The residential transformation of St Kilda Road is set to continue into with more new apartment plans for the sought-after boulevard.

Wing Tai Asia has lodged plans for a major residential tower at 464-466 St Kilda Road, replacing the former VACC House with an 18-storey mixed-use development designed around a retained heritage podium and a sculpted contemporary tower.

The proposal, prepared under Victoria’s Significant Residential Development with Affordable Housing pathway, would deliver 325 apartments and ground-floor retail across the prominent 4,653 sqm boulevard site in Melbourne’s St Kilda Road North Precinct.

The project centres on the adaptive reuse of the site’s heritage-listed VACC Building, an eight-storey office designed by Bernard Evans that has occupied the address for decades. Planning documents state the development would involve “carefully dismantling and conserving off-site the original metal fabric of the podium visible from St Kilda Road,” before reinstating it as the defining frontage of the new scheme.

Above the restored podium, Wing Tai is proposing a curvilinear residential tower. The scheme includes 172 one-bedroom apartments, 63 two-bedroom apartments, 66 three-bedroom apartments, and 24 four-bedroom apartments, alongside two ground-floor food and beverage tenancies fronting St Kilda Road.

The tower has been designed with substantial articulation and variable setbacks to minimise perceived bulk and maintain view corridors along the boulevard. Urbis, which prepared the planning report, said the design “has been significantly articulated through a curvilinear design” with “an interplay with materials, façade expression and depth” to create visual separation and visual interest.

The proposal also includes 254 basement car spaces, landscaped pedestrian links connecting St Kilda Road and Queens Lane, and a biophilic landscape strategy featuring canopy trees, raised planters, cascading greenery and a glass oculus pool overlooking the eastern frontage.

Planning documents confirm the $270.1 million development will contribute 3 per cent of project costs to the Social Housing Growth Fund as part of the application process.

Wing Tai acquired the St Kilda Road property in 2018 alongside Abacus Property Group for $95.38 million, before later consolidating ownership of the site. The property previously served as the Victorian Automobile Chamber of Commerce headquarters for around 60 years.

The transformation of the St Kilda Rd boulevard is already beginning to materialise, with a number of high-profile projects recently completed, launched, or approaching launch as developers continue to back the long-term appeal of the precinct.

Among the most notable recent completions is Louise by Samuel Property Group, just off the strip on Queens Lane, the same pocket Hirsch &amp; Faigen recently launched The Queensbury. Mirvac is too on the same street with The Albertine, which is approaching completion.

Dexus recently secured approval for its slice of St Kilda Road, while Gurner also has approved plans for the precinct.

Joel Robinson

Wing Tai unveils 325-apartment St Kilda Road tower on former VACC House site

Malaysian developer <a href="https://www.apartments.com.au/developers/s-p-setia">SP Setia</a> is the latest to jump into St Leonards booming Transport Oriented Development precinct.

The developer, which has previously delivered Sapphire by the Gardens apartment development in Melbourne, identified the Atchison Street site in 2023. It filed a Scoping Report around 12 months ago, and now has revealed the designs for the new&nbsp;40-storey mixed-use tower.

The State Significant Development Application covers <a href="https://next-portal.urban.com.au/projects/14650/summary">20-22 Atchison Street</a>, a 1,374 sqm site positioned between St Leonards Station and the new Crows Nest Metro station.

Designed by <a href="https://www.apartments.com.au/architects/cox-architecture">COX Architecture</a>, the project would deliver 181 apartments, above a four-storey commercial podium, five basement levels, and new public domain works along Mitchell Street. The apartment mix comprises 35 one-bedroom apartments, 39 one-bedroom-plus-study apartments, 85 two-bedroom apartments, and 22 three-bedroom residences.

The proposal has been lodged as a shop-top housing development under the NSW Government’s TOD planning pathway, which allows increased density around key transport infrastructure. The site sits within the recently rezoned Crows Nest Accelerated TOD Precinct.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="b799673d-48e2-46b0-801a-0e33a9330100" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/atchinson%20site.png?VersionId=dPh0UfwfaHpbFL1R7H1cbZNbIW0CHbCC" />

SP Setia acquired the Atchison Street site as part of its continued expansion into the Australian apartment market. In comments made to City &amp; Country (The Edge Malaysia) in 2023, SP Setia President and CEO Datuk Choong Kai Wai described the acquisition as “a strategic move” aligned with the group’s post-pandemic market recovery strategy.

“Our target for this exceptional development is local and overseas buyers, including first-home buyers, downsizers and investors,” Choong said.

The tower has been designed as a slender vertical form rising from a mixed-use podium, with COX Architecture positioning the development as a response to the evolving St Leonards and Crows Nest skyline.

“The purpose of the project is to facilitate the delivery of high-quality housing at a strategically located site and deliver a built tower outcome that is consistent with the desired future character of St Leonards and aligns with the TOD controls,” the design report stated.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="b1a85eee-76f7-436c-a6da-73ba827b9b13" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/atchinson%20entry.png?VersionId=dA9jHGPMcm.dDbwk4QfxqWiY5bfh3UVt" />

The podium would incorporate retail uses fronting Atchison Street, commercial tenancies, landscaped communal areas, and pedestrian improvements along Mitchell Street. Vehicle access and loading would be consolidated via Atchison Lane.

Residents would have access to more than 665 sqm of communal indoor and outdoor spaces, while the development proposes 96 parking spaces across five basement levels.

The proposal also includes a commitment for 10 per cent of residential floor space to be allocated toward affordable housing through a monetary contribution.

COX said the tower form responds directly to the emerging high-density character of the precinct while seeking to maximise solar access, cross ventilation, and outlook from apartments.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="2163f85c-f63b-4be3-aafa-f8763976cec5" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Article%20Feature%20Image%20%28Grid%29_5.png?VersionId=WiAmtIKJ6.ZQ41EtYEQ1fol7AeorKBlL" />

“The building is orientated towards north,” the Apartment Design Guide compliance report noted, adding that the tower’s slim form was driven by the constrained inner-urban site dimensions.

The design also incorporates landscaped setbacks and communal open space at podium level, intended to soften the interface with surrounding streets and improve pedestrian amenity.

The project adds to a growing wave of redevelopment proposals reshaping St Leonards and Crows Nest following the opening of the Sydney Metro City line and the NSW Government’s push for higher-density housing around major transport nodes.

Last week Stockland filed plans just down the road. They want to build a <a href="https://www.apartments.com.au/new-apartments/601-pacific-highway-st-leonards-nsw-2065">52-storey tower on Pacific Highway</a>.

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/first-look-stockland-plans-52-storey-538-apartment-st-leonards-tower">First look: Stockland plans 52-storey, 538-apartment St Leonards tower&nbsp;</a>

First look: SP Setia targets St Leonards skyline with 40-storey TOD tower

<a href="https://www.apartments.com.au/developers/urban-property-group">Urban Property Group</a> has revealed plans for a new mixed-use tower at 10 Dangar Street, Wickham, advancing a proposal that would reshape the southern gateway to Newcastle’s city centre with one of the city’s tallest residential buildings.

The State Significant Development proposal, now on exhibition, seeks approval for a <a href="https://www.apartments.com.au/new-apartments/bowline-10-dangar-street-wickham-nsw-2293">43-storey tower</a> immediately adjacent to the Newcastle Interchange. The project would deliver around 200 apartments, including 42 affordable housing dwellings, alongside 99 co-living units, a 171-room hotel, retail space, and new public domain integrated through the site.

The scheme marks a significant escalation of plans previously approved for the site. Urban Property Group took over the prominent 2,904 sqm parcel, where excavation and demolition had already commenced under an earlier consent for a 14-storey mixed-use development.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="58a96dd9-407f-4d20-86b4-94e4bfeef74b" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20podium.png?VersionId=LGlf08pdFGAZDzvx_CXC4XakHNZRuEE0" />

Designed by <a href="https://www.apartments.com.au/architects/sjb-architects">SJB</a>, the tower has been conceived as a landmark transit-oriented development anchored to the Newcastle Interchange precinct. The proposal includes 245 build-to-sell apartments across a mix of one, two, and three-bedroom residences, as well as two penthouses. Fifteen apartments and one operational unit are earmarked for NDIS housing. The co-living component would add a further 99 units, while the podium would accommodate retail uses and hotel facilities.

SJB said the site presents “a valuable opportunity to anchor the precinct by setting the standard for design, active ground planes and character at the key southern gateway.”

The architecture responds directly to the site’s position beside major transport infrastructure and within one of Newcastle’s fastest-evolving urban renewal precincts. The tower form sits above a sculpted podium designed to frame new public spaces, including a through-site pedestrian link connecting Station Street to Hannell Street, landscaped plazas, and activated retail edges.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="a7bd6ff0-f7db-4ce8-a6dc-ea56e72c6149" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20lanne.png?VersionId=xzf39VADyhj7zBQY2I9fx9vI62u2tuSb" />

The design report describes the project as part of the broader transition of Wickham into “a vibrant, high-quality mixed-use urban precinct” that leverages proximity to the station, open space, and regional connectivity.

A detailed public art strategy has also been prepared for the development. The strategy positions the project as “a transit-oriented development of state significance at the gateway to Newcastle’s city centre” and outlines a series of integrated artworks responding to Newcastle’s industrial and transport heritage.

Creative Road’s curatorial framework for the project, titled Unveil, draws on “stratified surfaces, carved volumes, and light-filled apertures” while referencing Newcastle’s transformation from an industrial city into a contemporary education and technology hub.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="77a882bb-14b1-4d28-99ff-9438e39508c0" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20site.png?VersionId=cevgo_vN0eKPK78P8YcEu3mKPLkpFqE7" />

The proposal is being advanced through the NSW Housing Delivery Authority pathway after being declared State Significant Development in June 2025. The accompanying scoping report states the development aims to “maximise the site’s proximity to the Newcastle Interchange by delivering transit-oriented development” while increasing housing supply and affordable housing provision within the Newcastle LGA.

Urban Property Group’s plans align with the long-term strategic vision established under the Wickham Master Plan, which identified the interchange precinct as suitable for substantial uplift in height and density. The current proposal would significantly intensify that vision, positioning the tower among the tallest developments proposed for Newcastle.

The site sits immediately north of the Newcastle Interchange, bounded by Dangar Street, Hannell Street, and Charles Street. It is surrounded by a rapidly growing cluster of residential towers and mixed-use projects that have emerged following the completion of the light rail and transport interchange.

First look: Urban Property Group unveils Newcastle’s latest tower at Wickham interchange

Bottega House has completed settlement of a landmark riverfront site in Macquarie Street, St Lucia, representing its first major Brisbane development.&nbsp;

Positioned on the banks of the Brisbane River, the <a href="https://www.apartments.com.au/new-apartments/180-macquarie-street-st-lucia-qld-4067">premium site at 180 Macquarie Street</a> features uninterrupted river frontage in one of Brisbane’s most tightly held residential precincts.&nbsp;

The proposed development, currently under assessment with Brisbane City Council, has been designed by <a href="https://www.apartments.com.au/architects/plus-studio">Plus Studio</a> with interiors by <a href="https://www.apartments.com.au/interior-designers/mim-design">Mim Design</a> and will deliver a boutique collection of premium residences positioned specifically for owner occupiers and downsizers.&nbsp;

The residences are set to redefine luxury apartment living in the area, with a focus on architectural quality, refined finishes, landscape integration and elevated amenities including curated wellness facilities, resort-style pools and recreation spaces rarely seen in the local market.&nbsp;

Exclusive sales for the project will be led by Keenan &amp; Byrne, ahead of an anticipated launch later this year.&nbsp;

Bottega House Managing Director Nick Malloch said the project reflects the group’s ambition to deliver a highly curated residential offering within one of Brisbane’s most tightly held precincts.&nbsp;

“This is an incredibly rare riverfront opportunity and one we have approached with a long-term perspective,” Malloch said.&nbsp;

“Our vision from the outset was to create a boutique collection of residences that feel more like private homes than traditional apartments, with generous proportions, refined finishes and exceptional amenity throughout."

Malloch says there is a&nbsp;lack of premium owner-occupier stock of this quality in the market, particularly for downsizers wanting space, privacy and a true lifestyle offering without compromise.&nbsp;

"Demand is expected to be strong given the scarcity of premium riverfront opportunities of this nature within Brisbane’s inner-west."&nbsp;

Bottega House secures landmark riverfront site in St Lucia 

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The arrival of the first piling rig officially marks the commencement of construction at SIERA’s new beachside apartment development, Exhale, in Northcliffe.

<a href="https://www.apartments.com.au/new-apartments/exhale-surfers-paradise-8-enderley-avenue-surfers-paradise-qld-4217">Exhale</a>, a glass-encased tower featuring 54 large-scale apartments at 8 Enderley Avenue, is SIERA’s third Gold Coast development. It follows the recently completed PIPIS Bilinga beachfront project, which achieved suburb-record prices, and the soon-to-be-completed Chevron Island development, Tapestry.

[smartcode_project:default project_id=112661 project_image_fid=359603]

<a href="https://www.apartments.com.au/developers/siera">SIERA</a> Founder and Managing Director Brent Thompson said the arrival of the piling rig represented a significant milestone for the development, which is scheduled for completion in late 2028.

Over the next month, around 260 piles are expected to be installed as work progresses on the basement structure. The building is anticipated to rise above ground level early next year, before unveiling its sculptural glass curtain wall, developed in collaboration with specialist façade engineers.

“The façade was designed to maximise panoramic coastal views while creating a distinctive architectural identity,” Thompson said.

[smartcode_project:default project_id=112661 project_image_fid=355935]

Designed by BDA Architecture, Exhale will comprise just 54 two- and three-bedroom residences across 26 levels, a level of low-density living rarely delivered in this beachside pocket between Surfers Paradise and Broadbeach.

The project has been conceived as a resident-only building, with no short-stay accommodation permitted. SIERA says the model is intended to appeal to long-term owner-occupiers rather than transient holiday demand.

[smartcode_project:default project_id=112661 project_image_fid=361052]

Residences have been designed with large-format layouts and expansive glazing, with most apartments featuring more than 30 metres of glass frontage to maximise natural light and ocean views.

The amenity offering spans two levels and centres on wellness and lifestyle, including a heated magnesium pool, sauna, yoga and Pilates studio, gymnasium, private dining facilities, cinema lounge, and dedicated surfcraft storage.

[smartcode_project:default project_id=112661 project_image_fid=359607]

More than half of the apartments have already sold. SIERA has also opened a sales gallery for Exhale at its Chevron Island commercial premises, near its Tapestry tower and the site of its second Chevron Island apartment development, which is slated to launch in early 2027.
</section>
</section>

[smartcode_project_cta:default project_id=112661]

SIERA kicks off construction at Northcliffe tower Exhale

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.
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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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GUEST OBSERVER
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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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