Repeat buyers are one of the strongest measures of confidence in any apartment development.

At <a href="https://www.apartments.com.au/new-apartments/era-newcastle-west-124-126-bull-street-newcastle-west-nsw-2302">ERA</a> in Newcastle West, some purchasers are returning to <a href="https://www.apartments.com.au/developers/gwh">GWH</a> after living at the developer's One Apartments. Their decision to purchase again was driven by the quality of life they found after moving into their first GWH home.

Keith Wilton had spent years living in a house in East Maitland before deciding it was time for a change. Apartment living had always been on his radar, but he was selective about what he wanted.

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"I had some boxes I wanted to tick," he says.

Keith points to the open-plan design, generous outdoor areas and considered inclusions as key reasons One Apartments worked for him.

“One of those things was a nice indoor open plan area, but also I wanted a nice outdoor open area that I could entertain on in summer or Christmases or birthdays,” he says.

He also found value in the smaller details, from integrated appliances to shared resident spaces including the pool, cinema and rooftop areas.

[smartcode_project:default project_id=135096 project_image_fid=356818]

After comparing several developments, he chose One Apartments because of GWH's longstanding local reputation and his own experience working with the developer on a commercial project more than a decade earlier.

"I knew that they were local, that the quality of the build was going to be up there. I'd looked at other apartment complexes around and close by, and I just knew that here was a better decision location wise."

Today, Keith says the move has completely changed how he experiences Newcastle.

"I enjoy living in this location because it's more of a lifestyle change. That Newcastle city living where you can walk to restaurants and bars and even beaches and parks and even shopping across the road."

[smartcode_project:default project_id=135096 project_image_fid=356828]

Beyond the location, he says it's the sense of community that has surprised him most.

"Everyone loves living here because they chose to live here, but everyone looks out for each other. It's a real great community feel here."

For Aimee and Lyle Goodman, the journey started almost by chance.

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The couple happened to be having coffee in Newcastle when they noticed the site where One Apartments was about to begin construction.

"We were aware GWH was planning a development," Aimee says. "We made one phone call and things moved pretty quickly after that."

As busy business owners, they initially thought apartment living would simply reduce the maintenance that came with larger homes. Instead, it fundamentally changed how they spent time together.

"We actually catch up more as a family now," Aimee says.

"We've had homes with big yards and lots of space, but everyone ended up in different rooms. Here we'll have dinner together, the kids can play, and we spend far more quality time together."

[smartcode_project:default project_id=135096 project_image_fid=356829]

Lyle says their confidence came from GWH's reputation within Newcastle's building industry.

"I know people who've worked across different apartment projects, and whenever GWH came up the feedback was always the same. They're rock solid. They're quality."

That confidence only grew throughout the buying process.

"One of the things that really impressed us with GWH was the whole process, was the communication," Lyle says. "It was consistent, it was regular, there was no problem if we had some weird questions, there was no problems in getting answers."

[smartcode_project:default project_id=135096 project_image_fid=351104]

Aimee says one moment stood out.

"The project actually finished on time. We realised we needed to hurry up and sell our house because everything was happening exactly when they said it would."

The positive experience at One Apartments ultimately gave all three buyers the confidence to purchase again with GWH, this time at ERA.

Their confidence reflects what many buyers are seeking in today's apartment market. Location remains important, but so too does certainty around delivery, quality and long-term liveability.

[smartcode_project:default project_id=135096 project_image_fid=356822]

ERA builds on those foundations with 280 one, two and three-bedroom apartments across two landmark towers in <a href="https://www.apartments.com.au/developments/newcastle-west-nsw-2302">Newcastle West</a>.&nbsp;

Designed by <a href="https://www.apartments.com.au/architects/fk-australia">Fender Katsalidis</a>, the project will include more than 2,000 square metres of resident amenities, including a resort-style pool, gym, sauna, private cinema and rooftop entertaining spaces overlooking the harbour and coastline.&nbsp;

The development is also within walking distance of the Newcastle Interchange, Honeysuckle, Darby Street, the harbour foreshore, restaurants, retail and the city’s beaches, continuing the walkable lifestyle that existing GWH buyers say has transformed how they live.

[smartcode_project:default project_id=135096 project_image_fid=356826]

For Keith, the appeal remains straightforward.

"You feel at home even before you've moved into your home."

For Aimee, the change is measured in time.

“I just felt like I had more time,” she says.

[smartcode_project:default project_id=135096 project_image_fid=351102]

Construction at ERA is now underway, with more than half of the residences already sold and limited two and three-bedroom apartments remaining in the East Tower release. Priced from $980,000 for two-bedroom residences and $1.46 million for three-bedroom residences, buyers can secure an apartment with a 10 per cent deposit, with premium homes offering ocean views from Level 8 and harbour views from Level 10.

ERA is also backed by Resilience Insurance's 10-year Latent Defects Insurance policy, providing protection against structural or waterproofing defects for 10 years after completion. The project is anticipated to be completed in early 2028.

[smartcode_project_cta:default project_id=135096]

Joel Robinson

From ONE to ERA: Why buyers are choosing GWH again in Newcastle West

Virgate Property Group is preparing to commence construction of Verdé, its new apartment development in Melbourne's Arts Precinct at Southbank, following a strong run of sales that has seen more than half of the project's 173 apartments secured.

Verdé has attracted a broad mix of first home buyers, owner-occupiers upgrading from nearby inner-city suburbs and investors, with younger owner-occupier couples aged between 28 and 45 accounting for the strongest enquiry. Many are already living in Southbank, South Melbourne, Albert Park, Port Melbourne, South Yarra and the CBD.

"Verdé is located in one of the most desirable pockets of southern Melbourne," Blair Property Group Director Darren Blair, who is managing sales at Verdé, said.

"It's within walking distance of the Arts Centre, Royal Botanic Gardens, Albert Park Lake, and Southbank's restaurants and retail. It's a great lifestyle location with strong amenity and liveability, which made it a very attractive choice for the project."

[smartcode_project:default project_id=4661 project_image_fid=372549]

Virgate was already familiar with the precinct, having previously delivered the successful Domain House development in neighbouring South Melbourne. That experience gave the developer confidence to acquire the Coventry Street site and continue expanding its presence in Melbourne's inner south.

"We had been keeping an eye on the site and the broader precinct for a few months before deciding to move forward with the acquisition," Virgate said.

The project was ultimately secured in 2020 following feasibility studies, planning assessments and due diligence, with the brief centred on delivering "a high-quality, considered design that feels both refined and fit for purpose."

[smartcode_project:default project_id=4661 project_image_fid=314259]

Designed by <a href="https://www.apartments.com.au/architects/bruce-henderson-architects">Bruce Henderson Architects</a>, Verdé comprises 173 one, two and three-bedroom apartments priced from $599,000. The architecture is distinguished by a faceted glass façade that responds to both the site's outlook and Melbourne's changing light conditions.

According to Bruce Henderson Architects, the coloured glazing gives the building a distinctive identity while also providing privacy and solar shading, with residences oriented to capture views across the bay, city skyline and surrounding parklands.

Inside, <a href="https://www.apartments.com.au/interior-designers/designoffice">DesignOffice</a> has created interiors focused on natural light, efficient planning and enduring materials. Apartments feature engineered oak flooring, natural stone benchtops, floor-to-ceiling glazing and SMEG appliances, while a restrained material palette aims to complement the expansive outlooks rather than compete with them.

[smartcode_project:default project_id=4661 project_image_fid=372550]

Resident amenity has also been designed around everyday functionality rather than occasional use. Facilities include a concierge-serviced lobby, residents' lounge with fireplace, library and co-working space, gym, terrace garden with barbecue facilities, ground-floor café, and package delivery management.

The project's location continues to be one of its strongest drawcards. Positioned on Coventry Street, Verdé sits within walking distance of the National Gallery of Victoria, Arts Centre Melbourne, Royal Botanic Gardens and Albert Park Lake, while Southbank's dining precinct, Sturt Street trams and the new ANZAC Station are all nearby. The surrounding education catchment also includes Melbourne Grammar, Melbourne Girls Grammar, Mac.Robertson Girls' High School and several major university campuses.

The sales team says buyers have responded particularly well to the combination of location, design quality and long-term liveability.

"They're responding really positively to the quality of the design, premium resident amenities and the uninterrupted views. Many also appreciate the location and how connected it is to everything they need."

The ability to secure stamp duty savings before completion has also been a key factor for purchasers, alongside the opportunity to personalise finishes ahead of settlement.

With construction set to commence soon and more than half the apartments already sold, Verdé enters its next phase as one of the Arts Precinct's more established apartment developments, offering remaining buyers an opportunity to secure a residence before construction advances further. Expected completion is scheduled for late 2027.

[smartcode_project_cta:default project_id=4661]

Virgate's Verdé Southbank moves toward construction as sales fly past halfway stage

Downsizer-focused apartment development Kooyongkoot in Hawthorn has been recognised at the 2026 Better Future Melbourne Design Awards, taking home Gold and Silver awards in two categories.

<a href="https://www.apartments.com.au/new-apartments/kooyongkoot-hawthorn-1-kooyongkoot-road-hawthorn-vic-3122">Kooyongkoot</a>, currently being delivered by developer PQD and designed by Cera Stribley, received Gold in the Interior Design – Proposed category and Silver in the Architecture – Proposed category.

The dual recognition reflects the design approach behind the boutique development on prestigious Kooyongkoot Road, where the focus has been on creating homes for downsizers seeking the space, quality and functionality of a detached house within a low-rise apartment building.

Rather than maximising apartment numbers, <a href="https://www.apartments.com.au/developers/pqd">PQD</a> and <a href="https://www.apartments.com.au/architects/cera-stribley-architects">Cera Stribley</a> limited the development to just 18 residences, allowing for larger floorplans, greater privacy, generous landscaping and expansive communal spaces.&nbsp;The majority of the apartments also benefit from corner aspects, allowing for dual sources of natural light.

Now around 70 per cent complete and on track for completion in November 2026, Kooyongkoot will comprise a mix of garden residences, ter​race apartments, sub-penthouses, and is crowned by two half-floor penthouses with direct lift access and private rooftop terraces.

[smartcode_project:default project_id=102717 project_image_fid=355297]

The Silver Award for Architecture recognised the way the building responds to its prominent corner position at the ent​rance to Hawthorn's Scotch Hill precinct, one of Melbourne's most established residential neighbourhoods.

Rather than competing with the grand homes that line Kooyongkoot Road, the architectural approach focused on restraint and longevity, using curved brickwork, generous landscaping and carefully considered proportions to integrate with the existing streetscape.

"The form feels fluid and timeless, as though shaped by the landscape itself – architecture that belongs, rather than competes," said Chris Stribley, Co-Founder and Managing Principal of Cera Stribley.

The judging submission also highlighted practical innovations throughout the building, including lift cores servicing only nine homes each, a central landscaped lightcourt designed to bring daylight and ventilation into the building, and fully enclosed private storage rooms with lighting, power and shelving to better accommodate residents transitioning from larger family homes.

[smartcode_project:default project_id=102717 project_image_fid=355293]

The Gold Award for Interior Design recognised the project's focus on long-term liveability rather than display-home aesthetics.

According to the awards submission, the interiors were designed from the inside out, prioritising how homes would function over decades of daily use through generous proportions, practical storage, durable natural materials and flexible layouts.

The specification includes natural stone throughout, upgraded acoustic glazing, V-ZUG appliances and fully enclosed storage rooms, alongside an amenity offering focused on wellness, entertainment and everyday convenience.&nbsp;

Residents will have access to a gym and yoga studio, a wellness centre featuring traditional and infrared saunas, a cold therapy shower and treatment room, as well as a residents' lounge and golf simulator/cinema room for entertainment.&nbsp;Kooyongkoot has also considered the everyday convenience of its residents by offering a private carwash and pet wash facilities on site as well as dedicated parcel lockers and oversized fully enclosed storage rooms.&nbsp;

[smartcode_project:default project_id=102717 project_image_fid=355303]

The project's attention to detail has already resonated with buyers. Earlier this year, Kooyongkoot recorded one of Boroondara's highest apartment sales when an $8 million penthouse was purchased by a Melbourne CEO downsizing from a nearby family home.

"Every detail feels deliberate, from the overall design down to the smallest touches," the purchaser said.

"The level of quality and refinement is exceptional, but what really sold it was how liveable it felt... It felt like a place where everything had been considered, not just a luxury building."

[smartcode_project:default project_id=102717 project_image_fid=355304]

Sustainability also formed a key part of both award submissions. Kooyongkoot is targeting a minimum 7.5-star NatHERS rating across all residences, supported by passive design principles, high-performance glazing, EV charging infrastructure, water reuse systems and a wellness model focused on lower-energy dry facilities rather than pools and large wet areas.

Located within walking distance of Scotch College, Methodist Ladies' College, Koo​yong Lawn Tennis Club, Aubur​n Village and Camberwell Junction, Kooyongkoot continues to target owner-occupiers looking to remain in Melbourne's inner east without compromising on space or quality. A limited selection of two, three and four-bedroom residences remains available, with prices starting from $1.9 million.

[smartcode_project_cta:default project_id=102717]

Kooyongkoot wins Gold and Silver at Better Future Melbourne Design Awards

New apartment supply has become increasingly constrained across <a href="https://www.apartments.com.au/developments/parramatta-nsw-2150">Parramatta</a> in recent years, with fewer projects progressing through to completion as development conditions have become more challenging.

It makes <a href="https://www.apartments.com.au/developers/novm">NOVM</a>'s 2021-completed <a href="https://www.apartments.com.au/buildings/the-lennox-parramatta-12-phillip-street-parramatta-nsw-2150">The Lennox</a> one of the most recently completed residential towers on the Parramatta River, and among the newest apartment developments in Sydney's second CBD.

With the project largely completed before the sharp escalation in construction costs and inflation following the pandemic, The Lennox is now offering pricing that would be difficult to replicate in a comparable new development in Parramatta today, or across much of Western Sydney.

The majority of the 413 apartments at The Lennox sold before and shortly after completion. A limited release of the remaining apartments has recently been brought to market by capital partner <a href="https://www.apartments.com.au/project-marketer/equitifund-group">Equitifund</a>, with entry-level pricing from $700,000 and two-bedroom apartments available from under $1 million.

Rising above the Parramatta River at 12 Phillip Street, The Lennox comprises one, two, three and four-bedroom apartments, appealing to first home buyers, young professionals, families, downsizers and interstate investors seeking a completed apartment in one of Australia's fastest-growing economic centres.

[smartcode_project:default project_id=5743 project_image_fid=372394]

Rather than positioning Parramatta as an alternative to Sydney's CBD, Equitifund believes the city has reached a point where it stands on its own merits.

"Parramatta is no longer simply an alternative to Sydney CBD, it's becoming a destination in its own right," Equitifund Executive Chairman Greg Huxley said.

"The Lennox captures that evolution with a level of quality and amenity that's difficult to match at its price point."

[smartcode_project:default project_id=5743 project_image_fid=953]

Designed by <a href="https://www.apartments.com.au/architects/marchese-partners">Marchese Partners</a>, the tower responds directly to its riverfront setting through expansive glazing and open-plan layouts that maximise views across the Parramatta River and city skyline. Interiors feature engineered timber flooring, stone benchtops, stainless steel appliances and floor-to-ceiling glazing, while generous balconies extend the living spaces outdoors.

Marchese Partners says the project was conceived to balance high-quality apartment living with practical, long-term functionality, pairing larger, efficient floorplans with amenities more commonly associated with five-star hotels.

That emphasis continues through the resident facilities, which include a 20-metre rooftop swimming pool, fully equipped gym and wellness spaces, full-time concierge, a residents' lounge, function room, private lifts, secure basement parking and rooftop communal areas overlooking the Parramatta River. Ground-floor boardwalk retail and dining further activate the riverfront and integrate the building into the surrounding public realm.

[smartcode_project:default project_id=5743 project_image_fid=925]

Australian housing and finance group Equitifund has secured the remaining apartments, believing there are few completed apartment opportunities in Parramatta that offer the same combination of location, amenity and pricing.

Equitifund National Sales Director Ben Hamblett says buyers are increasingly recognising that premium apartment living no longer needs to come with Sydney CBD pricing.

"The Lennox is where aspirational living becomes attainable," Hamblett said.

"Wake to river and mountain views, step into Sydney's Second CBD, and arrive home to resort-calibre amenities, all without the harbour price tag."

Hamblett says owner-occupiers are also attracted by the convenience of having Westfield Parramatta, Church Street's dining precinct, Parramatta Park, Riverside Theatres, Western Sydney University and major transport connections all within walking distance.

"At The Lennox, lifestyle is not an afterthought, it is the foundation."

[smartcode_project:default project_id=5743 project_image_fid=5374]

The Lennox places residents within walking distance of Parramatta Square, Westfield Parramatta, Church Street Eat Street, Parramatta Station, the ferry wharf, Light Rail, the future Sydney Metro West, Parramatta Park and CommBank Stadium, reinforcing Parramatta's position as one of Australia's most connected metropolitan centres outside Sydney's CBD.

Equitifund says buyers visiting the display suite consistently comment on the quality of the finishes, generous floorplans, river and skyline views, and the walkability of the location. The project has attracted a broad mix of local professionals, upsizers, downsizers, buyers relocating from Sydney's inner suburbs and interstate investors seeking long-term growth opportunities.

That demand aligns with Parramatta's continued evolution as an economic powerhouse. Equitifund Research and Market Insights specialist John Bekiaris says sustained population growth, infrastructure investment and expanding employment opportunities continue to support long-term housing demand across the city.

"Parramatta has evolved from a satellite city into one of Australia's most important economic centres. Population growth, infrastructure investment and employment are all supporting sustained long-term housing demand."

[smartcode_project_cta:default project_id=5743]

The apartment price gap drawing Sydney buyers west

A luxury beachfront apartment at Rainbow Bay has more than doubled in value since it sold off the plan six years ago, setting a new local apartment record in the process.

The three-bedroom apartment in the Flow development on Petrie Street, the first of four new projects locally by Paul Gedoun's S&amp;S Projects, has sold for $7.4 million, after originally selling for $3.27 million when the project launched in 2020.

The seventh-floor apartment, comprising 187 sqm of internal living space and a 54 sqm balcony overlooking Froggies Beach and Snapper Rocks, was purchased by a local family.

The transaction was negotiated by Pezet Matheson director Kerry Pezet and equates to more than $30,000 per sqm.

Pezet said the sale reflected the limited opportunities to buy into the boutique beachfront development.

"The sale highlights the rarity of opportunities within the boutique beachfront development, where residences seldom become available," Pezet said.

"Flow is one of the Gold Coast's most tightly held buildings. Buyers from our database move quickly when residences become available, and achieving an off-market sale at $7.4 million demonstrates the depth of demand for property of this calibre."

<img alt="Flow" data-entity-type="file" data-entity-uuid="c585b206-2130-4eee-a50c-3f27c51a7c70" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-06%20at%208.33.25%E2%80%AFPM.png?VersionId=m3pHRDV62Y3fvN.XQuQHq.52ilTWpRLf" />

Flow was the first of four luxury apartment developments delivered by Paul Gedoun's S&amp;S Projects at Rainbow Bay and was completed in 2023.

Positioned on the beachfront overlooking Snapper Rocks, the residence includes three bedrooms, three bathrooms, a powder room and views stretching north along the coastline towards Surfers Paradise.

Pezet Matheson Residential principal Mitchell Lambert said buyers continued to prioritise quality beachfront apartments in tightly held locations.

"Flow Residences offers a rare combination of elevated beachfront positioning, architectural excellence, comprehensive resident amenity and premium finishes, which is exactly what discerning purchasers are seeking," Lambert said.

"The transaction further reinforces Rainbow Bay's reputation as one of Australia's premier coastal lifestyle destinations, where limited supply and growing demand continue to support strong market performance."

Pezet Matheson originally marketed and sold out Flow off the plan, making the latest transaction a return to one of the project's original buyers.

Paul Gedoun is selling his third project, <a href="https://www.apartments.com.au/new-apartments/radia-rainbow-bay-271-boundary-street-coolangatta-qld-4225">Radia Rainbow Bay</a>, after recently completing, and selling out, <a href="https://www.apartments.com.au/buildings/esprit-217-227-boundary-street-coolangatta-qld-4225">Esprit</a>. He has plans for a <a href="https://www.apartments.com.au/news/qld/first-look-s-s-projects-proposes-88-apartment-wellness-tower-at-coolangattas-boundary-street">fourth building</a>, 88 apartments on <a href="https://www.apartments.com.au/new-apartments/209-213-boundary-street-coolangatta-qld-4225">Boundary Street</a>.

Rainbow Bay apartment doubles in price since off the plan sale during pandemic

Infrastructure

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GUEST OBSERVER 
The Premier and Treasurer should be applauded for the record infrastructure spend and strong fiscal outcome in the NSW State budget, but needed to do more to ensure the dollars matched the rhetoric on the Government’s housing affordability plan.
The NSW built environment is being transformed by the Berejiklian Government’s $73 billion infrastructure spend and future generations will benefit enormously from this investment.
But, in a budget that trumpets an upgraded surplus of $4.5 billion this year, $2.7 billion next – and solid surpluses in the out years – it is disappointing to find that half a billion dollars of new taxes could be imposed on the property industry to fund the extra infrastructure investment foreseen in the government’s housing affordability plan.
For the first time, today’s budget papers revealed the Government expects to collect more than half a billion dollars from the property industry over the next four years to fund state infrastructure needed to support increasing housing supply. 
At the end of the day extra taxes on housing supply means extra cost for buyers and more expensive home.
Surely with the state budget so far in the black this impost could be avoided.
Budget papers stated that the expansion of State Infrastructure Contribution Scheme (SICs) to 10 new areas announced in the recently released NSW Government housing affordability plan would raise an additional $545 million in revenue.  
These additional costs were on top of the announcement as part of the Government’s housing affordability plan that the Local Infrastructure Growth Scheme would be closed in 2020 with a potentially significant cost shift to the property industry of almost $400 million.
The budget confirms that with an increase of 9.6 per cent in residential property stamp duty revenue in 2016/17, the rivers of gold flowing from property taxes will fund essential services and programs next year and beyond.  It also now suggests that significant additional costs could be imposed on the supply of the average home. 
By 2020 that could add a billion dollars to the cost of delivering new homes in NSW. 
Sydney’s housing supply pipeline ground to a halt less than a decade ago under the burden of excessive infrastructure taxes, so widening the net risks a repeat of recent history. 
The Property Council is very keen to work with the NSW Government to ensure this scenario does not play out. 
The strong surplus delivered in Treasurer Perrottet’s first budget was a terrific result that should be applauded along with the $72.7 billion infrastructure spend.
On infrastructure investment, overall economic management and managing the bottom-line the Premier and the Treasurer score 10 out of 10 but on improving housing affordability there are still questions to be answered. 
The Government needs to take serious care to ensure that secondary policy decisions, such as the cost shifting the new SICs envisage, do not torpedo the primary policy objective of improving housing affordability in this state. 
It was pleasing to see that the budget papers confirm that wholly or majority owned companies who were positively contributing to housing supply in NSW would be exempt from the foreign investment taxes imposed in last year’s budget and that the exemption would be backdated to June last year.
These were a direct tax on housing supply and the Premier and the Treasurer are to be congratulated for acknowledging and fixing this so quickly.
Jane Fitzgerald is NSW Executive Director of the Property Council,and can be <a href="https://www.propertycouncil.com.au/" target="_blank">contacted here</a>.
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jchancellor-FAypfDUnLy

Strong NSW Budget should go further to tackle housing affordability crisis

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EXPERT OBSERVER<img src="https://counter.theconversation.edu.au/content/76866/count.gif?distributor=republish-lightbox-advanced" alt="The Conversation" width="1" height="1">
A new roadmap for Australia’s electricity networks outlines a national plan to keep the lights on, make sure bills are affordable, and decarbonise our electricity industry by mid-century.
The plan, by CSIRO and Energy Networks Australia, sets out measures that could save households A$414 a year on average, by generating their own electricity through “distributed” technologies such as solar panels and batteries. It envisages that Australia could save a total of A$101 billion by 2050, while also bringing net greenhouse emissions to zero.
As described in an earlier draft report last December, Australia’s electricity networks can be transformed to give millions of customers more choice and control over their energy, while also meeting Australia’s international climate change commitments.
The roadmap calls for a coordinated approach, but how will that play out in practice?
<a href="https://www.propertyobserver.com.au/images/2017/05/05/Screen%20Shot%202017-05-05%20at%2012.53.50%20PM.png" target="_blank">Click to enlarge</a>
<img src="https://www.urban.com.au/images/2017/05/05/Screen%20Shot%202017-05-05%20at%2012.53.50%20PM.png" alt="">
Regional analysis
While it is a national plan, each state and territory will play its own distinct role.
Each faces different circumstances in terms of electricity demand growth, renewable resources, state renewable energy policies, and the age and fuel mix of their existing electricity infrastructure.
The full report outlines what each state and territory can expect.
New South Wales
The renewable electricity generation share in NSW is expected increase steadily to 28 percent by 2030. Thereafter, new generation capacity building is expected to accelerate to fill the gap left by more rapid coal capacity retirement.
NSW’s rooftop solar panel capacity will increase by more than 400 percent by 2030, with more than 6,000 megawatt hours in small-scale battery storage. These changes will be driven largely by falling costs, which will encourage wider customer adoption and the use of larger system sizes.
NSW customers will become a significant player in Australia’s overall energy system, with the capacity of the state’s rooftop solar panels projected to exceed 11,000MW by 2030 - more than the state’s coal-fired capacity today.
Queensland
Similarly to NSW, were the lack of coal plant retirement to be the main driver, Queensland’s renewable electricity share would lag other states at only 12% by 2030, with more rapid transformation occurring in the period between 2030 and 2050. However, state government renewable energy schemes could modify this outcome.
Queensland will see a huge increase in rooftop solar panels, of more than 500 percent by 2030. By then, it is also forecast to have more than 10,000MWh of small-scale battery storage capacity – the equivalent of 760,000 residential battery storage systems. That will rise to the equivalent of more than 2 million household battery systems by 2050.
High levels of rooftop solar and other distributed generation will create challenges for Queensland’s electricity network. There is the potential for “reverse flow” (where local generation exceeds consumption) in many parts of the Queensland power system within 15 years.
Victoria
Victoria is assumed to meet its target of 40 percent renewable share of generation by 2025 and maintain that share for next 15 years before investment accelerates again in the 2040s.
Victoria is also set for a 500% increase in rooftop solar panels by 2030, and more than 6,000MWh in small-scale battery storage. These batteries would represent the equivalent of 440,000 residential battery storage systems installed by 2030, and more than 1 million by 2050.
South Australia
South Australia has the second highest share of renewables of all states at around 40 percent and is expected to steadily improve that position until other states accelerate their own building programs in the 2030s.
South Australia’s rooftop solar panels will increase by more than 300 percent by 2030, with 4,000MWh of small-scale battery storage.
While South Australia already leads the nation in the installation of new large-scale renewable generation and is set to become a leading installer of large-scale battery capacity, small-scale renewables and batteries will also play an important part in its future energy mix, as in other states.
SA will lead the way in large-scale solar installation, although rooftop solar is where the real nationwide growth will be. AAP Image/Lyon Solar
Western Australia
WA’s rooftop solar power capacity will triple by 2030, combined with a forecast 2,000MWh of small-scale battery storage.
More than 40 percent of the states’s electricity is projected to come from renewable sources by 2030, as is the case in South Australia today.
Tasmania
Tasmania is the leading renewable generation state and its hydro generation and storage capacity could support grid stability in the broader National Energy Market into the future.
Residential battery storage would play a small but significant role in supporting the energy transformation in Tasmania. More than 1,000MWh in onsite battery capacity could be installed in Tasmania by 2030, and more than 2,000MWh by 2050.
Paul Graham is chief economist, CSIRO energy, CSIRO and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/paul-graham-1898" target="_blank">here</a>.
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The solar panel and battery revolution: how will your state measure up?

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GUEST OBSERVER
Uber has shaken up the taxi industry and is trying to put driverless cars on our roads. Now the company aims to have flying ride-sharing vehicles in our skies by 2020.
Uber is not alone in working towards flying cars. But is this realistic, or just marketing hype?
To many of us, the concept of flying cars is synonymous with the future, just like silver jumpsuits and gourmet food in the form of a pill. Those dreams have not yet materialised so what about flying cars?
How is this a car?
The classic idea of a flying car was just that: a car that could somehow fly.
A Flying Car
Filmed in the 1940s in Italy, a propeller driven automobile that flies makes its first test flight.
In fiction, the author Ian Fleming was a fan of flying cars, writing his novel Chitty Chitty Bang Bang around the concept in 1963. He also included a flying car in his James Bond novel (1964) and subsequent film, The Man with The Golden Gun. These concepts are based on a car with wheels that can drive on the road but is also capable of flying when required.
Science fiction writers and directors have often dispensed with the need to have future vehicles ever drive on the road. Instead, the “cars” are simply small aircraft such as the one Anakin Skywalker used in the Star Wars film Attack of the Clones.
The recent flying car announcements vary in type from single-seat, multi-copter drone-type aircraft, to road-style cars that turn into light aircraft and small flying boats that hover above the water.
It would appear that almost any small flying vehicle capable of transporting a person is now referred to as a flying car. But clearly they are really just a kind of small aircraft.
How safe?
Any potential passenger will want to know: “How safe is this contraption?”
The likely answer right now is “not very safe”, as with all early-stage technology. Companies are working feverishly to make their aircraft “safe enough” in the hope of convincing regulators and governments that the vehicles can be entrusted with human lives.
But there are incredible safety challenges. One of the biggest is what to do when things go badly wrong.
With a normal car, you can often just slow to a halt and stop. But a flying car might fall out of the sky, killing not only its occupants but potentially bystanders too. 
Drone Taxi Dubai
Ehang’s flying taxi for Dubai.
The Chinese company Ehang is proposing to equip its flying car service in Dubai with a parachute. This service will apparently take a single occupant from the roof of one Dubai skyscraper to the roof of another.
Should the parachute deploy, it is not clear whether the vehicle will have any way to control where it lands, or how safely.
In the existing aviation industry, much of the mechanics of flying is automated. Given the challenges of a person flying compared to driving a car, and the efforts to reduce human error in aviation, there is even more likelihood of flying cars becoming automated so that no human pilot is needed.
But there will be differences between existing aviation practice and flying cars. Passenger jet air travel owes much of its impressive safety record to improvements in aircraft maintenance procedures and our understanding of failures. It is unlikely that the business case for small flying cars will allow for such rigorous practices.
Instead, flying cars will be less complex than modern jets, and the latest demonstrators show exactly that.
The use of large numbers of small electric motors, such as in the Lilium all-electric aircraft, reduces the maintenance complexity drastically. It also provides an inbuilt measure of redundancy in case one motor fails. 
The Lilium Jet – The world's first all-electric VTOL jet
The Lilium electric aircraft.
How fast, how far?
Wouldn’t it be great to avoid the traffic and public transport congestion of our major cities? We think so.
For example, it currently takes 23 minutes to drive the 19km from our offices in Brisbane to the domestic airport, when traffic is freely flowing.
If we could fly from our office roof (and there is a pad on our roof that is ideally suited to deploying a flying car), the trip would only take 8 minutes.
We’d get a double boost, first from flying at an average speed of (say) 100kmh, and second by taking the straightest path, a mere 13km.
This example journey is well within the capabilities of the flying cars being demonstrated today.
Of course it may be that authorities mandate that we stick to flight corridors reserved for flying cars, so a direct route is not always an option. These corridors may be strategically located over low-risk areas of land that have minimal population.
How easy?
There are lots of things about flying cars that are hard, but some problems may become easier.
There is a lot more space available for cars when you when you have access to three dimensions for travel, as long as the navigation challenges are solved.
Using the several hundred metres of space above the ground means you can potentially have a lot less traffic congestion. You also don’t need to build and maintain expensive road infrastructure.
For self-driving flying cars, moving into the sky actually makes some aspects of planning and traffic control easier.
How much?
It is too early to know how the economics of flying cars will work.
Given the huge regulatory hurdles, the safety issues to overcome, and the lack of special infrastructure to support flying cars (such as take-off and landing areas and charging points for the all-electric aircraft), it is difficult to estimate what a trip should cost.
The current non-flying car ride-sharing companies such as Uber appear to be operating at a massive loss.
The price paid by the consumer in an Uber vehicle is reported to be on average less than half the actual cost of the trip, but the company is hoping to recoup some of these costs by implementing driverless cars. Given that there’s even more chance that flying cars will be driverless, maybe the economics will be favourable.
What would a consumer be willing to pay to possibly get to their destination in half the time? There’s at least one famous historical example in Concorde that posed that same question, and had safety issues. Sadly, its supersonic passenger flights are not available any more.
How long the before I can fly to work?
There is still so much to do before flying cars can become common. The technology has come a long way, mainly due to the rapid development of drones. But the technology of the flying machine itself is just one part of a very complex system.
Like ground-based self-driving cars, it’s likely that if they ever happen, flying cars will occur in certain priority areas first.
Imagine a cheaper but still expensive option for high-level executives, such as the Dubai proposal.
For the rest of us, we may already be walking around in silver jumpsuits and eating meals in a pill before we get to ride in a flying car.
Jonathan Roberts<a href="https://theconversation.com/profiles/jonathan-roberts-94843"> </a>professor in Robotics, Queensland University of Technology and can be contacted <a href="https://theconversation.com/profiles/jonathan-roberts-94843" target="_blank">here</a>.
Michael Milford is associate professor, Queensland University of Technology and can be contacted <a href="https://theconversation.com/profiles/michael-milford-271854" target="_blank">here</a>.
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The future of flying cars: science fact or science fiction?

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GUEST OBSERVER
The global focus on US President Donald Trump has largely been on his inflammatory rhetoric and relative inexperience. A less substantive body of commentary has considered his policy platform, including his economic policies.
Among the most prominent of these policies is a commitment to:
… [r]efocus government spending on American infrastructure and away from the Obama-Clinton globalisation agenda.
Trump is not the first to identify increased infrastructure as a strategic economic imperative. Across the globe governments are turning to infrastructure as an instrument of economic policy.
Australia has since 2007 operated an infrastructure agency to prioritise and plan infrastructure provision at the national scale. The UK, New Zealand and Canada have also established national infrastructure planning agencies.
In Australia, this “infrastructure turn” has eclipsed metropolitan planning as a means of intervening in cities.
Among global political and economic institutions, infrastructure has risen to prominence as a priority for national intervention and trans-national co-operation. Many agencies have called for increased spending on infrastructure.
The World Economic Forum, for example, has lamented that while estimated global demand for infrastructure exceeds US$3.7 trillion in investment value, only US$2.7 trillion is being provided. This leaves a US$1 trillion “infrastructure gap”.
The APEC Forum in 2013 established a multi-year plan on infrastructure development and investment. The G20 has established the Global Infrastructure Hub and the Global Infrastructure Connectivity Alliance to help with infrastructure investment. The World Bank helped set up the Global Infrastructure Facility in 2015.
What is driving this shift?
The reasons for the new focus on infrastructure are debatable. Four explanations offer possible insight.
First, at a simple material level, the focus on infrastructure reflects rapid urbanisation at the global scale. Millions more urban residents need water, energy, transport and telecommunications. But urbanisation does not in itself demand infrastructure.
A more systemic explanation is the use of infrastructure as a “spatial fix” for the contradictions of urban capitalism. At its most basic level, the agglomeration of economic activity in cities creates resource and congestion problems, which impede economic growth.
Capitalist economies seek to “fix” these problems with infrastructure investment that overcomes spatial frictions on flows of people, water, waste, energy and information. Under conditions of increasing urban complexity, infrastructure megaprojects appear more comprehensible and immediate “solutions” to urban problems than previous fixes using metropolitan spatial planning.
A further explanation is that infrastructure is being used as a sink for excess low-cost capital within the global economy. Such capital is otherwise unable to find sufficient destinations for productive investment.
Under such conditions, capital “switches” from productive investment into investment in the built environment. Infrastructure is the major component of this.
Finally, sustained weakness in the global economy has reduced the attractiveness of productive investment as a source of profit in favour of rents. We can thus observe the systematic emergence of “infrastructure rents” in the global economy – rentiers capture monopolies on particular infrastructure types.
Of these four explanations, the first is the most commonly presented. Yet it has perhaps the weakest explanatory power.
Critiquing the global infrastructure push
For critical urban social scientists, the global infrastructure turn poses a number of conceptual and methodological issues.
The first question is to test whether it’s specifically different from other forms of urban investment.
Cities have long been sites of physical building, including major developments and facilities. Yet the practices of global infrastructure involve mobilising capital, governments, information and production at a massive new scale via major international institutions and may be viewed as a distinctive urban phenomenon.
A second question is to understand how infrastructure has become a discourse in global policy. Global agencies almost universally view infrastructure as a beneficial phenomenon to be promoted. How this began and has been promulgated deserves greater investigation.
A third question is how infrastructure has become a field of specialist knowledge in its own right. And what implications does this have for understanding the role of infrastructure?
Infrastructure projects have developed their own language of financial appraisal, technical design and social and environmental impact. This then hampers democratic scrutiny of these projects.
The democratic problem
Finally, the politics of infrastructure demand attention. Infrastructure is often a site of political contestation, yet many infrastructure decision-making processes attenuate or repress democratic participation. The role of the state is often placed in tension, especially when private motivations drive infrastructure development.
There is a lack of transparency of interests – in terms of who benefits, both legally and surreptitiously, and who is affected or disadvantaged by infrastructure development. This is a clear problem that deserves greater investigation.
Large infrastructure projects have long fascinated politicians, governments and publics. Trump demonstrates the persistence of this fascination. Many view the need for infrastructure as an inevitable consequence of an increasingly urban world.
Yet the global turn towards infrastructure needs to be critically appraised beyond the utopian engineering rhetoric. We need to understand its causes and motivations, especially within the structural crisis of global capitalism and the efforts to resolve it.
We must also be attentive to the problematic aspects of the global infrastructure turn. The deployment of trillions of dollars in infrastructure investment necessarily demands clear democratic transparency and accountability. This applies not only to the money spent but to the effects on cities, societies, polities and the environment.
<h2 class="caption"> </h2>
Jago Dodson is professor of Urban Policy and Director, Centre for Urban Research, RMIT University and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/jago-dodson-2359" target="_blank">here</a>.
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Making sense of the global infrastructure turn: Jago Dodson

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GUEST OBSERVER
Long-term privatisation contracts, most of them closed to scrutiny, lock urban infrastructure into 20th-century formats unsuited for a climate-threatened planet.
The privatisation of urban infrastructure in Australia is an ironic story. The vehicles of urban infrastructure – the utilities and the state-owned enterprises – were so central to the life of cities that they became perfect entities for private sell-off. We now live with the consequences of the sell-off.
The utilities flourished in Australia as a nation-building exercise following the second world war. The Bretton Woods agreements entrenched Keynesian fiscal behaviours across the Western world.
The utilities thrived on the willingness of governments to raise capital for public works. They were also central to the development of state capacity and the assembly of a career-based professional public service. As part of the social compact, the public accepted reasonable user pricing for the availability of water, energy, public transport and telecommunications services.
Hence, the utilities and the state-owned enterprises led the roll-out of urban infrastructure in the second half of the 20th century. This roll-out shaped the nature of Australian urban life, its format and flows.
But then fiscal crisis of the state descended in the 1970s and 1980s. The sell-off of public assets was seen worldwide as a solution to state indebtedness. Arguments that private enterprise could deliver infrastructure services more efficiently added impetus.
A wholesale transformation
Few governments resisted the sell-off urge. Australian governments, state and federal, participated in the sell-off, though in a stuttering manner. Through time, however, the change has been substantial.
Abbott and Cohen calculate that the output of state-owned enterprises in Australia in 1989-90 accounted for 7% of GDP, 9% of total employment, and 14% of gross fixed capital expenditure.
By 2011-12, the output of state-owned enterprises had fallen to 1.3% of GDP. Their gross fixed capital expenditure contributed only 1.8% of the nation’s total. The authors estimate that proceeds from privatisations in Australia since 1987 total around A$194 billion (in constant year 2000 dollars).
The sell-off commercialised and privatised a raft of assets: electricity generation and transmission, gas distribution, airports, ports and telecommunication. New assets went straight to private hands: motorways, public transport, renewable energy generation, and freight handling.
The shedding of public responsibility for infrastructure meant public investment in Australia as a share of GDP fell from more than 5% in the mid-1980s to well below 3 percent by the end of the 1990s.
What’s in it for investors?
There is much to understand about the sell-off. Here I focus only on why private investors are willing to pay extraordinary prices to acquire urban infrastructure assets.
The attraction of investing in an urban infrastructure asset comes from the infrastructure services being embedded in the daily flows of people, water, energy and information throughout a city. The flows of a city are remarkably ordered in terms of volume, direction and timing.
How a city operates is dependent on the co-existence of decisions by infrastructure operators and users. The operators decide how and when services will be available. Households and firms decide what they will be doing across a 24-hour day and therefore how and when they will use the infrastructure services on offer.
Thus, the efficiency of infrastructure provision comes from the predictability of the flows of a city. These in turn come from a historical patterning and sequencing of behaviours by householders and firms as they read off and conform to each other’s movements.
An example is the relatively sympathetic structuring and sequencing of work hours and school hours. This ensures that public transport facilities are utilised more efficiently in peak hours, while the hours that parents and children spend together are made more convenient.
The embeddedness of infrastructure into city life means that revenue streams from user fees for infrastructure services are highly predictable and stable. And because transport, water and energy supply is usually monopolised, the householder has little choice but to continue as a consumer of an infrastructure service.
The books of a utility or state-owned enterprise, then, represent a discrete set of households well trained to pay their monthly bills. This is precisely the type of revenue stream that pension, insurance and sovereign wealth funds seek when faced with the peculiar problem of having surplus cash to lock away for at least the next two decades.
What did we lose in the sell-off?
Perhaps it was clever to have solved a government debt problem in Australia back in the day through a sell-off of assets to a new class of long-term investor. But as a consequence we have lost other things.
Infrastructure as a planning tool to shape our cities is one. Revenue streams to subsidise needy customers or supply to remote locations is another.
And, critically, we have lost the opportunity for the state to revamp energy, water and transport systems to allow for innovative supply and demand formats – such as distributed electricity supply networks – that are more appropriate to a climate-threatened planet.
Long-term privatisation contracts, most of them closed to scrutiny, lock urban infrastructure provision into 20th-century formats.
The difficult task now will be their unlocking.
 
Phillip O'Neill is Director of the Centre for Western Sydney at Western Sydney University and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/phillip-oneill-125643" target="_blank">here</a>.
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Living with the legacy of the great infrastructure sell-off: Phillip O'Neill

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GUEST OBSERVER
The global trend towards suburbanisation and suburbanisms (meaning suburban ways of life) has an important infrastructure dimension.
In both growing and shrinking suburbs, decisions on infrastructure – mobility systems, water and waste water systems, and energy distribution and production networks – have been central.
Around the world, major transport and water/wastewater infrastructures often drive mushrooming peripheral growth. Big pipes, expressways, rapid transit lines, gas supply and the electricity grid, for example, have traditionally preceded residential subdivisions and commercial development.
In other areas (often in less-developed contexts), infrastructure development lags behind peripheral expansion. Informal settlement patterns, rapid and unequal peri-urbanisation and high degrees of social segregation characterise these areas.
In more mature suburban environments and in high-growth regions, gridlock, system failure and all manner of bottlenecks are typical.
The various forms of infrastructure need to be situated within their societal context. Infrastructures are contested between constituencies and are powerful instruments of social regulation. Central to our argument is the view that the ramifications stretch far beyond the expectations and control of decision-makers.
Suburbs are sites of stress
Suburban areas, in their multiform, emerging worldwide configurations, feel infrastructure stress most acutely. Having to deal with severe infrastructure inadequacies, suburbs offer fertile ground for infrastructure experimentation and innovation.
All infrastructures share a common characteristic. At the very core of the concept is the role of supporting the functioning of different aspects of society.
We differentiate two types of infrastructure.
The first is the “hard” physical, public-works-type infrastructure: roads, highways, water and sewage systems, railways, wires, cables and transmitters. This includes the political, organisational know-how and financial requirements for their design, construction, operation and maintenance.
The second category can be described as “soft” or social infrastructures. These consist mostly of services.
Infrastructures are central to newer, non-central portions of metropolitan regions in this era of global suburbanisation. This is because they operate as conduits, facilitators and sometimes the main ingredient of that extension. Infrastructures order these suburban landscapes and make them accessible.
One feature common across the suburban environment is its fragmentation. Fragmentation is built into the morphology of the suburb. Its territory is dissected by the transport and utility infrastructures connecting the central city to its hinterland and the rest of the world.
An important, underrated aspect of suburban infrastructures is their tremendous importance for how the entire urban region functions. Suburban infrastructure, often thought of as merely functional for the suburban constellation itself, remains multi-scalar – that is, it also supports metropolitan and higher-scale purposes.
Thus, infrastructures work as fragmenting and sorting mechanisms of complex suburban landscapes.
Infrastructures play a central role in building suburbs but are also the foundation for the retrofitting of ageing peripheral areas. Keller Easterling describes the infrastructural grid as:
"… thick with technologies that are potential multipliers: populations of suburban houses, skyscrapers, vehicles, spatial products, zones, mobile phones, or global standards."
In this sense the suburbs are a “zone”. And suburbanisation is a horizontal division of labour, a giant production grid, a gargantuan spatial factory floor spread across city and society. And networked infrastructures enable it.
Infrastructure connects and excludes
With fragmentation come inequality and marginalisation – access to and exclusion from suburban infrastructures. The global suburb is a place of extremes. High levels of unevenness in the availability of infrastructures reflect and intensify this.
Infrastructure issues are exacerbated in the suburbs. Several of their characteristics contribute to this situation: their recent nature, rapid development, economic polarisation and sprawling nature.
The infrastructure deficit in suburban areas results from the combined effects of accelerated suburban growth and insufficient funding. The latter reflects difficult economic circumstances and the predominance of other public sector expenditure priorities.
Infrastructure deficiencies are most severe in informal settlements. Governments largely overlook their needs, and the acute poverty of residents prevents reliance on locally funded infrastructure programs. The shortage or absence of water and sanitary infrastructures contributes to low health and longevity indicators.
Confronted with the need to overcome multiple forms of infrastructure difficulties, the suburbs are a likely source of urban infrastructure innovation and fertile spawning grounds for new solutions. We thus expect the future of urban infrastructures to emerge from the suburbs.
The impetus is great for infrastructure innovations to fill the gap between need and availability and overcome the inappropriateness of prevailing systems. In this sense, suburbs can be seen as laboratories for new infrastructure.
Pierre Filion is professor, School of Planning, University of Waterloo and can be contacted <a href="https://theconversation.com/profiles/pierre-filion-342838" target="_blank">here</a>.
Roger Keil is York Research chair in Global Sub/Urban Studies, York University, Canada and can be contacted <a href="https://theconversation.com/profiles/roger-keil-342841" target="_blank">here</a>.
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j.ballantyne1990-6AQqhLzZaK

Why suburban tensions and inequality will drive infrastructure innovation

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GUEST OBSERVER
Opposition to proposed road projects has become a feature of state and federal elections.
In Western Australia, protests against the Roe Highway Stage 8 escalated just before Christmas 2016. On the eve of the state election, Main Roads WA contractors (acting at the behest of the then Liberal-National government) pushed forward with the destruction of the environmentally significant Beeliar wetlands.
This happened despite considerable community opposition. The Labor opposition, now the newly elected government, declared it would halt the construction if elected.
Politics as usual puts planning under a cloud
In our recently published paper, we compared road projects in Melbourne (East West Link), Sydney (WestConnex) and Perth (Perth Freight Link). Based on observational, policy and media analysis, we found growing antagonism between the state governments and their residents.
Roe 8 is just the latest freeway battle in Australia, following those in Sydney and Melbourne, where the Labor government cancelled the East West Link.
To the casual observer, these protests, and promises by parties in opposition to scrap contracts if elected, could be seen simply as “politics as usual”.
However, normalising politics in transport can veil the deficiencies and shortcuts that undermine planners’ ability to act in the public interest. For this reason, it is critical that we examine what dynamics are at play, and how planning serves and/or exacerbates these.
Professional planning bypassed
In the case of Roe 8, good planning was circumvented.
Not only is this undermining efforts to reduce car dependency and invest in public transport – goals adopted in these three cities’ metropolitan strategic plans since at least the 1990s – it is undermining professional planning practice.
The evasion of due process in planning has recently come into sharp focus. Reports by the Australian Auditor-General on the WestConnex project in Sydney and by the Victorian Auditor-General on the East West Link in Melbourne are severely critical of processes taken. The report on the East West Link concluded that the Victorian government lacked “a sound basis for the government’s decision to commit to the investment”.
In the case of Roe 8, Main Roads WA documents provided to the Department of Infrastructure and Regional Development were recently released under FOI after a two-year court battle to keep them secret. These show a rushed and partial assessment of the transport case for the road was put to Infrastructure Australia.
The latter, in its own assessment, alerts us to concerns about inadequate analysis:
A rapid BCR (benefit cost ratio) was completed for the preferred option only … [and] a rapid BCR was not completed for additional options to determine if the preferred option provided the greatest net benefits.
Traffic planning is only one part of the process. A Freight Network Review commenced in 2001 and concluded in 2003 found that Roe 8 was not needed. There is no publicly available report stating why this sound planning was set aside.
In addition, proper planning process has been bypassed. The previous WA government argued that the Roe Highway had been reserved in the Metropolitan Region Scheme (MRS) since the 1960s and that this was good long-term planning. However, the detailed road alignment falls outside this reserve at three locations.
This triggered the use by the WA Planning Commission of a “Planning Control Area” (PCA), the purpose of which is to protect land until “proper planning” can take place. After this, an MRS amendment must be initiated and advertised for public comment.
Construction began before any public consultation on the MRS amendment. Was this to avoid public scrutiny?
Public consultation is an important part of any good planning process. It was undertaken for other 1960s major road reserves. These were reviewed against current knowledge and policy, and in some cases deleted (the Stirling Highway, for example).
Public input into the planning process provides an opportunity for governments to bring the community with them through both owning the planning problem and arriving at a solution that the public can support.
Risks of politicisation are high
Large transport projects are likely to attract opposition from affected communities. Construction is disruptive and the visual, noise and amenity changes are significant.
These projects are also transformational. They lead to profound city-wide, and even region-wide, changes to the environment and the working of a city.
For these reasons, planning for transport projects must be a process of careful consideration. It requires sound professional planning based on reasoned justification drawing on the best available evidence. This process must be transparent to all.
When politicians choose a different course to planning advice, this must be on their own account and again transparent. We need a strong discussion on professional ethics and the need for clear separation of planners’ independent advice from elected politicians’ decisions.
In the case of Roe 8, are we to assume that the analysis and conduct of the planning process we see revealed reflects what planners at Main Roads WA and the Western Australian Planning Commission believe is sound professional practice? Or are they simply building a case for politicians?
Without clear and transparent documentation, planners leave themselves open to criticism and bring the profession into disrepute.
Room for improvement
Based on our research, we assert the need to recognise that the gap between strategic planning and project planning needs to be filled by a more community-oriented decision-making process.
We must challenge “urgency” – when governments aim to sign contracts before we have had sound planning analysis and community input.
Long-term planning does not mean that a project like Roe 8, which was first mooted more than 50 years ago, must be built today. We need to take into account new knowledge and current views on our future. We must place equality and environmental and economic sustainability in balance, as weighed by community values.
The political process is one place where those values must be considered holistically. This is immensely important, but it should not undermine transparent and sound planning.
<a href="https://theconversation.com/profiles/crystal-legacy-18412" target="_blank">Crystal Legacy</a> is Australian Research Council (DECRA) Fellow and Vice Chancellor's Research Fellow, Centre for Urban Research, School of Global, Urban and Social Studies, RMIT University
<a href="https://theconversation.com/profiles/carey-curtis-96861" target="_blank">Carey Curtis</a> is professor of City Planning and Transport, Curtin University
<a href="https://theconversation.com/profiles/jan-scheurer-342188" target="_blank">Jan Scheurer</a> is senior research fellow, Curtin University.
All are authors for The Conversation.
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How do we restore the public’s faith in transport planning?

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GUEST OBSERVERS
Australia, one of the world’s most urbanised nations, is looking to up its investment in digital technologies to make our cities work better.
In coming months, tech companies, local governments and other eligible organisations will be teaming up to apply for round one of the federal government’s A$50 million Smart Cities and Suburbs Program. The program is seeking ideas for prototypes and platforms that can help solve a local urban challenge of some kind.
As the draft guidelines suggest, project funding could be used for anything from managing waste better, making local precincts more liveable, or helping citizens become more engaged with their councils, to developing systems that help planners better predict local development impacts.
Compared to other areas of federal infrastructure spending – like roads – $50 million for smart city investments may not sound like much. But it’s a bit of a windfall for an area that has struggled to get off the ground in Australia for the past few years.
Australia has been in no hurry to become smart. Overseas, many cities have put significant effort into building their profile as smart cities. They have invested in technology acceleration, data analytics, visualisation and instrumentation programs, and so on.
Before launching the federal program, Australia had made relatively few investments in smart city programs. Those investments remained relatively modest.
The benefits of not rushing in
In retrospect, perhaps this wasn’t such a bad thing. It’s now widely recognised that, despite the rhetoric of technology vendors, much of the early investment in smart cities failed to demonstrate significant benefits to cities and their citizens.
This period of “Smart Cities 1.0” investment was dominated by relatively small or experimental prototypes involving separate systems and infrastructures. Think a Cisco smart light trial, combined with a smart parking app. These have been small, interesting prototypes, but not necessarily generating the efficiencies and value sometimes claimed for smart cities.
Adelaide and Cisco have run a smart street lighting trial in the CBD.
The embrace of relatively small or experimental prototypes in Smart Cities 1.0 created vertical “data silos” and failed to scale or demonstrate real benefits. The emerging logic of “Smart Cities 2.0” is quite different. Smart Cities 2.0 investments focus on creating platforms for data access, sharing, re-use and inter-operability.
Part of the reason for this shift lies in the changing nature of the technologies themselves. Our urban environments are turning into landscapes populated by more and more connected “Things” equipped with many different sensors for data capture and analytics. This is driving a growing need for inter-operable platforms and standards that give more players wider access to city data.
A city that invests in these platforms can kick-start a wider technology ecosystem, enabling innovation in city services to thrive.
The emerging critical infrastructures for Smart Cities 2.0 are turning out to be city data markets, data exchanges, and data protocols, standards and specifications. These have been developed by groups like the Hypercat and LORA alliances.
It is becoming more clear that these infrastructures will require more strategic collaborations between governments, industry, communities, citizens and researchers.
Reinventing government as ‘a platform’?
For those of us who are happy to hear tech vendors talk about data sharing and open innovation, this all sounds great. We do hope some of this thinking makes its way into the funding of pilots and prototypes under the Smart Cities and Suburbs Program.
But we should be mindful here that what is perhaps most radical about this new phase is not the technologies themselves, but the way they are repositioning the role of government.
Governments are increasingly positioning themselves as the “platform” for wider innovation in data services. Australia’s Digital Transformation Office has embraced this idea of services “built on a shared (data) core”. Many other agencies are following suit.
But if cities “run on information” are going to make a real difference, we need to think about how these new platforms can be used to overcome the endemic governance challenges our cities face.
Major Australian cities are made up of a patchwork of local government areas overlaid with state and federal jurisdictions responsible for transport, education, health and so on. No single agency “runs” the city. Many of them even work against each other.
The result is that instruments for strategic planning, like the metropolitan strategy, have tended to remain relatively weak. Modelled on the Greater London Authority, the Greater Sydney Commission represents a shift towards metropolitan-scale governance. This creates an opportunity to scale up investments in data infrastructures, building scalable city-wide data architecture like the London Data Store.
Though we might not be able to solve the endemic challenges of patchwork municipal governance, we can encourage our city governments to invest in data-rich platforms to help foster data-driven collaborations and services that benefit our cities.
Responsive governance the key
The ingredients of a smart city include a raft of technology innovations, as well as a willingness to experiment with new ways of doing things.
Today’s Internet of Things technologies, data analytics platforms and sensor-enabled services are sure to deliver new ways to understand, visualise and analyse the nature and scale of many of our most pressing urban challenges.
But solving challenges such as waste management, urban liveability and land-use planning will require more than technology investments, data-capture services or digital prototypes. Solutions will also depend on effective long-term partnerships within and beyond government.
While the digital infrastructure is no doubt important, it will be the city governments that invest in new ways to collaborate and co-innovate that will ultimately lead the way in delivering the smarter, more responsive services our cities so desperately need.
 
<a href="https://theconversation.com/profiles/sarah-barns-110278" target="_blank">Sarah Barns </a>is Urban Studies Foundation Postdoctoral research fellow, Institute for Culture and Society, Western Sydney University. <a href="https://theconversation.com/profiles/donald-mcneill-98531" target="_blank">Donald McNeill </a>is professor of Urban and Cultural Geography, Western Sydney University. <a href="https://theconversation.com/profiles/ellie-cosgrave-183099" target="_blank">Ellie Cosgrave </a>is research associate, UCL. <a href="https://theconversation.com/profiles/michele-acuto-103167" target="_blank">Michele Acuto </a>is professor of Diplomacy and Urban Theory, UCL.
All are authors for The Conversation.
 
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From Smart Cities 1.0 to 2.0: it’s not (only) about the tech

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The unsolicited proposal for the development of the Martin Place metro station demonstrates the innovation that can come from the private sector. 
Macquarie Bank’s proposal to fund a new metro station by developing two commercial towers linked by retail arcades is good news for Sydney.
The tax payers do not have to fund the new station as a result of the development opportunities on adjacent sites.
The Martin Place station development follows a similar approach for the renewal of Wynyard station by Brookfield who own adjacent sites to Wynyard. In both cases it is the private sector that has come up with world class designs for the station infrastructure as well as for adjacent tall commercial buildings. 
Both of the new station proposals also include major retail outlets to activate the transport concourses which uses private sector expertise in making bustling public spaces.
Sydney is developing an extensive underground pedestrian network that still connects to natural light through the station redevelopments. This dry pedestrian network will be the perfect route for commuters during future wet weather like the current heavy rain that Sydney is going through.
The Urban Taskforce encourages the NSW Government to use the unsolicited proposal process in other locations where private sector innovation can deliver quality public domain outcomes.
Chris Johnson is chief executive officer of property development industry group Urban Taskforce and can be contacted <a href="https://www.urbantaskforce.com.au/index.php?option=com_content&amp;view=article&amp;id=97&amp;Itemid=126#.Vdaart55dFI">here</a>.
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Private sector innovation provides quality public outcomes for Martin Place Metro

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Faster commutes on the back of infrastructure upgrades in New South Wales are set to boost property values and quality of life according to Raine &amp; Horne executive chairman Angus Raine.
He said major NSW infrastructure projects such as the Sydney Metro Northwest, WestConnex, NorthConnex and the upgrades to the Princes Highway on the NSW south coast are set to slash the time it takes for workers to get from the front door of their homes to their desk each day.
"Long commute times steal many hours a week from the lives of owner-occupiers and tenants, and any infrastructure project that reduces commutes below the 1-hour door-to-desk sweet spot will add to a suburb’s appeal and increase property values," he said.
Andrew Tregent, principal of Raine &amp; Horne Ettalong said NorthConnex, the 9-kilometre tunnel linking the M1 Pacific Motorway at Wahroonga to the Hills M2 Motorway at West Pennant Hills, is a popular topic of conversation at open homes on the NSW Central Coas.
“NorthConnex will slash travel times from the Central Coast to Sydney by up to 15 minutes per trip[i], which is the equivalent of more than 4 days annually,” said Mr Tregent.
“NorthConnex will give commuters an alternative to the Pacific Highway, which is a bottlenecked basket case, particularly on Monday mornings and Friday afternoons.
“While the long-mooted Ettalong-to-Sydney fast ferry has never eventuated, there are tunnel machines in the ground for NorthConnex. It’s happening, and we expect that once we get closer to the completion date in 2019, more buyers from Sydney will jump ship to the Central Coast and prices will advance in Ettalong, Umina and Woy Woy as a result.”
Lisa Surian, Director, Raine &amp; Horne Parramatta said WestConnex, a 33-kilometre motorway that will link Western Sydney with Sydney Airport and the city’s south, is expected to slash the door-to-desk commute from Parramatta to the CBD by 25 minutes, and from Parramatta to the airport by 40 minutes[ii].
“People travelling from Parramatta to Sydney on a daily basis could save the equivalent of almost 7 days annually door-to-desk,” she said.
“We’re keen for WestConnex, which will bypass up to 52 sets of traffic signals.”
"WestConnex, which is expected to be completed by 2023, will impact real estate values because shorter commute times will allow those currently priced out of inner-city suburbs to move to Parramatta and beyond to secure a more affordable home.
“Another benefit of WestConnex is that it will ease congestion on overworked arterial roads such as Parramatta Road and Victoria Road.
“WestConnex and NorthConnex will boost property values on existing arterial roads by as much as 5 or 10 percent because buyers will be more inclined to live on older arterial roads that are quieter and less congested as a consequence of traffic being diverted away by the new motorway networks.
“When the M2 was completed, the Hills district’s real estate values took off.”
Emmanuel Fardouly, Principal of Raine &amp; Horne Bella Vista/Glenwood said the 36-kilometre Sydney Metro Northwest will open in the first half of 2019 with a metro train every 4 minutes at peak times. It features eight new metro stations, five upgraded stations and 4,000 commuter car spaces.
"Two of the new stations will be Bella Vista and Norwest, which are in Bella Vista and from Bella Vista, commuters currently must take a bus to the city or drive to Seven Hills, Pennant Hills or Blacktown to catch a train," he said.
“Whether you take the car/train option or travel by bus to the CBD, the commute can take 1.5-2 hours in peak times.
"Once Sydney Metro Northwest is running, a train from Bella Vista to Central Station will take just 45 minutes door-to-desk, a saving of more than 12 days annually for a daily commuter.
“The existing traffic congestion on the roads in Bella Vista and Glenwood that flow into the M7 and M2, mean that a 5 minute trip becomes a 30 minute ordeal during peak times.
“This new infrastructure will take more cars off local roads and reduce gridlock, which will be good for local residential real estate values and commercial activities. 
“We’ve already see the impact of Sydney Metro Northwest on Bella Vista. In the first 3 months of 2017, values have risen by 7-10 percent as more buyers realise the massive benefits in store once the new train infrastructure is in place and they can enjoy faster door-to-desk commute times.”
 
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