings and Opportunities for Healthy Lifestyles: Rediscovering Walking and Cycling and Understanding Their Health Benefits. Built Environment, 31(4). 302-314. http://dx.doi.org/10.2148/benv.2005.31.4.302.

SGS Economics & Planning. (2018). Whittlesea 2040: Background Paper. City of Whittlesea. https:// www.whittlesea.vic.gov.au/media/3736/whittlesea-2040-background-research-paper.pdf.

Sustrans. (2015). Cambridgeshire ‘floating bus stops’ interaction analysis: Final report. https://www.cycling-embassy.org.uk/sites/cycling-embassy.org.uk/files/documents/Floating_bus_stop_report.pdf.

VicHealth. (2016). Whittlesea LGA Profile: VicHealth Indicators Survey 2015 Results. https://www. vichealth.vic.gov.au/-/media/VHIndicators/Interface/Vic161_Whittlesea_indicator_v5.pdf?la=en&hash=492CBB3DC8DD1D484EF52346EA9225BDAF3F0E86.

Victorian Integrated Survey of Travel & Activity (VISTA). (2018). VISTA - LGA Profiler. https:// public.tableau.com/app/profile/vista/viz/VISTA-LGAProfilerAccess/LocalGovernmentAreaprofiles.

Victoria State Government. (2019). Victorian Population Health Survey 2019: Summary of results. https://vahi.vic.gov.au/sites/default/files/2021-12/Victorian%20Population%20Health%20Survey%202019%20-%20final.pdf.

Zandiatashbar, A., & Hamidi, S. (2018). Impacts of transit and walking amenities on robust local knowledge economy. Cities, 81. 161-171. http://dx.doi.org/10.1016/j.cities.2018.04.005.

IMAGES & FIGURES

Figure 1: City of Whittlesea. (2017). City of Whittlesea Map, from Whittlesea 2040: A place for all. https://www.whittlesea.vic.gov.au/media/4384/whittlesea-2040-a-place-for-all-web-accessible.pdf.

Figure 2: Google Maps. (October, 2022). 395 Epping Rd. https://www.google.com/maps/@37.6031532,145.0322382,3a,75y,142.83h,92.85t/data=!3m7!1e1!3m5!1svUQ-3qafuYJ56i9x7qXBsQ!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DvUQ-3qafuYJ56i9x7qXBsQ%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3 D100%26yaw%3D114.00133%26pitch%3D0%26thumbfov%3D100!7i16384!8i8192.

Figure 3: Google Maps. (October, 2022). 15 Tourmaline Dr. https://www.google.com/maps/@37.6276234,145.0032978,3a,90y,146.71h,88.08t/data=!3m6!1e1!3m4!1sP2fRY-oqfMof0uB9suQ6jw!2e0!7i16384!8i8192.

Figure 4: AURIN Map. (2022, October). Whittlesea, VIC. https://aurin.org.au/resources/aurin-map/.

Figure 5: BackRoads. (2015). Cycling Copenhagen. https://www.backroads.com/sites/default/files/ blog/2015/04/shutterstock_244975975.jpg.

Figure 6: Sustrans. (2015). Cambridgeshire ‘floating bus stops’ illustrations. https://www.cycling-embassy.org.uk/sites/cycling-embassy.org.uk/files/documents/Floating_bus_stop_report.pdf.

Figure 7: AURIN Map. (2022, October). Epping, VIC. https://aurin.org.au/resources/aurin-map/.