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

Transport

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Sydney Metro is delivering eight new metro stations and 4,000 commuter car parking spacesto Sydney’s growing North West region. 
Trains will run every four minutes in the peak – that’s 15 trains an hour so customers won’t need a timetable, they will just turn up and go. 
The Sydney Metro Northwest project, which opens in the first half of next year, is the first stage of Sydney Metro which will be the first fully-automated railway in Australia. 
Sydney Metro Northwest will deliver a reliable public transport service to a region which has the highest car ownership levels per household in NSW. 
Over the coming decades, an extra 200,000 residents will move into Sydney’s North West, taking its population above 600,000, or twice the size of Canberra.
Savills Australia's Ben Nastasi said there will also be a number of upgrades to current stations.
“The first stage includes eight new railway stations from Cudgegong Road Station, Rouse Hill to Cherrybrook and the upgrade of five existing railway stations (Epping, Macquarie University, Macquarie Park, North Ryde and Chatswood) which will open in the first half of 2019.
“Savills NSW Retail Services team will be responsible for sourcing and delivering retail components within and around Sydney Metro Northwest stations which will incorporate a number of retail offerings of varying sizes at each location mentioned below. All retail offerings will be designed to enhance the customer experience and provide convenience for a daily, stress-free commute” he said.
Savills will manage the Expressions of Interest (EOI) campaign for retail opportunities at the following railway station locations which will have between one to four retail opportunities plus vending and ATM facilities:
Cudgegong Road, Rouse Hill, Kellyville, Bella Vista, Norwest, Hills Showground, Castle Hill, Cherrybrook, Macquarie University, Macquarie Park and North Ryde.
“Sydney Metro Northwest are planning to deliver retail offerings that are station specific and complimentary to the broader newly created station precinct and retail already on offer in the immediate area," Nastasi said.
"Local demographics and customer research feedback allows us to provide a more tailored experience for commuters at each station, reflecting the site-specific retail need with usages accommodating their respective catchments.”
An EOI leasing campaign will commence around the first half of April 2018 and will run for eight weeks. 
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jrobinson-rf4aSBido9

Sydney Metro to deliver eight new metro stations

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Australia needs to change the way it assesses potential infrastructure projects, to ensure that governments can better understand which road and rail projects are worth building.
One way would be to make long-overdue changes to how we value the impact of infrastructure on future generations. This is done through the choice of a “<a href="https://www.investopedia.com/terms/d/discountrate.asp" target="_blank">discount rate</a>” – the mechanism used to compare costs and benefits of projects that occur at different points in time.
Australian governments have chosen to keep their central discount rate at 7% since at least 1989. This is despite one of the key components of the discount rate, the real borrowing rate, varying from as high as 8% to below 1% in this time.
The <a href="https://grattan.edu.au/report/unfreezing-discount-rates-transport-infrastructure-for-tomorrow/" target="_blank">latest report</a> released by the Grattan Institute recommends that governments adopt discount rates that change when the world changes, and that reflect the riskiness of a project.
While the concept might seem arcane, using an artificially high discount rate muffles the signal that tells governments what projects are worth building and which ones aren’t. Using the wrong discount rate probably means we build the wrong infrastructure.
<h2>Costs and benefits</h2>
A future benefit or cost needs to be converted into today’s dollars because future dollars have a different value to today’s dollars. This is because, even ignoring the effects of inflation, people value a dollar today more than one at some future date.
When a transport project’s benefits mostly come about in the distant future, a high discount rate treats those benefits more sceptically than a low discount rate would.
The Melbourne Metro rail project provides a good example of the discount rate’s importance. If we use a 7% discount rate, as recommended by Infrastructure Australia, the estimated benefits are only a tiny <a href="http://infrastructureaustralia.gov.au/projects/files/Melbourne_Metro_Project_Evaluation_v2.pdf" target="_blank">10% larger than the costs</a>.
But using a 4% discount rate, the project will deliver benefits that are almost two-and-a-half times greater than the project’s A$9 billion cost.
On one reading, then, the project is expected to be a major economic success. On another its value is marginal. Changing the discount rate has huge implications for the cost-benefit analysis of new projects.
The discount rate is also an important determinant of the mix of projects that governments consider. As you can see in the chart below, changing the discount rate changes the rankings of different projects.
<a href="https://images.theconversation.com/files/207620/original/file-20180223-108150-1xh6vfh.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip" target="_blank"><img src="https://images.theconversation.com/files/207620/original/file-20180223-108150-1xh6vfh.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
<h2>Re-examining the basis for Australia’s discount rates</h2>
Discount rates are part of the appraisal and ranking of potential infrastructure projects. The discount rate is designed to reflect the next-best use of the resources for that project, and with the same level of risk.
The next-best project could be another project in the transport portfolio, in another portfolio, or even a financial investment overseas with the same level of risk.
Our report challenges the way Australian governments apply this framework. Instead of being frozen at 7%, discount rates should vary when there is material variation in the cost of money. In addition, discount rates should differentiate between projects that are more risky and those that are less risky. If we are comparing a low-risk project with a riskier one, then we’re comparing apples with oranges.
The cost of money is usually inferred from government borrowing costs, signalled by the 10-year Commonwealth bond rate. Back in 1989, when the 7% discount rate was established in Australia, the government borrowing rate <a href="https://tradingeconomics.com/australia/government-bond-yield" target="_blank">was 6.8% in real terms</a> (adjusted for inflation); in 2017, it was 0.8%.
Discount rates should reflect such a dramatic change in the cost of money.
The type of risk that matters for discounting is the sensitivity of a project’s expected returns to the economy generally – known as the <a href="https://www.investopedia.com/walkthrough/corporate-finance/4/return-risk/systematic-risk.aspx" target="_blank">systematic risk</a>.
Most government transport infrastructure is still used whether the economy is booming or in the doldrums, because most people keep on travelling to work or school and buying transported goods. But some projects are more sensitive than others to the state of the economy, and the discount rate should be higher for them.
If we incorporate risk and the cost of low-risk borrowing, the discount rate in 2018 should be around 3.5% for projects where systematic risk is low, and around 5% where it is high by the standards of transport infrastructure projects.
Both rates are substantially below today’s 7% standard central rate. Sensitivity testing remains important, of course, because precision is difficult.
<h2>Better evaluations</h2>
Lower discount rates will help to make clear which are the most valuable transport projects available. But they will also make the economics of all transport projects look better.
Our recommendations may therefore seem at odds with previous Grattan Institute analysis, which showed that Australian governments have <a href="https://grattan.edu.au/report/cost-overruns-in-transport-infrastructure/" target="_blank">systematically underestimated the cost of transport projects</a>, making many appear more attractive than they really were.
But our consistent goal is to improve all aspects of project selection and appraisal, so we can know which are the best projects to build and in what order. This accords with past work by both the Productivity Commission and <a href="https://bitre.gov.au/publications/2005/files/report_110.pdf" target="_blank">Bureau of Transport, Infrastructure and Regional Economics</a>, arguing that the discount rate is not the appropriate way to deal with optimism bias.
<img src="https://counter.theconversation.com/content/92265/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1">Ultimately, using an artificially high discount rate comes at the cost of distorting public policy priorities. We should be aiming to improve every aspect of evaluation wherever better approaches are evident, so we build the right projects in the right order. Better discounting would be a big step in that direction.
<a href="https://theconversation.com/profiles/marion-terrill-325786" target="_blank">Marion Terrill</a>, Transport Program Director, <a href="http://theconversation.com/institutions/grattan-institute-1168" target="_blank">Grattan Institute</a> and <a href="https://theconversation.com/profiles/hugh-batrouney-318476" target="_blank">Hugh Batrouney</a>, Fellow, <a href="http://theconversation.com/institutions/grattan-institute-1168" target="_blank">Grattan Institute</a>
This article was originally published on <a href="http://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="https://theconversation.com/smart-money-a-better-way-for-australia-to-select-big-transport-infrastructure-projects-92265" target="_blank">original article</a>.
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j.ballantyne1990-6AQqhLzZaK

A better way for Australia to choose big transport projects

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Much of the traffic using Sydney’s Anzac Bridge and, in the distance, Harbour Bridge is travelling through the city centre, not to it or from it. 
People are debating the need for new roads and in particular the need to build <a href="https://www.westconnex.com.au/" target="_blank">WestConnex</a> in Sydney. These discussions are always about more or less cars, relief of congestion or not, and pollution. This article offers a new perspective: if WestConnex is built in full, most cars will no longer need to drive through (or alongside) the city centre.
This could open the way to new uses for current highway corridors. Much less traffic in the city centre would deliver a much better urban environment.
Most drivers along current routes to the city centre aren’t using these to actually reach the centre and stay there. WestConnex connects the destinations of many drivers through the city from the west, the northern beaches and south to the airport and beyond. Once traffic is diverted underground, these drivers will be able to bypass (or travel under) the city centre (see figure 1).
This is similar to the changes the <a href="https://www.linkt.com.au/sydney/using-sydney-toll-roads/cross-city-tunnel" target="_blank">Cross City Tunnel</a> delivered for the inner west and eastern suburbs, but on a much bigger scale.
<img src="https://images.theconversation.com/files/202059/original/file-20180116-53292-1msbxxm.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Figure 1: Westconnex and its northern and southern underground connections. Rob Roggema
<h2>Making the best of WestConnex</h2>
Hardly any Western country is building highways <a href="https://www.worldfinance.com/infrastructure-investment/project-finance/how-the-construction-of-elevated-highways-came-to-an-end" target="_blank">any more</a>. Many are tearing down the expressways that separate their city centres from the waterfronts, including <a href="http://www.massdot.state.ma.us/highway/TheBigDig.aspx">Boston’s Big Dig</a> project, San Francisco’s <a href="https://www.thestar.com/news/gta/2015/06/05/san-franciscos-waterfront-freeway-was-removed-25-years-ago-no-one-misses-it">Embarcadero removal</a>, and <a href="https://landscapeperformance.org/case-study-briefs/cheonggyecheon-stream-restoration" target="_blank">Cheonggyecheon</a> in Seoul.
It is <a href="https://theconversation.com/do-more-roads-really-mean-less-congestion-for-commuters-39508" target="_blank">questionable</a> whether WestConnex is the best solution for congestion problems. However, the project is well under way. What is more important now is to identify its potential benefits for other areas and ensure current decision-making locks these in.
When WestConnex and associated highway links are completed, these will effectively create a bypass two kilometres west of the CBD. This could remove much of the traffic now entering city centre.
Traffic flows southward to the airport will be diverted using the <a href="https://www.westconnex.com.au/projects/m4-m5-link" target="_blank">M4-M5 tunnel link</a>. The <a href="http://www.rms.nsw.gov.au/projects/sydney-north/western-harbour-tunnel-beaches-link/index" target="_blank">Western Harbour Tunnel and Beaches Link</a> will eventually connect the M4 to north Sydney. (Click on the blue links in the map below to see how these combine to replace existing routes, in red).
In the city centre itself, more than 90% of people walk to get around. Only <a href="https://www.transport.nsw.gov.au/sites/default/files/media/documents/2017/sydney-city-centre-access-strategy-final-web.pdf" target="_blank">2% of trips are by car</a>. Still, 25% of trips to the city centre (only 14% during peak hour) are by car, most of which probably require parking.
To sum up:
<ul>
<li>
Traffic on Anzac Bridge would be reduced significantly if cars heading to the north shore (using the traverse towards Harbour Bridge), the eastern suburbs (using the <a href="https://www.linkt.com.au/sydney/using-sydney-toll-roads/cross-city-tunnel" target="_blank">Cross City Tunnel</a>) and the airport (using the Eastern Distributor) were redirected.
</li>
<li>
Drivers coming over the Harbour Bridge from the north, heading to the western suburbs, could be diverted from the Harbour Bridge-Anzac Bridge, <a href="https://en.wikipedia.org/wiki/Western_Distributor_(Sydney)" target="_blank">Western Distributor</a> route.
</li>
</ul>
Tolls would influence traffic flows, so a strategic approach should be taken to ensure the best outcome for the whole city, not just maximising toll revenues.
<h2>What parts of the city could benefit?</h2>
While WestConnex may be an outdated way of managing congestion, it can also be seen as an enormous window of opportunity to free up space in the heart of the city. Imagine what relief it could bring to parts of the city now under or along stretches of highway.
Possible benefits include:
1) It makes it possible to minimise the bundle of infrastructure in between Kirribilli, North Sydney and Neutral Bay.
The areas on both sides of the current highway could be reconnected in the longer term. North Sydney would connect to Neutral Bay across a reduced highway corridor. This would create a new north shore focus, accessible for residents, workers, students and visitors (figure 2).
<img src="https://images.theconversation.com/files/202048/original/file-20180116-53307-wi0ca4.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Figure 2: potential development space in North Sydney. Rob Roggema
This new larger centre would face Sydney city centre, across the harbour, like Brooklyn faces Manhattan. It could easily accommodate 11,500 new residents, 780,000m2 of commercial space and 78,000 jobs (6.5 times the size of <a href="http://www.barangaroo.com/" target="_blank">Barangaroo</a> at half its density).
2) It opens up the possibility of removing the Western Distributor, the elevated highways along the western edge of the CBD, which separates the city from the water.
In Pyrmont, bringing the Anzac Bridge off-ramp down to ground, and possibly linking to the Cross City Tunnel, could bring the city to the waterfront. Pyrmont could be reconnected to the old <a href="https://www.businessinsider.com.au/the-nsw-government-wants-to-move-the-sydney-fish-market-and-sell-the-old-site-off-for-apartments-2016-11" target="_blank">fishmarket</a> and <a href="http://www.cityofsydney.nsw.gov.au/explore/facilities/parks/major-parks/wentworth-park" target="_blank">Wentworth Park</a> (figure 3).
<img src="https://images.theconversation.com/files/202049/original/file-20180116-53292-1tvpphf.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Figure 3: potential development space in Pyrmont. Rob Roggema
It would be possible to remove the elevated highway separating Darling Harbour and the International Convention Centre from parkland and current car parks. The development potential of this large, north-facing area is huge – the space that could be freed up is three times Barangaroo’s present land area (figure 4).
<img src="https://images.theconversation.com/files/202050/original/file-20180116-53295-n0fmuz.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Figure 4: potential development space in Darling Harbour. Rob Roggema
It then becomes possible to reconnect old warehouses with each other and Tumbalong Park with the water to face Cockle Bay.
We could “complete” the renewal of the western edge of the city centre by connecting it with Circular Quay, and improve connectivity between Town Hall and George Street with the Darling Harbour waterfront (figure 5).
<img src="https://images.theconversation.com/files/202051/original/file-20180116-53324-1idp0zy.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Figure 5: potential development space in the Harbour Bridge corridor. Rob Roggema
Many heavily trafficked, fast-flowing one-way streets could become slow-moving two-way streets, as happened to Crown Street when the Eastern Distributor was completed.
Freeing up road space allows for the creation of more walkable and enjoyable public spaces. This would also increase the environmental and ecological quality of the urban environment, and reduce flash flooding. A greener city centre emerges that glues the eastern and western CBD together.
If traffic along the Harbour Bridge corridor is reduced, the Cahill Expressway could be repurposed or removed, realising the dream of generations of urban planners and designers (figure 6).
<img src="https://images.theconversation.com/files/202052/original/file-20180116-53324-tm4qtf.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Figure 6: potential development space in Circular Quay. Rob Roggema
This prime area facing Circular Quay could be redeveloped into a pedestrian-friendly boulevard, so people could easily cross from the CBD to the ferries. Circular Quay stop is the best possible way to arrive in Sydney, so the trains would remain, but the rail system should be redesigned as a lean piece of infrastructure, hardly noticed by people crossing underneath. The redevelopment space is mainly suited for retail and hospitality aimed at tourists.
3) It makes it possible to give the Harbour Bridge back to Sydneysiders.
With much less car traffic, some of the bridge’s eight lanes could be used for public transport (two lanes were added when tram services ceased in 1958), cycling and pedestrians, including a longitudinal park on top of the bridge.
In New York, Times Square was given back to residents of the city. Sydney Harbour Bridge, too, could become a place for people to linger and enjoy the views, rather than just drive across.
As a result of all this, the city centre, both north and south of Sydney Harbour, could be primarily devoted to pedestrians and cyclists. It would remain extremely well connected by public transport and accessible for vehicles delivering goods and people.
A frequent light rail service could connect the city centre to the northern beaches, just as you can travel by subway from Manhattan to Coney Island and by tram from the Melbourne CBD to St Kilda. It would run all the way from Manly, via North Sydney, Harbour Bridge and connecting to Wynyard Station (using the old tunnel).
<img src="https://counter.theconversation.com/content/90171/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1">Many oppose WestConnex, and for some good reasons, but what if it enabled central Sydney’s iconic spaces to be transformed for the better? The investments in WestConnex could be leveraged to create significant urban improvements in Pyrmont, connecting the western corridor of the city centre with Darling Harbour and Barangaroo, and reconnecting the great divide of North Sydney.
<a href="https://theconversation.com/profiles/rob-roggema-351369" target="_blank">Rob Roggema</a>, Professor of Sustainable Urban Environments, <a href="http://theconversation.com/institutions/university-of-technology-sydney-936" target="_blank">University of Technology Sydney</a> and <a href="https://theconversation.com/profiles/craig-allchin-440449">Craig Allchin</a>, Adjunct Professor of Architecture, <a href="http://theconversation.com/institutions/university-of-technology-sydney-936" target="_blank">University of Technology Sydney</a>
This article was originally published on <a href="http://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="https://theconversation.com/this-is-how-westconnex-can-deliver-sydney-a-better-city-centre-90171" target="_blank">original article</a>.
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How WestConnex can deliver a better city centre

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<h1> </h1>
GUEST OBSERVER
 
Trials of autonomous cars and buses have <a href="https://intellibus.rac.com.au/" target="_blank">begun on the streets of Australian cities</a>. Communications companies are moving to <a href="https://themelbourneengineer.eng.unimelb.edu.au/2017/01/melbourne-launches-world-first-connected-living-transport-lab/" target="_blank">deploy</a> the lasers, cameras and centimetre-perfect GPS that will <a href="https://theconversation.com/city-streets-become-a-living-lab-that-could-transform-your-daily-travel-71272" target="_blank">enable a vehicle to navigate the streets</a> of your town or city without a driver.
Most research and commentary is telling us how the new machines will work, but not how they might shape our cities. The talk is of the <a href="https://2015.internationaltransportforum.org/shared-economy" target="_blank">benefits of new shared transport economies</a>, but these new technologies will shape our built environment in ways that are <a href="https://theconversation.com/smart-cities-does-this-mean-more-transport-disruptions-63638" target="_blank">not yet fully understood</a>. There’s every chance that, if mismanaged, driverless technologies will entrench the ills of car dependency.
As with <a href="https://theconversation.com/taxi-driver-compensation-for-uber-is-unfair-and-poorly-implemented-64354" target="_blank">Uber and the taxi industry</a>, public sector planners and regulators will be forced to respond to the anger of those displaced by the new products the IT and automobile industries will bring to the market. But can we afford to wait?
<h2>Three competing interests</h2>
Three distinct groups are giving form to the idea of driverless vehicles. Each has its own corporate proponents and target markets, and its own, often competing, demands on citizens, regulators and planners. Each will make its own demands on our streets and public spaces.
First, the traditional car makers are adding “driverless” features to their existing products. They have no compelling interest in changing the current individual ownership model. Their target consumer is someone who values private vehicle ownership and enjoys driving.
These carmakers’ challenge is to win over drivers sceptical about “their” car doing things they can’t control, whether that is behaving differently in traffic or performing unescorted journeys. But, if successful, these new cars will make driving easier and so encourage more travel and ever-expanding suburbs.
Second, cashed-up IT disruptors like Google and Uber see new types of vehicles and new patterns of ownership as the basis for new transport economies. They want lightweight, utilitarian “robo-taxis” owned by a corporation and rented by the trip. Travellers will use phone apps or their next-generation successors to do this. This, in the jargon, is “<a href="https://dupress.deloitte.com/dup-us-en/deloitte-review/issue-20/smart-transportation-technology-mobility-as-a-service" target="_blank">mobility as a service</a>”.
These companies’ ambition is to carve out a large niche in competition with private cars, taxis, conventional public transport and even non-motorised transport. Fleets of shared vehicles in constant circulation can reduce the number of individually owned cars and, in particular, the <a href="https://theconversation.com/disruption-ahead-personal-mobility-is-breaking-down-old-transport-divides-70338" target="_blank">need for parking</a>.
In some circumstances, this may support more compact urban forms. But while sustainability or social objectives might be part of the pitch, the profit motive remains dominant.
Third, public transport operators can see opportunities and challenges in driverless technologies. Already, Vancouver reaps the benefits of lower operating costs for its driverless elevated-rail system.
<iframe src="https://www.youtube.com/embed/XtCyiSleO1g?wmode=transparent&amp;start=0" frameborder="0" width="440" height="260"></iframe> In Vancouver, the train pulls into a station with no driver on board.
Savvy operators understand that new vehicle technology is only valuable if it is integrated with traditional public transport services and with cycling and walking. This means central coordination. Vitally, it also requires control of the information platforms needed to provide multimodal mobility.
Such levels of planning and regulation conflict with Google’s “disruptive” free-market ambitions. European operators, who are in a more powerful position in economic and social life than their Australian counterparts, are already <a href="https://www.uitp.org/autonomous-vehicles" target="_blank">mobilising for this contest</a>.
<h2>Whatever the technology, transport needs space</h2>
Many claims for the benefits of driverless technologies rely on the complete transformation of the existing vehicle fleet. But the transition will not be smooth or uniform. Autonomous vehicles will face a significant period of mixed operation with traditional vehicles.
Freeways are likely to be the first roads on which the new vehicles will be able to operate. Promoters of these vehicles might join forces with the conventional car lobby to demand extra lanes. This would dash the hopes of many that driverless cars will <a href="https://www.inverse.com/article/12082-the-future-of-driverless-cars-where-we-re-going-we-ll-need-more-roads" target="_blank">lead to reduced space</a> for mass movement of cars.
After the freeways, the next objective will be to bring driverless cars, trucks and buses onto city streets. This will require complex systems of sensors and cameras.
The ambition is to allow all users to share road space much more safely than they do today. But, if a driverless vehicle will never hit a jaywalker, what will stop every pedestrian and cyclist from simply using the street as they please? Some analysts <a href="https://news.ucsc.edu/2016/10/pedestrians-self-driving-cars" target="_blank">are predicting</a> that the new vehicles will be slower than conventional driving, partly because the current balance of fear will be upset.
Already active travellers are struggling to assert their <a href="https://theconversation.com/contested-spaces-virtuous-drivers-malicious-cyclists-mindset-gets-us-nowhere-73371" target="_blank">right to the streets</a> of Australian cities. Just imagine how much worse it would be if a dominant autonomous-vehicle fleet operator demanded widespread fencing of roadways to keep bikes and pedestrians out of the way.
The presence of driverless cars cannot alter the fact that space for urban transport is severely constrained. For travel within and between compact urban centres, we will need more and better high-capacity mass transit as well as first-class conditions for walking and cycling.
The integration of conventional public transport networks with shared autonomous vehicles, large and small, offers many opportunities for a much improved service. But that will happen only if this objective is the major focus of investment, innovation, planning and regulation.
<img src="https://counter.theconversation.com/content/75531/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1">Researchers and policymakers need to move rapidly to gain a holistic and systematic understanding of the multiplicity of driverless-vehicle scenarios and the potential harm that some might contain. The technologies are not an unalloyed good, and governments will need to do more than just be “<a href="https://www.premier.sa.gov.au/stephen-mullighan-news-releases/337-sa-becomes-first-australian-jurisdiction-to-allow-on-road-driverless-car-trials" target="_blank">open for business</a>”.
<a href="https://theconversation.com/profiles/john-stone-226753" target="_blank">John Stone</a>, Senior Lecturer in Transport Planning, <a href="https://theconversation.com/institutions/university-of-melbourne-722" target="_blank">University of Melbourne</a>; <a href="https://theconversation.com/profiles/carey-curtis-96861" target="_blank">Carey Curtis</a>, Professor of City Planning and Transport, <a href="https://theconversation.com/institutions/curtin-university-873" target="_blank">Curtin University</a>; <a href="https://theconversation.com/profiles/crystal-legacy-18412" target="_blank">Crystal Legacy</a>, Australian Research Council (DECRA) Fellow and Vice Chancellor's Research Fellow, Centre for Urban Research, School of Global, Urban and Social Studies, <a href="https://theconversation.com/institutions/rmit-university-1063" target="_blank">RMIT University</a>, and <a href="https://theconversation.com/profiles/jan-scheurer-342188" target="_blank">Jan Scheurer</a>, Senior Research Fellow, <a href="https://theconversation.com/institutions/curtin-university-873" target="_blank">Curtin University</a>
This article was originally published on <a href="https://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="https://theconversation.com/we-must-plan-the-driverless-city-to-avoid-being-hostage-to-the-technology-revolution-75531" target="_blank">original article</a>.
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rt-jypKJrGt6b

Planning the driverless city to avoid being hostage to the technology revolution

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<img src="https://counter.theconversation.edu.au/content/71272/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1">
GUEST OBSERVER
Integrated transport has long been the holy grail of transport engineering. Now, a project set up north of Melbourne’s CBD aims to make it a reality. 
Led by the School of Engineering at the University of Melbourne, the project will create a living laboratory for developing a highly integrated, smart, multimodal transport system. The goals are to make travel more efficient, safer, cleaner and more sustainable. 
Integrated transport aims to combine various modes of travel to provide seamless door-to-door services. Reduced delays, increased safety and better health can all be achieved by sharing information between users, operators and network managers. This will optimise mobility and minimise costs for travellers.
The National Connected Multimodal Transport Test Bed includes arterial roads and local streets in an area of 4.5 square kilometres in Carlton, Fitzroy and Collingwood.
Bounded by Alexandra Parade and Victoria, Hoddle and Lygon streets, this busy inner-suburban area is a perfect location to test a new generation of connected transport systems. Our growing cities will need these systems to manage their increasing traffic. 
<h2>How will the test bed work?</h2>
The test bed covers all modes of transport. From April, it is due to collect data on vehicles, cyclists, public transport, pedestrians and traffic infrastructure, such as signals and parking. The area will be equipped with advanced sensors (for measuring emissions and noise levels) and communications infrastructure (such as wireless devices on vehicles and signals). 
<div class="enlarge_hint"><a href="https://www.propertyobserver.com.au/images/2017/02/23/Screen%20Shot%202017-02-23%20at%209.26.59%20AM.png" target="_blank">Click to enlarge</a></div>
<div class="enlarge_hint"> </div>
<div class="enlarge_hint"><img src="https://www.urban.com.au/images/2017/02/23/Screen%20Shot%202017-02-23%20at%209.26.59%20AM.png" alt=""></div>
The test bed will collect data on all aspects of transport in the inner-suburban area covered by the project. Author provided
The aim is to use all this data to allow the transport system to be more responsive to disruption and more user-focused. 
This is a unique opportunity for key stakeholders to work together to build a range of core technologies for collecting, integrating and processing data. This data will be used to develop advanced information-based transport services.
The project has attracted strong support from government, industry and operators. 
Government will benefit by having access to information on how an integrated transport system works. This can be used to develop policies and create business models, systems and technologies for integrated mobility options. 
The test bed allows industry to create and test globally relevant solutions and products. Academics and research students at the University of Melbourne are working on cutting-edge experimental studies in collaboration with leading multinationals.
This will accelerate the deployment of this technology in the real world. It also creates enormous opportunities for participation in industry up-skilling, training and education. 
<h2>What are the likely benefits?</h2>
Urban transport systems need to become more adaptable and better integrated to enhance mobility. Current systems have long suffered from being disjointed and mode-centric. They are also highly vulnerable to disruption. Public transport terminals can fail to provide seamless transfers and co-ordination between modes. 
This project can help transport to break out of the traditional barriers between services. The knowledge gained can be used to provide users with an integrated and intelligent transport system.
It has been difficult, however, to trial new technologies in urban transport without strong involvement from key stakeholders. An environment and platform where travellers can experience the benefits in a real-world setting is needed. The test bed enables technologies to be adapted so vehicles and infrastructure can be more responsive to real-time demand and operational conditions. 
Rapid advancements in sensing and communication technologies allow for a new generation of solutions to be developed. However, artificial environments and computer simulation models lack the realism to ensure new transport technologies can be properly designed and evaluated. The living lab provides this. 
The test bed will allow governments and transport operators to share data using a common information platform. People and vehicles will be able to communicate with each other and the transport infrastructure to allow the whole system to operate more intelligently. The new active transport systems will lead to safety and health benefits.
The test bed allows impacts on safety in a connected environment to be investigated. Interactions between active transport modes such as walking and cycling with connected or autonomous vehicles can be examined to ensure safety is enhanced in complex urban environments. Researchers will study the effects of warning systems such as red light violation, pedestrian movements near crossings, and bus stops. 
Low-carbon mobility solutions will also be evaluated to improve sustainability and cut transport emissions. 
Environmental sensors combined with traffic-measurement devices will help researchers understand the effects of various types of vehicles and congestion levels. This includes the impacts of emerging disruptive technologies such as autonomous, on-demand, shared mobility systems. 
A range of indoor and outdoor sensor networks, such as Wi-Fi, will be used to trial integrated public transport services at stations and terminals. The goal is to ensure seamless transfers between modes and optimised transit operations.
<a href="https://theconversation.com/profiles/majid-sarvi-334262" target="_blank">Majid Sarvi</a> is chair in Transport Engineering and the Professor in Transport for Smart Cities, University of Melbourne.
<a href="https://theconversation.com/profiles/gary-liddle-334267" target="_blank">Gary Liddle</a> is enterprise professor, Transport, University of Melbourne.
<a href="https://theconversation.com/profiles/russell-g-thompson-330541" target="_blank">Russell G. Thompson</a> is associate Professor in Transport Engineering, University of Melbourne.
All are authors for The Conversation.
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jchancellor-FAypfDUnLy

City streets become a living lab that could transform your daily travel

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<img src="https://counter.theconversation.edu.au/content/63638/count.gif" alt="The Conversation" width="1" height="1">
GUEST OBSERVER
A plethora of new and personalised ways of getting around cities are emerging – electric bikes, motorised scooters, electric vehicles, car sharing and re-interpretations of the taxi by Uber.
How might we realise the potential of these transport disruptions? How does the combination of culture, regulation and technology shape sustainable transport futures? The extent to which technologies align with social, political and policy norms is a critical factor in their uptake and success.
Technology is politically, socially and culturally mediated. Its success relies on how it relates to existing lifestyles and aspirations. Technologies need to be accommodated in the ways we want to move around cities. The most amazing technological intervention will quickly atrophy if it is disconnected from daily needs and desires.
Regulatory settings can impede or foster new technologies. We can make space for different ways of moving around – such as cycleways, footpaths and roads. We can prohibit or encourage disruptive forces, as so starkly evident with Uber. We can set tax and other pricing mechanisms, as incentives or disincentives for modes of transport.
Some argue that new technologies are so disruptive because they have no predecessor to show us the way. But examples are emerging that show us where society, regulation and technology have or have not aligned, underpinning their success or failure.
<h2>Car sharing – an obedient disruption</h2>
Car sharing in Australia’s inner cities has been phenomenally successful. There are an estimated 50,000 car sharers across the country.
The disruptions of car sharing are mild: it draws on technologies and skills shared with other aspects of social life. The concept of sharing is disruptive but easily accommodated; regulation adapted quickly to the subtle shifts required. It is an obedient disruption, and this obedience is one of the pillars of its success.
Car sharing is technologically disruptive as it relies on smart technologies to function. It is booked online, unlocked by a smart card, automatically paid by credit card and invisibly monitored via GPS.
It is socially disruptive. Car sharing relies on people deferring or giving up car ownership. Importantly, it asks us to give up the emotional and cultural attachments we have to cars. Evidence is mounting that millennials are swapping out the car for the phone as a status symbol.
Car sharing does not significantly challenge regulatory frameworks or political interests. It does rely on parking space, though, and local governments have quickly developed car-sharing policies to balance the needs of sustainable transport with access to on-street and off-street parking. While providing dedicated parking space to car-share organisations has been politically controversial, the regulatory supports were easily identified and mobilised.
Car sharing is a case where the lifestyles, values, technologies and regulation are aligned – a sustainability success story.
<h2>Personal mobility devices – a disruption in limbo</h2>
Personal mobility devices, known as PMDs, are more disruptive and a less successful sustainable transport option thus far in Australia. These are personal, battery-powered or motorised modes of transport designed for an individual to use on footpaths or shared paths. They include Segway, YikeBike or two-wheel motorised “Razor” scooters.
These devices allow the rider to travel short distances quickly without physical effort. Their small size makes them easily transferable between transport. This means they can bridge the “first and last mile” – between home and transit and work.
Despite their popularity, which is visible on city streets, PMDs are unable to be legally ridden on roads, footpaths, shared paths or cycleways in most Australian states. They do not meet vehicle standards and cannot be registered or legally used on roads.
Most of these devices are too dissimilar from bicycles, even electric bikes, to be classed as bicycles. Motorisation and wheels also rule out their classification as a pedestrian.
With the exception of some devices for tourism, PMDs remain in limbo in most Australian states. There was a move in Queensland in 2013 when a policy framework to regulate the use of PMDs was implemented. These regulations specified what a PMD is and how/where it can be used.
PMDs were defined as pedestrians to be used in pedestrian environments. Strict rules applied. Riders must:
<ul>
<li>
not exceed 12 kilometres per hour;
</li>
<li>
be 12 years or over; and
</li>
<li>
wear a helmet.
</li>
</ul>
In short, regulatory settings were modified to allow these new forms of technology, though not without debate.
How might these means of moving about the city be accommodated or become part of ordinary transport? For these devices to be used as transport, they need to get people travelling faster than walking without compromising safety.
<h2>Driverless cars – are we ready?</h2>
The stuff of science fiction 50 years ago, some technological optimists today predict driverless cars will be in our cities within five years. Indeed, autonomous cars are already here. New cars have adaptive cruise control, lane departure warnings, collision avoidance and parking assist.
Robotic vehicles are increasingly common in agriculture and mining. With researchers turning their attention to the realities of life with driverless cars, regulation and social impact are once again emerging as key issues.
A recent assessment by the National Transport Commission of Australia found that 716 provisions from two conventions, 32 acts and 21 regulations need to be addressed before autonomous vehicles become commonplace. Fundamentally, legal and insurance frameworks need to rethink a driver, and who is responsible when there is no driver.
There are also considerable privacy implications of tracking and the ubiquitous sensing and data collection that these vehicles require. While the technology is almost there, our policy frameworks are not quite there.
Research also shows that people are not quite ready for autonomous cars. Car makers are working in more sophisticated ways to ensure that autonomous cars talk to passengers, telling them when they are and are not in control and what is around them.
Businesses, on the other hand, are increasingly ready for autonomous cars, especially through shared transport. In the US, General Motors has invested significantly in ride-sharing business Lyft. General Motors expects autonomous cars to be operating within ten years.
Uber is conducting its own trials of autonomous vehicles. Increasingly, it appears that economic and social conditions are more likely to support driverless buses, at least short term.
Evidence is mounting that our cities, citizens, businesses and policymakers are getting ready for a future where transport technologies that are neither car nor public transport are commonplace. Mismatches remain between technology, social life and regulation, but their alignments, especially around shared transport, are proving successful.
Robyn Dowling is professor and associate dean Research, University of Sydney and author for The Conversation. She can be contacted <a href="https://theconversation.com/profiles/robyn-dowling-90213" target="_blank">here</a>.
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Smart cities: does this mean more transport disruptions?

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<img src="https://counter.theconversation.edu.au/content/57114/count.gif" alt="The Conversation" width="1" height="1">
GUEST OBSERVER
As an urban rail activist, academic and commentator, including a spell on Infrastructure Australia, I can say from the start I was delighted that we have a consortium prepared to have a go at high-speed rail using value capture.
Consolidated Land and Rail Australia (CLARA) is the first group in Australia to suggest that a major rail option can be funded without government capital. This fits with what we have been saying for a number of years (for example, the entrepreneur rail model).
It is not just a way of bringing financing groups like superannuation funds into such major infrastructure projects where governments have no hope of finding the cash, but it is also a better way: it inherently integrates with land development opportunities to make less car-dependent cities.
High-speed rail is needed. We are the last major developed area without it.
It is now a well-established technology that can simultaneously reduce car use and plane use. It is a way to reduce our oil dependence and to help us meet our greenhouse emissions, as have Japan, China and Europe in recent decades.
<h2>Key issues to be overcome</h2>
However, some issues need to be resolved for this proposal and, indeed, the other three consortia that I have heard are also keen to build high-speed rail in Australia.
First, it’s not a project that should be an unsolicited bid with all its high commercial-in-confidence process. Such a project will have huge public significance and demands that we address the full implications – A$200 billion over 40 years is a lot of money for infrastructure and land development.
If this project goes ahead, many other infrastructure projects and land developments will not happen in the competitive marketplace of our cities and rural areas. This project will need to show great public benefit as well as enabling the private sector to take the risk and do the investing.
Second, what are we looking for from infrastructure like this? Surely we want it to build up our cities and the regional towns in between to have a more sustainable, productive and liveable future.
This project is very light on detail, understandably, about how it would come into the cities (it seems to just go from airport to airport on the urban fringes). It completely misses all the major regional centres like Canberra, Wagga Wagga and Albury-Wodonga in order to go much faster and cheaper through farmland.
The Canberra Times reported a CLARA spokesperson saying:
"The project would be privately funded on a value-uplift model. This needs new city development where maximum uplift in land values is available, which is not available in existing cities like Canberra, with elevated real estate prices. ‘They must be greenfield.’"
Value capture worldwide and in our model is done to facilitate urban regeneration, not to create new car-dependent greenfield suburbs. CLARA’s model is seeking cheap, easily obtainable land on the urban fringe and in rural areas rather than helping our cities and country towns. Not only is the value of this to Australia very debatable, it is not likely to be as successful in raising land values to achieve their goals.
There is a limit to how many wealthy, long-commute exurbs or retirement villages could be induced to invest in such places in the countryside. The strong economic demand is for urban regeneration inside the old parts of our cities and towns. This has been an important part of the rationale for high-speed rail in other places.
The CLARA model is an extension of the failed idea of building new towns in greenfield areas. It has failed in Australia and in the UK and US because urban development needs to be more organic, building on the historic processes, local communities and multiple services of the cities and towns built up over hundreds of years. The modernist new towns have all struggled as they are designed from the top down.
It may be appealing to take a fresh sheet and drop it from on high, and very messy to have to deal with so many land owners and local governments in the old cities and towns, but it should not be beyond us.
<h2>Principles to guide a successful project</h2>
To make high-speed rail and urban development happen in a way that benefits Australian cities and towns, I suggest we should try to follow the principles below.
<ol>
<li>
It is important to attract private capital for combined land development and transport, but this should be led by locational strategies where redevelopment is most needed, not by transport engineering simplicity.
</li>
<li>
Benefit-cost assessments should include long-term urban and sustainability goals.
</li>
<li>
Public-private partnerships (PPPs) should include core commitments to community engagement, integrated public transport delivery, equitable and time-of-travel-dependent fare structures, safety, consumer and environmental protection, and urban design quality.
</li>
<li>
The projects should not just be innovative in financing and PPP delivery but be agile enough to include disruptive innovations such as solar PV-based electric rail, new carbon fibre and other materials, very smart systems for control at high speed, and effective noise management.
</li>
</ol>
High-speed rail has been a long time coming for Australia. It’s a very big and beautiful opportunity, so let’s get it right.
Peter Newman is professor of sustainability, Curtin University and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/peter-newman-1858" target="_blank">here</a>.
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High-speed rail? At $200 billion we’d better get it right

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GUEST OBSERVER
Governments should open up their transport project funding decisions to greater scrutiny, including tabling an independent cost-benefit analysis in Parliament, recommends a new report from think-tank the Grattan Institute.
The report’s author, Marion Terrill, argues poor project selection is undermining economic growth in Australia. The report shows of the projects receiving Commonwealth funding since June 2012, 58 percent of that funding, or $3.7 billion, was spent on projects without a published project evaluation. This includes the controversial East-West Link, which was ultimately canned by the Victorian government.
The report argues governments should not only build transport infrastructure where the benefits outweigh the costs – they should build all such infrastructure, regardless of where it is based in Australia. This could help address the bias identified in the report towards projects in states with more swinging seats.
“I think we have the right to expect that these decisions are made in the best interests of the community at large,” said Terrill, who is the Grattan Institute’s Transport Program Director.
In the current environment state transport funding decisions are skewed by roads and rail listed on the National Land Transport Network<a href="https://investment.infrastructure.gov.au/whatis/network/">.</a>
“It’s very advantageous for the states to put forward proposals for Commonwealth funding that that are on the National Land Transport Network because 50% of the value of any funding they get for such projects from the Commonwealth is quarantined from affecting their GST share,” Terrill said.
For example, she said, the Melbourne Metro is not on that network, meaning if the Commonwealth provides funding for the project, Victoria would lose a commensurate amount of GST over the next three years. This contrasts with the East-West Link project which was on the network. This means 50% of the funding would have been quarantined and only 50% would have affected the GST the state received.
Terrill said that in the current environment there was little to stop politicians committing to projects before they were properly evaluated, particularly during election campaigns. More scrutiny, including through the public release of cost-benefit analyses undertaken by independent bodies, would help ensure funds were spent more wisely.
“Publishing business cases would be a very helpful step, so interested parties, including the general public, have the opportunity to scrutinise these projects before they’re agreed.”
With more scrutiny, the report suggests less money would be spent on highways that are not especially important to the economy, and the focus could shift back to cities, the engines of economic growth.
“When a city doubles in size it more than doubles in productivity and GDP per capita, and in innovation per capita.”
So there’s nothing bad about people increasingly choosing to live in cities, provided we don’t let congestion and overcrowding swamp the benefits."
 
Charis Palmer is deputy business editor, The Conversation sand can be contacted <a href="https://theconversation.com/au/team#charis-palmer" target="_blank">here</a>.
Marion Terrill is Transport Program Director, Grattan Institute and can be contacted <a href="https://theconversation.com/profiles/marion-terrill-169480" target="_blank">here</a>.
Both are authors for The Conversation.
<img src="https://counter.theconversation.edu.au/content/57114/count.gif" alt="The Conversation" width="1" height="1">
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