Buyers considering a residence at boutique Gordon townhouse development <a href="https://www.apartments.com.au/new-townhouses/lume-gordon-43-47-dumaresq-street-gordon-nsw-2072">Lume</a>&nbsp;now have another reason to bring forward their decision.

For a limited time, purchasers of a residence at Lume will receive a BMW iX3 50 electric SUV, valued at more than $120,000, as part of their purchase. The offer is designed to add value for buyers while complementing the lifestyle envisioned for the architecturally designed Upper North Shore development.

Scott Timmins, Development Manager at <a href="https://www.apartments.com.au/developers/winim">WINIM</a>, said the partnership was created to provide buyers with a compelling reason to act.

"In today's market, buyers need a compelling reason to act now, and the BMW partnership was designed to create that catalyst. We wanted to add genuine value for our future purchasers. Choosing the all-electric BMW iX3 50 also reflects the values behind LUME, forward-thinking design, innovation and a more sustainable way of living. It's a premium incentive that complements the lifestyle our buyers aspire to and rewards those who commit early."

[smartcode_project:default project_id=7354 project_image_fid=374893]

Delivered by WINIM in partnership with Burtonwood Investment Partners, Lume comprises 14 architecturally designed two, three and four-bedroom townhomes created for families seeking the space of a freestanding house with the ease of modern, low-maintenance living.

The three-storey residences, designed by award-winning architecture practice <a href="https://www.apartments.com.au/architects/rothelowman">Rothelowman</a>, have been tailored for families and multi-generational living, featuring private internal lifts, flexible lower-level spaces, generous open-plan living and entertaining areas, media rooms, and landscaped outdoor spaces with custom outdoor kitchens.&nbsp;

Inside, engineered oak flooring, bespoke dining joinery with integrated wine fridges and backlit bars, sculptural porcelain bathrooms, Parisi freestanding baths and Astra Walker tapware create interiors that balance functionality with refined finishes.

Each townhome has been designed to combine generous internal spaces with sustainability initiatives such as EV charging infrastructure, while <a href="https://www.apartments.com.au/landscape-architect/arcadia-landscape-architecture">Arcadia</a>'s landscaped communal areas, centred around a restored creek line and native planting, encourage residents to connect with nature and spend more time outdoors.

[smartcode_project:default project_id=7354 project_image_fid=269527]

Rothelowman's Gary Tsui said the architecture was conceived to respond carefully to its Upper North Shore setting.

"Our vision was to create elegant, uplifting homes that draw on and positively contribute to the local character through meticulously considered design and an interaction with the surroundings."

The communal landscape has been designed as more than an open space between homes. Arcadia's Ben Newell and Kate Phillips said the adjoining reserve provided an opportunity to create a distinctive natural retreat for residents.

"Just as waterways carve their way through Ku-ring-gai's landscape, a raised boardwalk weaves through the reserve, connecting the homes to this tranquil oasis."

[smartcode_project:default project_id=7354 project_image_fid=374892]

Located just 300 metres from <a href="https://www.apartments.com.au/developments/gordon-nsw-2072">Gordon</a> Village and Gordon railway station, Lume offers convenient access to Sydney's CBD while placing residents close to some of the North Shore's leading schools, including Ravenswood, Pymble Ladies' College and Knox Grammar. Lane Cove National Park, Gordon Golf Club and a range of cafés and restaurants further reinforce the family-focused lifestyle on offer, with the BMW iX3 50 complementing everything from local trips around Gordon to weekend drives and city commutes.

Construction is underway with completion expected in mid-2027.

[smartcode_project_cta:default project_id=7354]

Joel Robinson

Boutique Gordon townhomes now come with a BMW iX3 50

Two apartments have sold for more than $10 million at EADE Byron Bay, setting some of the highest apartment prices ever achieved in the coastal town and underlining the growing appetite for luxury beachfront apartments in Australia's most popular coastal locations.

The $210 million project by Vitale Property Group has now secured more than $70 million in sales, led by residences that changed hands for $12.75 million and $11.75 million.

The record-breaking transactions reinforce the shift occurring in Byron Bay's premium property market, where affluent downsizers and lifestyle buyers are increasingly opting for high-end apartments over large beachfront homes.

<a href="https://www.apartments.com.au/new-apartments/eade-byron-bay-29-shirley-street-byron-bay-nsw-2481">EADE Byron Bay</a> occupies a rare 6,000 sqm absolute beachfront site on the corner of Shirley and Milton Streets overlooking Main Beach and The Wreck surf break, just 350 metres from Byron Bay's town centre.

The 25-residence development is the first beachfront apartment project approved in Byron Bay in more than a decade and is currently under construction, with completion expected in May 2027.

[smartcode_project:default project_id=145590 project_image_fid=359521]

The project has attracted a mix of local Byron Shire residents downsizing from larger homes, alongside interstate buyers from Sydney, Melbourne and Brisbane seeking a permanent coastal lifestyle without compromising on space.

Designed by <a href="https://www.apartments.com.au/architects/hayball">Hayball</a> and with interiors by <a href="https://www.apartments.com.au/interior-designers/alexander-co">Alexander &amp; Co</a>, EADE comprises&nbsp;10 garden apartments ranging from 284 sqm to 622 sqm, nine with private pools, five full-floor apartments and 10 rooftop residences with private plunge pools, expansive outdoor entertaining areas and uninterrupted ocean views.

[smartcode_project:default project_id=145590 project_image_fid=359527]

<a href="https://www.apartments.com.au/developers/vitale-property-group">Vitale Property Group</a> Managing Partner Chris Vitale said the project's combination of scale, location and limited future supply was driving buyer demand.

"There isn't another beachfront holding in Byron Bay of this size and position that could be developed again," Vitale said.

"Buyers are responding to the scarcity and the irreplaceability of a site of this calibre and to floorplans they can't find elsewhere in the market.

"We are seeing buyers place significant value on quality, space, design, resort-style amenities and the rarity of the location. The sales achieved to date demonstrate that discerning purchasers recognise the long-term significance of what is being created at EADE Byron Bay.

"Many are coming from larger homes in the Byron region, or from Sydney, Melbourne and Brisbane, and are after the space, security and convenience, without the upkeep of a house."

&nbsp;

[smartcode_project:default project_id=145590 project_image_fid=359523]

The Byron Bay project follows Vitale Property Group's delivery of the Mondrian Hotel and Private Residences at Burleigh Heads, with EADE continuing the developer's focus on luxury coastal developments.

Residents will have access to a resort-style swimming pool, gymnasium, sauna, cold plunge pool, concierge services and dedicated workspaces, while the project is targeting an 8-Star Green Star rating.

EADE Byron Bay is being exclusively marketed by Projx Australia in conjunction with WHITEFOX Projects.

WHITEFOX National Projects Director Phillip Rand said demand had been driven predominantly by owner-occupiers.

"We are seeing buyers at EADE place significant value on quality, space, design, resort-style amenities and the rarity of this location," Rand says.

"The sales achieved to date demonstrate that purchasers at this level recognise the long-term significance of what is being created at EADE Byron Bay."

Residences at EADE Byron Bay are currently priced between $4.75 million and $15.95 million.

&nbsp;

&nbsp;

&nbsp;

&nbsp;

&nbsp;

[smartcode_project_cta:default project_id=145590]

Vitale breaks Byron Bay records with EADE sales flurry 

When buying an apartment, most people compare the big-ticket items first. Floorplans. Kitchens. Balcony size. Natural light. The view.

But there's one everyday consideration that often doesn't come up until after moving in: how parcels are delivered.

As online shopping has become part of everyday life, parcel deliveries have shifted from an occasional event to a regular occurrence. Australians spent a record $82.6 billion shopping online in 2025, with almost one in every four retail dollars now spent digitally.

For apartment residents, that can present a challenge.

If nobody is home to accept a delivery, parcels may be redirected to a nearby Post Office, left in a building lobby or common area, or require building management to step in. In higher-density buildings, where dozens or even hundreds of residents may receive deliveries each day, parcel management has become an increasingly important part of everyday living.

That can create a range of frustrations. A missed delivery often means making time to collect a parcel elsewhere, while packages left unattended in foyers or mail areas can create clutter and increase the risk of theft. What seems like a minor inconvenience can quickly become a recurring issue for residents who shop online regularly.

It's one of those details that rarely features in a display suite but can have a noticeable impact once residents move in.

As a result, buyers are beginning to look beyond traditional apartment features and consider how a building supports day-to-day convenience, including whether there are secure options for receiving deliveries.

Australia Post's Parcel Lockers provide one solution.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/CkF2oKmlACg?si=C50sDaoUUn2nuLmq" title="YouTube video player" width="560"></iframe>

Rather than having a parcel delivered directly to an apartment, eligible deliveries can be sent to a nominated Parcel Locker. Once the parcel arrives, residents receive a notification through the AusPost app or SMS and can collect it using a QR code or one-time PIN at a time that suits them.

The Parcel Locker network now includes more than 1,500 locations nationwide, with installations at Post Offices, shopping centres, transport hubs and an increasing number of residential developments. By providing a secure collection point, Parcel Lockers help reduce missed deliveries and avoid parcels being left unattended in common areas.

For developers, parcel infrastructure is becoming another way to improve the resident experience. Rather than relying on concierge staff or leaving parcels in communal spaces, secure collection points help streamline deliveries while preserving the presentation and functionality of shared areas.

For buyers, it's a reminder that the best apartment features aren't always the most obvious.

A generous floorplan or quality finishes might help narrow the shortlist, but the conveniences that simplify everyday life, whether that's EV charging, secure bike storage or reliable parcel delivery, often become the features residents appreciate most once they're living there.

The apartment feature many buyers don't think about, until their first missed delivery

<a href="https://www.apartments.com.au/developers/hg-developments">HG Developments</a> is doubling down on Maud Street in Newstead, filing plans for a new apartment tower just a few doors down from its under-construction Aire Newstead development.

Recently submitted to Brisbane City Council, the proposal is for an 18-storey building designed by bureau^proberts, which has drawn heavily on Brisbane's subtropical design principles while referencing the suburb's industrial heritage.

A total of 64 apartments are planned for the amalgamated 1,518 sqm site at <a href="https://www.apartments.com.au/new-apartments/17-21-maud-street-newstead-qld-4006">17–21 Maud Street</a>, a short walk from the Brisbane River and Newstead Riverwalk.

<img alt="First look: HG Developments plans 18-storey subtropical apartment tower for Newstead" data-entity-type="file" data-entity-uuid="a400c7fd-bd15-48f8-a63b-10ede92efe00" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Maud%20st%20bldg.png?VersionId=.0vPmjpbC7CNP7kqGWa6L7rGIwsNExaw" />

"The building is defined by a series of vaulted motifs that reinterpret the arches, colonnades and layered facades evident throughout Newstead's historic built fabric," the Urban Design Report states.

"Combined with recessed glazing and generous balconies, these elements create a layered building envelope that provides shade, weather protection and opportunities for natural ventilation whilst establishing a distinctive architectural identity."

The proposal comprises 64 two, three and four-bedroom apartments across 18 residential levels, positioning it alongside a growing number of taller residential projects transforming Newstead's northern precinct. The tower incorporates extensive subtropical landscaping, with cascading planter boxes, deep planting at street level and a landscaped rooftop recreation area.

<img alt="First look: HG Developments plans 18-storey subtropical apartment tower for Newstead" data-entity-type="file" data-entity-uuid="1d8140f4-8b98-45cd-b1b8-1efe8c8e266b" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Maud%20st%20podium.png?VersionId=VAZtbCoD44YCJ57N99fQCAKeSJx7ldZs" />

Bureau Proberts has prioritised passive environmental design throughout the project, with generous balconies, recessed glazing and operable façades helping reduce solar heat gain while maximising natural ventilation. River views become available from the upper levels, while the building has been orientated to capture prevailing breezes from both the Brisbane River and the west.

The architects say landscape is intended to be integral to the building rather than an applied element.

"Vertical greenery, cascading planter boxes and elevated gardens are woven throughout the architecture, softening the built form and strengthening the connection between residents and the subtropical environment."

"Through the integration of landscape, high-quality materials and passive design principles, the development delivers a refined residential address that celebrates Newstead's heritage character while contributing positively to Brisbane's evolving subtropical identity."

Newstead has remained one of Brisbane's most active apartment markets in recent years, with a number of developers continuing to back the inner-city suburb.

HG Developments is currently delivering the 40-apartment Aire Newstead at 25 Maud Street. Fortis recently launched the 65-apartment <a href="https://www.apartments.com.au/new-apartments/crest-walker-newstead-12-kyabra-street-newstead-qld-4006">Crest &amp; Walker</a> on Kyabra Street, while builder-developer BPG and Don O'Rorke's Consolidated Properties are both expected to launch their respective Newstead projects before the end of the year.

HG Developments doubles down in Newstead with second Maud Street apartment development

Walk past a new apartment development promoting its sustainability credentials and it's easy to picture rooftop gardens, mature trees, landscaped courtyards and residents surrounded by nature.

But in many cases, that's not actually what those sustainability ratings guarantee.

Australia's leading environmental rating tools have played a significant role in improving the energy efficiency and environmental performance of buildings. Yet despite their focus on reducing emissions, many don't require developers to include trees, biodiversity or meaningful green space.

In other words, a building can achieve one of the country's highest sustainability ratings while containing little more than concrete, glass and hard landscaping.

That disconnect has led to the emergence of a new movement across Australia's property industry: nature-based cities.

The concept goes beyond designing buildings that consume less energy. Instead, it encourages developers to treat nature as essential infrastructure, integrating biodiversity, tree canopy, living landscapes and green spaces into projects from the earliest stages of planning.

Research has consistently linked access to nature with better physical and mental health, cooler neighbourhoods, improved biodiversity, stronger climate resilience and more connected communities. As Australia's cities continue to become denser, advocates say those outcomes should be considered just as important as energy efficiency.

Nature Based Cities (NBC) was established in 2022 to help accelerate that shift.

Founded by Hamton Executive Chairman Paul Hameister OAM, the not-for-profit was created after research highlighted a significant gap in Australia's sustainability framework. While existing environmental rating tools rewarded energy performance and emissions reductions, they placed little emphasis on the inclusion of living landscapes.

"We've always wanted to do more, and we know other developers who want to do more, but the ESD rating tools just aren't there," Hameister says.

"In Australia, you can have a five-green-star rated building that's concrete and glass with not a blade of grass.

"The focus is on reducing emissions, which is laudable, but there hasn't been enough attention paid to protecting and re-establishing nature. We need both for the health of the environment and for communities."

Since its launch, NBC has developed independent design guidelines and accreditation frameworks that encourage developers to prioritise ecology, biodiversity, tree canopy, walkability and living landscapes alongside traditional sustainability measures. The organisation first focused on medium and high-density residential developments before recently expanding into precinct-scale communities and masterplanned neighbourhoods.

Jan Talacko, founder of sustainability consultancy Ark Resources and a member of the Nature Based Cities Advisory Council, says the initiative addresses an area that has largely been overlooked by the property industry.

"Throughout my 25 years of working collaboratively with all stakeholders in the property sector, I've always favoured a pragmatic approach to sustainable design which encourages initiatives that not only meet environmental expectations but also improve amenity," Talacko says.

"Whilst we are making steady progress in relation to energy and carbon emissions from buildings, there has been much less emphasis on encouraging biodiversity and tackling the urban heat island effect.

"The Nature Based Cities initiative responds to a gap in the suite of tools currently used by the property development sector, which don't provide sufficient incentive, or recognition, for the integration of landscaping and greenery."

For apartment buyers, the shift is also changing the questions worth asking.

Rather than assuming a sustainable building will naturally include abundant green space, buyers are increasingly being encouraged to look beyond environmental ratings and ask what nature is actually being delivered. How much tree canopy will the development create? Has biodiversity been considered? Are landscaped spaces designed for people as well as appearance?

As Australia's cities continue to grow upwards and outwards, the next generation of sustainability may not simply be measured by lower emissions, but by how successfully developments bring nature back into everyday urban life.

What does it really mean for a building to be 'green'?

Commuting

<html><body>
GUEST OBSERVATION
The average weekly commuting time in Australia has increased considerably since 2002. According to the latest Household, Income and Labour Dynamics in Australia (HILDA) <a href="https://melbourneinstitute.unimelb.edu.au/hilda" target="_blank">Survey released today</a>, workers averaged 3.7 hours’ commuting time per week in 2002, but this had increased to 4.5 hours by 2017.
In 2017, workers in mainland state capitals (Sydney, Melbourne, Brisbane, Adelaide, Perth) had consistently longer commute times than those living elsewhere. These city workers typically spent more than an hour travelling to and from work each day. The average was about 66 minutes. This is a 20% increase from the average of around 55 minutes in 2002.
As in past surveys, Sydney had the longest average daily commutes (71 minutes). In 2017, it was followed by Brisbane (67 minutes), Melbourne (65 minutes), Perth (59 minutes) and Adelaide (56 minutes). Reasons for the increasing commute time vary among different cities but may include increased road congestion, urban expansion and poor public transport services.
Average daily commuting times across Australia also increased from about 49 minutes in 2002 to almost one hour in 2017.
<img src="https://cdn.theconversation.com/static_files/files/666/Mean.gif?1564036035" width="100%">
Workers in the Northern Territory had the shortest commutes in 2017, averaging close to 35 minutes per day.
The HILDA analysis covers all workers aged 15 years and older. This includes those with commuting times of zero (that is, who work from home).
<img src="https://images.theconversation.com/files/285781/original/file-20190726-136744-124z3od.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Daily commuting times are calculated by dividing the time spent travelling to and from work in a typical week by the usual number of days worked per week. Data source: HILDA
The survey, based on interviews with about 17,000 Australians yearly, also reveals that the share of people commuting two or more hours a day is increasing, from 12% in 2002 to 18% in 2017. Men are more likely than women to be long-distance commuters. And middle-aged workers (aged 25-54) are more likely to have long commutes than younger and older workers.
Interestingly, fathers of two children had the highest likelihood (27%) of having long commutes, while mothers with two children were the least likely (less than 13%). On the one hand, households with dependent children are more likely to live in suburban locations for the larger houses, potentially increasing commuting distance for workers in these households. On the other hand, female workers’ relatively lower wage rate and more household responsibilities, such as child rearing, may restrict them to choosing jobs closer to home.
Impacts on job satisfaction
According to the HILDA Survey, long-distance commuters (two hours or more a day) are less likely than short-distance commuters (less than one hour) to be satisfied with their working hours, work-life balance and even pay. Therefore, they have lower levels of overall job satisfaction. These long-distance commuters are more likely to quit or lose their jobs within the next year.
These results from the HILDA Survey align well with the findings of <a href="https://www.sciencedirect.com/science/article/abs/pii/S0966692318307269" target="_blank">our research</a>. Our findings suggest longer commutes not only impose physical and mental strains on workers but may also affect their work participation, engagement and productivity.
Negative impacts go beyond work
A growing number of studies have found long-duration commuting can <a href="https://www.sciencedirect.com/science/article/pii/S0965856410000960" target="_blank">reduce the time a person has for other activities</a>. These other activities, such as physical exercise, time with family, social activities and so on, are important for psychological well-being.
Lengthy commuting also potentially increases <a href="https://onlinelibrary.wiley.com/doi/abs/10.1111/j.1467-9442.2008.00542.x" target="_blank">exposure to nuisances and hazards</a> such as traffic noise, crowds, congestion, pollution and uncomfortably hot or cold conditions. These can cause physical or emotional distress and have a direct influence on people’s physical and mental health.
What can policymakers do about this?
A better balance of jobs and housing within a smaller geographic area could help to shorten commuting distances and time. Planning policy such as polycentric cities – with multiple activity centres – have been proposed in Sydney and Melbourne, and could help achieve this.
Most Australians still rely on their cars for daily commuting. Aside from long travel distance, traffic congestion is another important factor in increasing commuting times. Encouraging alternative travel modes for commuting could potentially relieve congestion.
The HILDA Survey reveals that close to 28% of workers live and work in the same postcode. About 55% of workers live within 10 kilometres of their place of work. This suggests there is huge potential to promote active travel – cycling and walking – for daily commuting trips. Only for a minority (11%) are the postcodes of the home and place of work 30 or more kilometres apart.
High-frequency and reliable rapid public transport networks linking major residential and employment centres could encourage more medium and long-distance commuters to use public transport for daily commuting.
Finally, emerging transport technology, such as autonomous vehicles, is also promising to curb traffic congestion and reduce the “perceived” commuting time, if these vehicles are shared rather than owned by individuals.
Companies also have a role to play in helping to reduce commuting times and their impact on workers’ well-being. Flexible working times, which allow employees to avoid peak-hour travel, and a supportive company culture for working from home can help reduce weekly commuting time. In return, companies potentially benefit from improving employee job satisfaction and retention rates.
<a href="https://theconversation.com/profiles/runing-ye-646743" target="_blank">Runing Ye</a>, Research Fellow, Melbourne School of Design, <a href="http://theconversation.com/institutions/university-of-melbourne-722" target="_blank">University of Melbourne</a> and <a href="https://theconversation.com/profiles/liang-ma-746823">Liang Ma</a>, Vice-Chancellor's Postdoctoral Research Fellow, <a href="http://theconversation.com/institutions/rmit-university-1063" target="_blank">RMIT University</a>
This article is republished from <a href="http://theconversation.com" target="_blank">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/australian-city-workers-average-commute-has-blown-out-to-66-minutes-a-day-how-does-yours-compare-120598" target="_blank">original article</a>.
</body></html>

j.ballantyne1990-6AQqhLzZaK

Australian city workers' average commute has blown out to 66 minutes a day: Runing Ye & Liang Ma

<html><body>
GUEST OBSERVATION
Few activities that bead our everyday lives have earned such dubious notoriety as commuting. That the words “hell” and “nightmare” are sometimes invoked to describe journeys to and from work indicates just how disparaged this part of our lives often is. The commute has often been depicted in dystopian terms, standing for all that is stressful and wearying about our contemporary daily routines.
These journeys are often so deeply routinised that we rarely stop to think about them. Researchers have explored topics such as the link between commuting and our well-being – with the former significantly compromising the latter.
And there are statistics, such as journey times between cities. A survey in London, for instance, reported that on average British workers spend one year and 35 days commuting 308,607 kilometres in their lifetimes. Other studies indicate the average worker in Britain spends 139 hours a year commuting, the equivalent of 19 standard working days.
This information provides a bird’s eye view of our commutes. Aside from such high-level diagnoses, little is known about how commuting is transforming urban life. Zoom in, and we can begin to appreciate how the journey to and from work is a strange, liminal sphere of everyday life, fizzing with all manner of events and encounters that, for good or ill, make a difference to who we are.
Liminal spaces
Overhearing a strange conversation in hushed tones. Seeing the first rays of early morning sun while listening to a favourite artist. Momentarily catching the eye of the person sitting over there, again. Half-noticing the person in the car pulled up next to us at the lights has tears running down their cheeks.
These seemingly inconsequential encounters are significant because they can transform us in subtle but powerful ways. They might take us out of ourselves, looping our own dramas into the lives of others, intensifying our sense of connectedness to worlds beyond our own.
All the encounters we experience on our commutes, all the travelling environments we move through, impress on us and leave their mark. Even if we are not conscious of how an event has affected us at the time, we might come to realise, sometimes much later, how forceful that event was. Over time, and through repetition, what we experience becomes part of who we are, and who we are comes to be part of the environments we move through.
What this means is that, rather than passively transporting us, commuting journeys and transport systems are actively changing us.
In the mid-20th century, when city suburbs were growing rapidly, philosopher Henri Lefebvre was worried that the corresponding lengthening of commutes was a sign our free time was being taken away by the demands of work. Yet far from a work-induced zone of “dead time”, as has often been the assumption of economists, commuting is a time when we engage in all manner of activities, for work and play, that shape who we are.
Our commutes are crammed full of activities both enabled and constrained by the environments we move in. Scratching beneath the surface of these activities reveals a myriad of motivations, from the stubborn bargains we might make with ourselves to put our commute to productive work, to the less volitional and more happenchance sense of being lulled into swiping through a carousel of social media feeds on our phone yet again.
My recently published book, Transit Life: How Commuting Is Transforming Our Cities, is based on four years of researching commuting experiences in Sydney. Rather than evaluating whether these things are innately good or bad, the research taught me that, much like a prism, commuting refracts so many other parts of our lives.
How commuting changes us
A woman I interviewed told me her new commute was much shorter than her old one, so she would have to sit for a few minutes in her car once she arrived at work. She felt she had got there too quickly and craved more transition time.
Another woman told me she’d grown tired of the sensory bombardment of driving to work. She chose to switch to the train, which extended her commute by an hour and ten minutes. But this gave her time to plough through novels.
Then there was the man who did a commuter cycling course to reduce the profound anxiety he felt about biking to work in perilous traffic. This ended up being the catalyst for his choice to pursue a new career helping other would-be cycle commuters navigate traffic.
Another woman bemoaned how her lengthy commute by car and then train took away from time she could otherwise be spending at home. Yet she spoke very affectionately about the sense of community that had built up over years in her train carriage, and how people looked out for each other, making sure they hadn’t slept beyond their stop.
To claim commuting is either a negative or positive activity belies its fundamentally indeterminate nature. Commuting can tire, deplete and cost, but it can also enliven, excite and energise. Both poison and cure, the commute is a zone in which the tensions and contradictions, the diverse influences and desires that are our lives, come to the fore.
The multitude of events and encounters experienced in our own commutes might prompt us to ask questions of ourselves that strike to our core. Why did that person’s actions agitate me? What was it about today’s journey that made me feel at peace?
A one-off confrontation in transit might rattle and frustrate us, but repeated exposures to a threatening environment might change our constitution much more markedly. One long journey to work now and again might be bearable enough, but doing it repeatedly over years might reconfigure our drives and desires more fundamentally.
<img src="https://counter.theconversation.com/content/100323/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1">Our commutes come to question us in ways that can shift our values, make us rethink just what it is that matters to us, and allow us to re-evaluate what our work, relationships and communities might mean to us. Stuck in traffic, it might only be when we are feeling at our most constrained, or at our lowest ebb, that a new way of going on in life might present itself.
David Bissell, Associate Professor and ARC Future Fellow, University of Melbourne
This article was originally published on <a href="http://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="https://theconversation.com/how-the-everyday-commute-is-changing-who-we-are-100323" target="_blank">original article</a>.
</body></html>

How the everyday commute is changing who we are: David Bissell

<html><body>
‘30 minute cities’ have been much in the news lately – the idea being that, as Australia grows, we need to develop decentralised hubs where people can work, live and play without being forced to endure crushing commutes. 
In Sydney, the Greater Sydney Commission recently launched a vision of a <a href="https://www.greater.sydney/three-cities" target="_blank">‘metropolis of three cities’</a> – Eastern Harbour City (the current CBD), the Central City (Parramatta and surrounds) and the ‘Western Parkland City’ (clustered around the Badgerys Creek Airport, Penrith and Campbelltown). 
In Melbourne, PWC has outlined a <a href="https://www.pwc.com.au/agendas/cities/cities-30-minute-melbourne-2017.pdf" target="_blank">similar vision</a> without specifying where the centres should be – other than to mention locations such as Fishermen’s Bend, Arden McCauley and Monash.
And, in Brisbane, Elton Consulting has run the ruler over two suburbs – Upper Mount Gravatt and Chermside – and <a href="http://elton.com.au/wordpress/wp-content/uploads/2017/11/A-Tale-of-Three-Cities-Final.pdf" target="_blank">modelled the potential savings</a> when compared to a CBD location for a hypothetical building that would accommodate approximately 1800 government employees over 25 years. 
The arguments in favour of a ‘30 minute city’ as outlined by PWC for Melbourne could apply equally to other cities. These include improved liveability because of reduced commute times and traffic congestion, the potential for increased housing supply around key centres, productivity gains from more efficient transport and increasing sustainability of public infrastructure by increasing its use.
On Elton’s figures, taxpayers could also save $48 million on rent over a 25-year lease in a suburban hub as against the Brisbane CBD, and the community benefit in terms of less time spent travelling would total $94 million. 
The figures for other capital cities, locations and building types would vary – but the reality is that CBD rents are eye-wateringly higher than those in the suburbs.
If a business chooses to ‘wear’ that cost, fine. However, as taxpayers, there is a serious case to be made for government to put their ‘30 minute city’ policies into action by moving at least some departments away from CBDs and into the suburbs – and saving an absolute motza in the process.
Our company has a building in planning for one of the areas Elton examined, Upper Mount Gravatt, and we’ve done some modelling as part of our preparation and application for development approval.
On our particular project, we believe we can save taxpayers even more than Elton assumptions had predicted – $90 million over a 10-year lease. To put that in context, the savings could fund tuition for 3,365 nursing students, cover 2.48 million standard bulk-billed doctor consultations or pay the average annual salary of 1,400 teachers.
And that’s just for one office. Imagine the savings if further government departments – state and federal – moved out the CBD?
Modelling on our proposed building at 643 Kessels Rd by consultants Urbis puts ongoing direct and indirect economic benefits (gross value added) to the Queensland economy at more than half a billion a year once it the building is fully occupied, and $68.7 million during construction.
The project would also lead to the creation of 96 direct jobs during construction, and a further 347 indirect jobs. And, once complete, the project would deliver over 3,800 jobs – over 1,650 within the building directly and the remainder indirect.
The site is across the road from Westfield Garden City shopping centre, and has excellent access to public transport, cycle paths, plentiful parking and the Pacific Motorway.
As Elton’s modelling shows,  there are over 200,000 people (including children) living in close proximity to Upper Mount Gravatt – including almost 19,000 who are tertiary educated, meaning a big pool of quality potential employees close at hand.
If a government department were to move into our building, it would be a massive boost for the economy of Upper Mt Gravatt, and Queensland as a whole.
It could be a win-win-win, where Government lowers its cost base, the community gets local jobs and employees enjoy a conveniently-located, high-quality, brand new workspace. The masterplan also includes future development of a neighbouring mixed-use project earmarked for a hotel, childcare centre, cafes, gymnasium, medical centre and co-working office space. 
I think you’d struggle to argue that the CBD passes the pub test when you’ve got a building that’s every bit as good, if not better, at dramatically lower cost.
Shane Quinn is the CEO of Quintessential Equity, a diversified unlisted property group with a strong track record of successful building redevelopment, quality service to tenants and excellent returns to investors.
</body></html>

jrobinson-rf4aSBido9

Decentralisation: put policy into practice in commercial property for public servants

<html><body>
GUEST OBSERVER
The revised Urban Renewal Corridor Strategy for Sydenham to Bankstown must keep urban densities that support the proposed Metro Rail.
The important Priority Precinct along the Sydenham to Bankstown rail corridor must support an urban density particularly around the new Metro Rail stations.
We are however concerned that the planning is taking a long time since the exhibition of the first Draft Strategy eighteen months ago.
The corridor is a good case study for how new Metro Rail infrastructure can stimulate new urban density but it seems the planning process could take three years from early planning to implementation.
Precincts like Campsie are having further investigation work undertaken by the Department of Planning and Environment and it is unclear if this could lead to a third round of exhibitions.
Former Governor of the Reserve Bank, Glenn Stevens, in his report to the NSW Government raised concerns about the time planning processes took relative to the ups and downs of markets.
The development industry gets a clear signal when a draft plan is exhibited that the government supports development in priority locations but actual planning approvals often have to wait for some years.
While there has been a reduction of around 2,000 new homes in some areas the overall proposed number of new dwellings at 35,400 is still a robust number. The Urban Taskforce urges the NSW Government to not make further reductions following the exhibition of this second draft.
The move away from medium density housing in Hurlstone Park and Dulwich Hill in favour of single dwellings due to community concerns about local character could be a signal that the government’s proposed ‘Missing Middle’ approach for medium density housing may not be preferred by existing communities of single homes.
The Draft Strategy seems to leave some areas unclear. The definition of Medium-high rise housing, which is the tallest, is not included. The Draft Strategy states that ‘specific building typologies for each individual Station Precinct’ are included in the revised strategy but is unclear where these typologies are. The Draft Strategy also states that detailed master plans are to be prepared for Canterbury, Campsie, Belmore and Lakemba Station Precincts so these will presumably occur some-time in the future.
The Urban Taskforce is keen to be involved in discussions with the NSW Government to ensure that the planning approach to Metro Rail related urban renewal is planned in a timely manner and with appropriate densities to accommodate future growth.
We are also keen to be involved in precinct planning around other stations on the Sydney Metro line at North Sydney and Crows Nest/ St Leonards. These are areas where there are excellent opportunities for quality urban development but the planning process for these precincts is unclear.
<div class="page" title="Page 1">
<div class="layoutArea">
<div class="column">
<div class="page" title="Page 2">
<div class="layoutArea">
<div class="column">
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" target="_blank">here</a>.
</div>
</div>
</div>
</div>
</div>
</div>
</body></html>

cjohnson-8xfqfuuCSq

Sydenham to Bankstown revitalisation corridor must keep urban density

<html><body>
<img src="https://counter.theconversation.edu.au/content/63097/count.gif" alt="The Conversation" width="1" height="1">
GUEST OBSERVER
There is a strong geographic element to the transitions in the Australian economy that our prime minister so frequently refers to.
Generally, the old economy, based on manufacturing, mining and agriculture, provided employment and opportunity in regional Australia, whereas the new jobs in knowledge-intensive industries are predominantly created in the centre of our largest cities.
The federal government’s recent Smart Cities Plan states: Australia’s growth as a knowledge-based economy, and the prosperity this offers, goes hand in hand with the growth of our cities and the regions surrounding them.
But how does this growth in city-centric industries translate to regional growth? Commuting may provide the answer.
That people travelling from regional areas to work in cities may distribute both financial and population growth was first proposed by Gunnar Myrdal in 1963. This applies particularly when this commuting is associated with the relocation of households from the cities.
More recently, the CLARA proposal bases regional development on high-speed city rail access and attracting commuters to new cities between Sydney and Melbourne.
In Victoria, the flight of city dwellers to picturesque regional cities and towns has received regular media coverage over the past decade. An example is the Northcote North phenomenon: 2006 Census data indicated most of the new residents of Castlemaine had relocated from Melbourne’s inner north.
Rise of the long-distance commuter
Census data also indicate that a significant number of these metropolitan escapees work in Melbourne. In Geelong, 2011 Census data show that more than 11,000 residents of the regional city travelled to work in Melbourne. That was nearly 13 percent of the city’s resident workforce.
This growth in commuting has occurred across Australia. Wollongong Lord Mayor Gordon Bradbery said it’s no longer a steel city but “a lifestyle city” when proposing that Sydney commuters may help offset continued job losses at the local steel plant. He said more than 20,000 of the city’s residents commute to the New South Wales capital each day.
For cities like Wollongong and Geelong, commuting may provide important economic benefits as their traditional industrial strengths decline and even close.
The increase in regional-urban commuting can be seen as not just the result of the increase in well-paid employment towards the centre of our larger cities. Rising housing costs have also played a part.
In a recent interview, a new resident of Torquay said that, for similar prices, it was a choice between the beachside town and a new housing development on the outskirts of Melbourne. Other reasons for regional relocation include friends and family, rural amenity and work arrangements for other household members, but metropolitan housing costs appear to be a significant factor.
What do regions get out of this?
Regional-urban commuters’ access to well-paid employment is an important factor in spreading economic benefits. For example, about 30% of Geelong residents who earned more than $2,000 per week in 2011 worked in Melbourne.
It is also important to note that, in 2011, more than 50 percent of the Victorian regional-urban commuters had changed their place of residence in the preceding five years: people are moving to commute and bringing higher incomes and families with them. There is evidence to suggest that this additional income may lead to higher regional employment in retail and service industries.
However, research indicates that many people do not continue long-distance commuting for more than a few years. This can be attributed to the links between long-distance commuting and poor physical and mental health, family problems and reduced community engagement.
Economists suggest that when deciding to commute long distances, people are not good at evaluating the non-pecuniary costs of commuting and the higher wages associated with commuting do not fully compensate for these costs.
Regional-urban commuters are more likely to work in the growing knowledge-based industries than their regional counterparts, in the census categories information, media and telecommunications; financial and insurance services; and professional, scientific and technical services.
When commuters tire of the travel, should they continue to live regionally and seek local work, this may be more significant for regional growth than the impact of the additional income. Some of these people may start new businesses closer to home, or provide a labour pool for other businesses in the area.
A survey is under way asking regional-urban commuters about their work and considerations of change. Preliminary results indicate that the main reason people start regional-urban commuting is that their work is not available where they live. Many would work locally if they could.
The tendency for commuters to find or create local employment as they tire of the time spent in transit is central to understanding how regions can grow through interactions with larger cities.
Todd Denham is PhD candidate, School of Global, Urban &amp; Social Studies, RMIT University and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/todd-denham-282116" target="_blank">here</a>.
</body></html>

jchancellor-FAypfDUnLy

Commuters help regions tap into city-driven growth

<html><body>
<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>.
</body></html>

High-speed rail? At $200 billion we’d better get it right

<html><body>
Commercial property and office landlords are starting to pamper their employees who take a more fitness based approach to their daily commute to and from the workplace. 
Office buildings need to be more bike-friendly to keep tenants happy, according to recent research by Colliers International.
“On-site bike racks, changing rooms and shower facilities are becoming increasingly popular with tenants and there is now greater focus on this by business owners,” writes Colliers national director of research Nerida Conisbee.
“Having sufficient bike racks, changing rooms and shower facilities was seen as less important than having on-site secure car parking in 2005; however by 2010, both factors were seen almost equally as important.”
Installations specifically dedicated to the wind down exercise that comes after the 9 to 5 shift have become very popular in office towers, featuring hotel room style showers, bathroom facilities you'd typically find at a 5 star resort and yes...even grooming stations.
These 'End of Trip' facilities can now be found in a number of typical office blocks all over the city and are proving to be lucrative, worthwhile investments as the desire for bike storage starts to surpass the need for car spaces.
151 Clarence Street Sydney, NSW
Investment and development group, Investa are launching a new $110 million office building set to tower over the new Barangaroo district. After being cleared for development by the Sydney Council, Investa intends to call the tower 'Barrack Place' with one very specific mention being an extensive End of Trip Facility being built into the property. The tower will boast 'modern' end of trip facilities including showers, lockers and changerooms. To top it off, and a clear sign that Sydney property is starting to care more about two wheeled transportation over the traditional four wheels, the building will also accommodate 190 bike spaces.
<img src="https://www.architectus.com.au/sites/default/files/sa-com-151-clarence-st-01.jpg" width="940" height="500">
88 Phillip St, Sydney NSW 
Aurora Place is the name of the award winning office and residential block situated on Phillip street. The complex recently opened a premier End of Trip facility back in December 2014 that rivals the luxuries of most resorts in this country. The facility caters for and encourages the building’s users to ride/walk/run to work, with a storage capacity for 200 bikes. It also houses Hilton inspired bathrooms, with the combination of both overhead and handheld showers. Tenants can also straighten and dry their hair using GHD products and charge smartphone and tablets in a charging station. Bike riders can ride through an entrance with neoflex flooring and use the on site bike repair kit to do any DIY fix up jobs to their vechicles.
<img src="https://sydneylivingmuseums.com.au/sites/default/files/styles/heroimages/public/DES14_SO_0025.jpg?itok=Q0Ozp_Ok" width="423" height="248">
9 Castlereagh Street Sydney, NSW
Construction and property development giant Schiavello also undertook the role of supporting sustainable commuters by converting an existing space in the basement and sub-basement areas of 9 Castlereagh st to accommodate 40 security bike racks, pump and water stations, plus shower and change room facilities. On top of this, the designers added a custom joinery including prefabricated lockers, laundry storage, towel bins and vanity units.
<img src="https://www.schiavello.com/wp-content/uploads/2015/06/1515_small_09-590x393.jpg" width="347" height="231">
400 George Street Sydney, NSW 
Not one to pass on emerging trends, Telstra's new End of Trip Facility includes drying cupboards, ironing facilities and a towel service on top of the usual amenities.
<img src="https://www.senseprojects.com.au/assets/bulkUpload/400-GEORGE-STREET-Image-2.jpg" width="325" height="216">
225 George Street Sydney, NSW
The iconic Grosvenor Place unveiled their take on luxury for the fitness oriented as well this past week showcasing End of Trip facilities that are second to none. The $9.3 million upgrade is part of a broader vision to revitalise the building to meet the changing habits of today’s workforce. Cyclists have access to 230 bike racks, a universal bike repair kit, 54 lockers and a lycra spinning machine designed to dry the material in a flat 8 seconds. Continuing the trend of lavishness, the facility now sports shower cubicles with its own room, complete with full length mirror and marble seats which extends into the shower. The floor to ceiling sub-dividing walls and glass shower screens provide a private sanctuary, allowing users to step into separate dry area for dressing. 
<img src="https://www.smh.com.au/content/dam/images/g/i/s/j/a/o/image.related.articleLeadwide.620x349.gis7q8.png/1438783064022.jpg" width="425" height="240">
838 Collins Street Melbourne, VIC
Established as a central focal point in the heart of the emerging Victoria Harbour district, the Lifestyle Working Collins building is an architectural sight to behold. The building is a fresh take on sustainability whilst maintaining the idea of professional office space design principles. Fuelled by new age innovation, the property boasts WIFI throughout the building including in it's common rooms, free to use electric scooters, water harvesting technology and state of the art End of Trip facilities, complete with bike storage.
<img src="https://www.victoriaharbour.com.au/work-here/~/media/Developments/AU/VH/Images/Commercial/Commercial_LWCS_ExteriorfromCollins_1280px.jpg" width="436" height="287">
580 George Street Sydney, NSW 
Premium End of Trip facilities were recently installed in the HSBC centre on George st. in the Sydney CBD. It's 3000 occupants now have access to 72 bike rack storage units (future proof expandable due to increase in demand), air compressor for tire inflation, drying units and ensured security via 24/7 swipe card systems in place. 
<img src="https://www.hsbccentre.com.au/core/images/template/jll/HSBC/images/slide1.jpg" width="395" height="162">
161 Castlereagh Street through to 242 Pitt Street Sydney, NSW
Around 3500 staff work at the high profile brands including ANZ and The Boston Consulting Group that have offices situated in the Liberty Place venue. More than 100 staff members ride bikes to work and are enjoying the high standard amenities that have been installed for their usage. There are 230 bike spaces on offer, 29 showers in the basement of the complex (on top of some tenants having their own floor showers) and change rooms with ironing equipment and hair dryers and straighteners.
<img src="https://fjmtstudio.com/images/projects_cs3/cs3_05.jpg" width="379" height="373">
</body></html>

Commuting

Editor's Picks

Have something to contribute?

Developments

New apartments

New townhouses

News

Commuting

Editor's Picks

Receive the latest news stories to your inbox

Have something to contribute?

Developments

New apartments

New townhouses

News