<a href="https://www.apartments.com.au/developers/capital-corporation">Capital Corporation</a> has announced that its <a href="https://www.apartments.com.au/new-townhouses/lovedale-farm-1054-1184-wine-country-drive-lovedale-nsw-2325">Lovedale Farm</a> residential, resort and golf project has secured $24.6 million in sales in just three weeks since the opening of its display home, underscoring the appetite for premium lifestyle property in the Hunter Valley countryside.

The sales milestone has been driven by a diverse mix of buyers, including owner-occupiers and investors from Sydney, Newcastle and the local Hunter region, purchasing both land-only lots and house and land packages across the development.

<img alt="Lovedale" data-entity-type="file" data-entity-uuid="e173edc9-e60e-4f19-a060-9dc4421a3233" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/LovedaleFarm_20250215-1.jpg?VersionId=1LY6CvOaD.Dzrt8tWpWxXtPyfchixNIo" />

&nbsp;

The result builds on the momentum generated at the display home opening on 22 March, which attracted more than 460 attendees.

With house and land pricing from $1.14 million, Lovedale Farm continues to attract strong interest from buyers seeking a premium lifestyle offering at a compelling price point. The development’s vision, a championship golf course, future epicurean village and access to the Hunter Valley’s celebrated wine country, has resonated with a broad buyer profile, from first-time investors to those looking to make the move and call the Hunter Valley home.

<img alt="Lovedale Farm records $21.4 million in sales in three weeks" data-entity-type="file" data-entity-uuid="b358e789-e1eb-40ed-8105-ed5c8297136f" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/20260321LovedaleFarmDisplayHomeOpening--6.jpg?VersionId=6GUO8TNnxuELONrsM6n9imDB6oc82Bor" />

Jim Hunter, Managing Director of Capital Corporation said the response since opening the display home has been encouraging.

"To reach $24.6 million in sales in just three weeks speaks to the genuine demand for a lifestyle community of this calibre in the Hunter Valley," Hunter says.

"We’re seeing buyers from across the region and beyond, including investors who recognise the long-term value, and owner-occupiers who simply want to live somewhere truly special.

“Lovedale Farm is two decades in the making, and the market’s response is everything we hoped for. We’re excited to see these first buyers become part of the Lovedale Farm story from the very beginning."

<img alt="Lovedale" data-entity-type="file" data-entity-uuid="54d985cf-2ac2-400b-ac02-4401f3421ac7" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/20260321LovedaleFarmDisplayHomeOpening--5.jpg?VersionId=3866bPoqpLZsm.3ACg9EafAr1W3miC_f" />

&nbsp;

Spanning 240 hectares on Wine Country Drive in <a href="https://www.apartments.com.au/developments/lovedale-nsw-2325">Lovedale</a>, the $1 billion development is expected to deliver around 1,250 jobs during construction and inject more than $300 million into the local economy. The first 200 homes and championship 18-hole golf course are anticipated for completion in late 2027.

Capital Corporation has also lodged development plans for the Lovedale Farm clubhouse, set to become a vibrant hub for residents and the wider Hunter Valley community. Further releases are planned for later this year.

[smartcode_project_cta:default project_id=14476]

Joel Robinson

Lovedale Farm display home opening triggers $24.6 million in sales in three weeks

Prominent Malaysian developer <a href="https://www.apartments.com.au/developers/osk-property">OSK Property</a> has unveiled <a href="https://www.apartments.com.au/new-apartments/aura-at-melbourne-square-7-hoff-boulevard-southbank-vic-3006">Aura</a>, the next stage of its $3.5 billion Melbourne Square precinct in Southbank, continuing its push into wellness-led, amenity-rich apartment living.

The $800 million tower, planned for 7 Hoff Boulevard, will rise 67 storeys and deliver 673 apartments, with COX Architecture drawing on both Japanese design principles and Australia’s natural landscape to shape the building’s identity. A rectangular grid aesthetic defines the building’s exterior, with COX drawing design cues from New York high-rises and Tokyo’s skyline.

Aura builds on a growing trend in high-density living, where wellness is no longer an add-on but central to the product. The development is structured around four key pillars, combining calm, minimalist residences with layered communal spaces, landscaped gardens, and a suite of wellness amenities designed to support both physical and mental wellbeing.

[smartcode_project:default project_id=151921 project_image_fid=367465]

At the core of the project is what OSK describes as a vertical wellness ecosystem, a multi-level approach to amenity that integrates health, lifestyle, and social spaces throughout the building rather than confining them to a single level.

The main resident hub, the Aura Club on level seven, will include a pool, cold plunge, spa, gym, Pilates and yoga studios, alongside more lifestyle-driven inclusions like a golf simulator, music rooms, library, and work-from-home spaces. Above, a series of higher-level amenity zones, including the Meridian Club and Cumulus Club, introduce more refined, social and retreat-style environments, with private dining, lounges, and premium wellness spaces positioned to take advantage of city views.

[smartcode_project:default project_id=151921 project_image_fid=367467]

The residences themselves will largely include balconies, a key design move in a market increasingly focused on natural light, airflow, and connection to the outdoors. Views will extend across the CBD, the Arts Precinct, Royal Botanic Gardens, and beyond.

Aura also introduces approximately 1,600 sqm of retail across the lower levels, further activating the Melbourne Square precinct, which already includes Kennedy Park, a Woolworths, childcare, and a growing mix of hospitality operators.

[smartcode_project:default project_id=151921 project_image_fid=367474]

“Aura stands tall as an exemplar of holistic wellness – its focus on social, physical and mental health culminate in a building that is calming, restorative and relaxing, where residents will have their own sanctuary within the well-connected and sought-after <a href="https://www.apartments.com.au/developments/southbank-vic-3006">Southbank</a>," says&nbsp;OSK Property CEO Chong Boon Woon.

“We have been very encouraged by the market’s response to the BLVD offering, and we know there is a strong demand for the level of amenity, service and design that the Melbourne Square precinct is known for.

“Complemented by work-from-home lounges for professionals, family friendly outdoor garden spaces, and state-of-the-art fitness and wellness facilities, Aura will continue our focus on maximising physical, emotional, and mental wellbeing,” he said.&nbsp;

[smartcode_project:default project_id=151921 project_image_fid=367475]

The project follows the strong performance of BLVD, which is now around 80 per cent sold, and reinforces OSK Property’s long-term commitment to Melbourne Square as a fully integrated, mixed-use precinct.

Construction is expected to commence in late 2026.

[smartcode_project_cta:default project_id=151921]

OSK unveils AURA, the latest stage in Southbank's $3.5 billion Melbourne Square precinct

National developer Time &amp; Place appears to have settled on a design for its long-anticipated Potts Point project.

After several years of back and forth with local council and the NSW Government, the developer, which has spent seven years targeting the former The Chimes site on Macleay Street, has now progressed its plans.

Following a concept design submission last year by SJB, Time &amp; Place has lodged a full State Significant Development Application with the NSW Government, this time for a scheme designed by Kerry Hill Architects.

<img alt="Time &amp; Place" data-entity-type="file" data-entity-uuid="504d2a27-d65f-4227-8189-1e35e3376e62" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-04-20%20at%209.38.24%E2%80%AFAM.png?VersionId=_XqFKATYHF30KnVByPxhaI9UBzmkmfn7" />

The 16-storey proposal includes 44 apartments, 21 of which will be build-to-sell. These will comprise 19 three-bedroom apartments and two four-bedroom units.

More than 50 per cent of the development will be dedicated to affordable housing, with 23 studio apartments to be delivered in line with the NSW Government’s Housing SEPP.

Kerry Hill Architects said the proposal is driven by a strong response to place.

“Our proposal for a new residential building for Potts Point in Sydney is driven by a deep consideration of place,” the practice said in its submission.

“This operates on multiple levels, including a landscape approach that reinstates endemic flora of the Sydney peninsula and provides a ground-floor garden for residents, reconnecting the site to its pre-European history. A brick podium further strengthens this relationship to context, integrating planting and fine bronze detailing that references the predominant material language of Macleay Street.”

The three-level podium will be topped by a communal resident space, featuring a covered pool designed to receive direct afternoon sun in winter, a neighbouring reflection pool, dining and event areas oriented to maximise sunset views, and an outdoor exercise zone.

<img alt="Time &amp; Place" data-entity-type="file" data-entity-uuid="8d3eedc1-babb-44a3-bd96-d8a42f3adf1f" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-04-20%20at%209.37.48%E2%80%AFAM.png?VersionId=Ii7.4dvqNatu5GQi6bhqNjAswrMB998." />

The design also incorporates highly crafted shopfronts and a clearly defined residential entry to activate the street. Juliette balconies to the podium residences will provide passive surveillance and a strong sense of habitation.

Above, the larger apartments are housed within a light-coloured masonry and bronze tower.

“The tower steps back in a series of gently curved volumes that reference the rich Art Deco context of Macleay Street,” the architects said. “Carefully calibrated vertical fins frame the views while providing privacy and a sense of refuge.”

<img alt="Time &amp; Place" data-entity-type="file" data-entity-uuid="6fab60f4-3140-4469-b47a-48c781e0a30b" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-04-20%20at%209.28.44%E2%80%AFAM.png?VersionId=e5XxrM3kzdASdKlcIACHAHbOSZhSKC9O" />

Time &amp; Place has been one of the most active developers nationally in the last 12 to 24 months. Late last year they completed&nbsp;The Queensbridge in&nbsp;<a href="https://www.apartments.com.au/developments/southbank-vic-3006">Southbank</a>, a mixed-use tower with 353 apartments and a hotel. They are currently selling Park Modern, 246 apartments near the famous Botanic Gardens in South Melbourne.

The developer has approval for The Burke, a mixed-use project in&nbsp;<a href="https://www.apartments.com.au/new-apartments/glen-iris-vic-3146">Glen Iris</a>&nbsp;being delivered in partnership with Woolworths. The 60 apartments, positioned above a new Woolworths supermarket, are expected to launch in the coming months. Time &amp; Place is also progressing plans for the redevelopment of&nbsp;<a href="https://www.apartments.com.au/developments/northcote-vic-3070">Northcote</a>&nbsp;Plaza, and have recently submitted plans for a <a href="https://www.apartments.com.au/news/vic/time-place-unveils-plans-22-storey-south-melbourne-tower">22-storey tower</a>, another in South Melbourne.

In&nbsp;<a href="https://www.apartments.com.au/developments/sydney-nsw">Sydney</a>, the developer has two projects in Manly: Two Tides, which is currently under construction, and an ultra high-end building on&nbsp;<a href="https://www.apartments.com.au/buildings/shoreline-manly-beach-89-90-north-steyne-manly">North Steyne</a>, fronting the beach. It is also continuing to work through the redevelopment of The Chimes building on Macleay Street in&nbsp;<a href="https://www.apartments.com.au/developments/potts-point-nsw-2011">Potts Point</a>, as well as Marlborough House, the redevelopment of the original David Jones warehouse building in&nbsp;<a href="https://www.apartments.com.au/developments/surry-hills-nsw-2010">Surry Hills</a>.

First look: Time & Place settles on design for The Chimes, Potts Point redevelopment

<a href="https://www.apartments.com.au/developers/develotek">Develotek</a> is joining the likes of TOGA, Deicorp, and One Global Capital, betting on a boom in Five Dock ahead of the 2032 mooted opening of the Five Dock Metro Station.

Develotek, which is currently developing Bianca on the Drummoyne waterfront and has plans approved for a tower in Chatswood, has filed a State Significant Development Application for a <a href="https://www.apartments.com.au/new-apartments/79-81-queens-road-five-dock-nsw-2046">two-building project in the evolving Kings Bay precinct</a>.

The buildings, one more boutique just five storeys and the other 26 storeys, will rise from an 3,158 sqm site across&nbsp;79–81 Queens Road and 2–8 Spencer Street, will home 134 one-, two-, and three-bedroom apartments, above ground-floor retail and five basement levels of parking.

A key component of the proposal is the inclusion of 15 per cent of residential floor space as in-fill affordable housing, unlocking additional height and density under the Housing SEPP.

<img alt="First Look: Develotek lodges State Significant shop top housing project in Five Dock precinct" data-entity-type="file" data-entity-uuid="3ee31bf7-75ba-4bc5-b190-49885193219f" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/podium_2.png?VersionId=730UbrduuwK3C1sO28RHjiLPUPqXqjkh" />

Designed by <a href="https://www.apartments.com.au/architects/plus-studio">Plus Studio</a>, the scheme adopts a podium-and-tower configuration, with a five-storey street wall along Queens Road transitioning to a 26-storey tower set deeper into the site. The ground plane prioritises activation and permeability, with retail frontages and a new through-site link connecting Queens Road to Spencer Street.

At the upper levels, the tower façade has been conceived using a modular system to support prefabrication and reduce construction waste, while improving build efficiency. The splayed form draws on the geometry of surrounding industrial rooftops, reinterpreting the area’s heritage in a contemporary expression while also helping to reduce solar heat gain to east and west-facing apartments.

“This project aspires to transform a former industrial site into a connected, resilient and people-focused urban community, grounded in Country, shaped by history, and designed to enrich everyday life within the evolving Kings Bay Precinct,” said John Walsh, Principal at Plus Studio.

The proposal reflects the broader transformation of the Kings Bay Precinct under the Parramatta Road Corridor Urban Transformation Strategy, marking a shift from its industrial past to a higher-density, mixed-use urban neighbourhood.

<img alt="First Look: Develotek lodges State Significant shop top housing project in Five Dock precinct" data-entity-type="file" data-entity-uuid="abde734c-1e31-4a97-a1d2-fa9bcf31c380" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/building%20podium.png?VersionId=fNUupP6u146yEytQT31kKVRxwtACgPpP" />

Develotek is emerging as an active participant in the state’s affordable housing-led uplift pathway. The developer recently secured approval for a 34-storey mixed-use tower in Chatswood, where it similarly leveraged the in-fill affordable housing provisions to increase scale and deliver a 101-unit scheme with dedicated affordable apartments.

Their entry into Five Dock places them alongside a growing list of developers targeting the suburb ahead of its anticipated transport uplift, with Sydney Metro set to extend into the area. Major players including TOGA, Deicorp, and One Global Capital are all progressing large-scale precinct-style developments nearby, collectively reshaping the low-rise industrial fabric into a higher-density mixed-use corridor.

The Five Dock site sits within the Kings Bay Precinct, a key renewal area under the Parramatta Road Corridor Urban Transformation Strategy, where planning controls support significant uplift tied to affordable housing delivery. The consolidated 3,158 sqm site is currently occupied by low-rise industrial uses, including warehouses and vehicle workshops, earmarked for transition.

First Look: Develotek joins in Five Dock apartment boom

Ascot’s Racecourse Road continues to be a hive of activity for Brisbane developers.

Following Fortis and GRAYA, which are both preparing new projects along the key strip connecting Kingsford Smith Drive and Eagle Farm Racecourse, local developer <a href="https://www.apartments.com.au/developers/skyhold">Skyhold</a> is the latest to lodge plans for its own development.

The group is proposing One One Two Residences, a boutique project comprising just seven apartments, named after its address at 112 Racecourse Road.

The proposal outlines a five-storey building on an 810 sqm site. The built form slightly exceeds the four-storey expectation under the neighbourhood plan, aligning instead with the emerging character of the strip. As the planning report notes, “the locality is characterised by a transition toward medium-rise residential development, with a number of recent developments… above the stipulated height limits.”

<img alt="First Look: Skyhold lodges plans for boutique Ascot apartments as Racecourse Road revival gathers pace" data-entity-type="file" data-entity-uuid="ec577631-8c51-4163-960e-e7b3a77d655b" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Ascot.png?VersionId=iAzQ46D4Uu1UqiS0mVnlcy9jeFKBpJIj" />

Designed by 111 with landscape architecture by <a href="https://www.apartments.com.au/landscape-architect/paul-bangay-garden-design">Paul Bangay Studio</a>, the scheme adopts a layered architectural approach with strong articulation and a subtropical response. Deep balconies, integrated planters, and a mix of masonry and textured finishes define the façade, while upper-level setbacks reduce perceived bulk. The architectural statement describes “a series of horizontally expressed layers, defined by deep balconies and a consistent robust material palette,” aimed at delivering a refined streetscape presence.

Apartments are configured as large-format residences, including multiple three-bedroom layouts and a full-floor penthouse, supported by ground-level parking. A rooftop terrace will provide communal amenities including a pool and landscaped recreation areas. The design prioritises privacy, natural ventilation, and greenery, with planting integrated across all levels to soften the building form and contribute to the public realm.

<img alt="First Look: Skyhold lodges plans for boutique Ascot apartments as Racecourse Road revival gathers pace" data-entity-type="file" data-entity-uuid="1e1219bd-b45a-4d7f-bbc7-7207d7b2fc94" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Ascot%20entry.png?VersionId=JIoUOLMgQ5xWpEF0etEI3ffIoIVjD7gO" />

The proposal sits within the Racecourse Road precinct, a key mixed-use spine in Ascot that continues to attract renewed development interest.

Later this year national developer Fortis will launch its own boutique development, which, pending council approvals, will be 16 apartments designed by Koichi Takada Architects, just down the street.

“Racecourse Road is going through a massive revitalisation and we’re proud to be a part of that transformation,” said Fortis's QLD General Manager, Dan Boman.

Nearby, GRAYA is advancing its larger-scale The Gallery, a mixed-use shop-top housing project designed to act as a “catalytic project for Racecourse Road.”

First Look: Racecourse Road, Hamilton revitalization to continue as Skyhold joins the party

Planning Policy

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GUEST OBSERVATION
Conventional transport infrastructure planning has been based on wholesale commuting to and from the city centre. 
Long-term planning has delivered mass transit systems to cater for high-patronage, hub-and-spoke transport systems. Unfortunately, this has left many city residents <a href="https://www.infrastructureaustralia.gov.au/sites/default/files/2019-08/Australian%20Infrastructure%20Audit%202019%20-%205.%20Transport.pdf">without basic access to public transport services</a>. And we could never have planned for the impacts of COVID-19.
Our previous plans were based on the best available data at the time. Today, these plans must be critically reviewed using new data that properly represent the world and our transport needs as they are now.
 
Important facts to keep in mind
1: Fewer people commute to work.
The <a href="https://theconversation.com/coronavirus-could-spark-a-revolution-in-working-from-home-are-we-ready-133070">work-from-home transition</a> is well under way. Our current transport networks (except for <a href="https://covid19.apple.com/mobility">roads</a>, which have rebounded to traffic equal to or above pre-pandemic levels in some cities) are operating far below previous levels, even allowing for social distancing. This may not be the best time to break ground on major infrastructure projects planned under previous assumptions of population and demand growth.
2: Disadvantaged populations lack access to opportunities.
Public transport is key to enabling everyone in a population to be a productive member of society. Many disadvantaged groups cannot drive or afford car ownership. However, they also <a href="https://www.infrastructureaustralia.gov.au/publications/outer-urban-public-transport-improving-accessibility-lower-density-areas">lack access to public transport</a>, particularly in the outer suburbs.
Unfortunately, coronavirus impacts will <a href="https://theconversation.com/why-coronavirus-will-deepen-the-inequality-of-our-suburbs-143432">hit the disadvantaged the hardest</a>. If we want everyone to be able to participate in the economic recovery, we need to promote basic levels of access regardless of an individual’s circumstance.
 
3: Population growth will not meet projections.
Migration bans will greatly reduce short-term growth. Current projections show a population <a href="https://theconversation.com/1-4-million-less-than-projected-how-coronavirus-could-hit-australias-population-in-the-next-20-years-143544">up to 4% smaller in 2040</a> than it would have been in a non-COVID world. This will further decrease demand for urban transit services as well as demand across many sectors of our society. These trends are important because much of our planning is based around these population growth metrics.
However, our suburbs still lack basic public transport services. If we want to increase patronage, we need to bring services to more people by improving coverage of our <a href="https://theconversation.com/no-need-to-give-up-on-crowded-cities-we-can-make-density-so-much-better-131304">sprawling, low-density cities</a>.
<a href="https://www.infrastructureaustralia.gov.au/publications/outer-urban-public-transport-improving-accessibility-lower-density-areas">Over 80% of the population</a> of our biggest cities live in the outer and middle suburbs, yet this massive majority have limited to no basic public transport service. Across our five largest cities, Infrastructure Australia <a href="https://www.infrastructureaustralia.gov.au/publications/outer-urban-public-transport-improving-accessibility-lower-density-areas">reports</a>, “public transport disadvantage in outer suburbs is significant”.
<img src="https://images.theconversation.com/files/353993/original/file-20200821-18-1ctpvl6.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="Populations living in inner, middle and outer suburbs of Sydney, Melbourne, Brisbane, Perth and Adelaide"> Estimated resident population by suburban classification, as count and proportion of city population. <a class="source" href="https://www.infrastructureaustralia.gov.au/publications/outer-urban-public-transport-improving-accessibility-lower-density-areas">Infrastructure Australia: Outer Urban Public Transport: Improving accessibility in lower-density areas</a>
Households’ <a href="https://theconversation.com/rapid-growth-is-widening-melbournes-social-and-economic-divide-117244">access to jobs and services gets much worse</a> with increasing distance from the city centre. Development of suburban and regional <a href="https://theconversation.com/for-mobility-as-a-service-maas-to-solve-our-transport-woes-some-things-need-to-change-105119">mobility-as-a-service (MaaS) offerings</a> could promote better access in these “harder to serve” areas.
Moving the country forward
Job creation will be an important aspect of economic recovery. Yet too often we look to large construction projects as the answer. There is plenty of other job-creating work to be done in our communities.
We could, for example, increase the <a href="https://theconversation.com/cycling-and-walking-can-help-drive-australias-recovery-but-not-with-less-than-2-of-transport-budgets-142176">miserly funding</a> for our piecemeal walking and cycling networks.
We could also <a href="https://theconversation.com/1-million-rides-and-counting-on-demand-services-bring-public-transport-to-the-suburbs-132355">expand on-demand services</a> to suburban and rural residents who lack basic public transport access. On-demand transit does not follow fixed routes or timetables. Riders book a trip for a cost similar to a bus fare.
<img src="https://images.theconversation.com/files/362371/original/file-20201008-14-1j0ilu4.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="Passenger waiting to board a Bridj on-demand bus service."> Bridj is one of the operators that is expanding on-demand services in Sydney and other cities. <a class="source" href="https://www.facebook.com/TakeBridj/photos/a.1412498639012150/2080642258864448/">Bridj Transit Systems/Facebook</a>
These options will <a href="https://theconversation.com/do-the-sums-bicycle-friendly-changes-are-good-business-58213">encourage local spending to support small businesses</a>. These are an important piece of our social fabric and improve <a href="https://theconversation.com/coronavirus-reminds-us-how-liveable-neighbourhoods-matter-for-our-well-being-135806">livability in our communities</a>.
We need to look locally
A focus on localised investment in the many neglected communities across the country will deliver major benefits. Money already committed to large projects that are under way represents sunk costs that may be too deep to renegotiate. However, future plans using public funds must be re-examined.
Investments should target disadvantaged groups and broaden access to transport networks, encouraging new potential users. For many, assistance in gaining access to the necessities of life will be invaluable during the coming economic recovery. Guaranteed access to groceries, medical services, work opportunities and <a href="https://theconversation.com/parks-and-green-spaces-are-important-for-our-mental-health-but-we-need-to-make-sure-that-everyone-can-benefit-142322">recreational activities</a> must not be reserved for the elite.
We need better localised public transport and we need it for the majority of citizens, not just those who live in the inner suburbs of our capital cities. Most regional populations lack even rudimentary public transport coverage at reasonable frequency.
Increasing services in these areas will create valuable jobs that will stick around, unlike large one-off construction projects. The money will stay local, going into the pockets of operators who live and work in their own community.
While our long-term planning is not to blame for our current situation, we need to develop for the future, not the past. The <a href="https://theconversation.com/westconnex-audit-offers-another-17b-lesson-in-how-not-to-fund-infrastructure-73206">financial costs</a> of building and maintaining our current infrastructure are not going away. However, we can no longer refuse to invest in many of our underserved communities.
It is time to ensure everyone, regardless of their income or where they grow up, has the basic services they need to be a productive member of society.<img src="https://counter.theconversation.com/content/144802/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;">
<a href="https://theconversation.com/profiles/benjamin-kaufman-611843">Benjamin Kaufman</a>, PhD Candidate, Cities Research Institute, <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a>
This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/covid-impacts-demand-a-change-of-plan-funding-a-shift-from-commuting-to-living-locally-144802">original article</a>.
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j.ballantyne1990-6AQqhLzZaK

COVID impacts demand a change of plan: funding a shift from commuting to living locally

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EXPERT OBSERVATION 
The NSW Government has extended the implementation date of two important planning policies by four months, as a sign that planning is slowing in NSW.
The Low Rise Medium Density Housing Code was due to begin on July 1 2019 across all councils after being delayed for a year. But last Friday the planning regulations were changed to give 46 councils another four months to implement the code in their planning documents.
Sydney council Lane Cove has implemented the code from July 1 but they changed their Local Environmental Plan to prohibit multi dwelling housing in R2 Low Density Residential zones which dramatically reduces the availability of land where the code could apply.
It is likely that the 46 councils given another four months to implement the code will also restrict areas it can be applied.
The Urban Taskforce believes the ‘Missing Middle’ code has generated a perception across Sydney’s councils that it could change the character of the suburbs, and we recommended that councils define significant appropriate areas where a town house typology would be appropriate.
Last Friday also saw an extension given to the deadline for councils to produce a Draft LocalStrategic Planning Statement by 1 July 2019 to now be required by 1 October 2019.
The final statements were due on 1 December 2019 but these have been extended by four months to 31 March 2020.
Originally Sydney councils had to finalise their strategic plans by 1 July 2019 but in September 2018 councils were given an extra five months until 1 December 2019.”
The Urban Taskforce is concerned at the slowness of the implementation of these planning policies, as Planning Minister Rob Stokes has stated that his preference is to bed down the planning system so all parties have clear, fixed rules - but it seems the time span to do this is stretching out as the state government and councils try to drive outcomes.
CHRIS JOHNSON is the Urban Taskforce CEO
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NSW planning policy deadline extension is a concern: Chris Johnson

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The recent slowing in price growth, and even sizeable price declines, provides some Sydney first time buyers with opportunist purchasing prospects.
But while intense competition from investors has dropped off, there has been renewed demand arising from the overseas migration into Sydney.
Accordingly decentralisation should be more seriously on the agenda of all government as a means of addressing the affordability and liveability issues that young Sydneysiders confront.
We need to develop regional hubs where people can live, own, work and play without being expected to endure undue mortgage stress.
I'm old enough to recall the beginnings of what became the failed Albury-Wodonga decentralisation experiment. 
It was the 1973 vision of Premiers Sir Robert Askin and Sir Rupert Hamer overseen by Prime Minister Gough Whitlam.
“Whitlamabad” as the soon-gone Prime Minister often jested.
Divided by more than a river, the scheme tried to undo state borders with the ensuing rivalry a recipe for disaster.
I was thinking of the failure when I veered off the Hume Highway for a quick lunch while recently driving between Sydney and Melbourne.
My prawns, crisp lettuce and avocado with a squeeze of farm gate lemon was superb. 
Here I was five hours inland on a stinking hot day over the Christmas break. Nothing that I couldn't have had at the seriously overcrowded Westfield Bondi Junction.
Lunch was doable because there's no tyranny of distance with food anymore, so why not our lifes.
What is so unpalatable to our smart youthful generations about living outside the big smoke?
Our entrenched public service bureacracies have a mindset which holds back the embrace of decentralisation.
Indeed it was public servants in Canberra, Sydney and Melbourne who were horrified at the prospect of any forced move to Albury-Wodonga decades ago.
That self interest ensured the current crushing commutes are the daily outcome for much of the Sydney population.
But there are now bigger influences at work through globalisation. The emerging gig economy will certainly enable the great shift out - and cheaper travel and accomodation from the distruptive economy will assist those who have to occasionally come back into the rat race.
While the forces of disruption make their way through most industries, the antiquated public service mentality remains intact.
The recently unveiled vision of the Greater Sydney Commission of a ‘metropolis of three cities’ – 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) - didn't inspire me.
The need is for increased housing supply incentives outside our key centres.
Decentralising will also assist in making urban life better for those who remain, not just the smashed avocado generation who really do aspire to home ownership, and a lifestyle somewhere, without too much stress.
This article first appeared in the Daily Telegraph. 
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Decentralisation should be a key home affordability response by government

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GUEST OBSERVATION
Cities policy in Australia has historically had a clear focus on the largest state capitals, but there are signs this is changing. Recent City Deals and smart cities funding shows that five of the six City Deals now in place are regional, and 55% of Smart Cities and Suburbs Program funding also went to regional cities. On the evidence so far, regional cities appear to be in the spotlight for the Australian government’s cities policy agenda.
Big and small cities matter to Australia. They are the concentrations of population, economic output, trade, commerce, cultural and social life. They are also the sites where most of the nation’s future growth, both population and economic, is forecast to occur. Australia’s economic future is closely linked to that of its cities.
In 2015, there was much excitement when the Turnbull government first announced a cities agenda, which (after a rocky start) delivered the Smart Cities Plan.
This was followed by two City Deal announcements and in 2017 much “busy work” behind the scenes; for many watching the City Deals space it was very quiet. By early 2018, when the most recent deals were signed, things had started to move in city policy, and recognition of the important role of regional cities became quite clear.
Regional cities now in the picture
Regional cities have been largely absent in past urban policy programs and debates. Most programs have focused on big city challenges: congestion, pollution, affordable housing, public transport and urban sprawl. The advent of the Smart Cities Plan has changed this with its focus on innovative policy mechanisms that require collaborative investment to drive national economic outcomes.
Many regional cities were waiting to see how the new agenda would roll out in reality. Recent interest has highlighted the role and importance of the smaller, regional cities’ economic performance. Still, too little discussion has occurred on their role in national policy.
Australian cities come in all shapes and sizes, from 50,000 to 5 million. Big metropolitan cities (Sydney, Melbourne, Brisbane, Perth and Adelaide) as well as Australia’s smaller regional cities (Cairns to Hobart, Shepparton to Mandurah – 31 in total) are part of a growing national network of cities.
Internationally, the role of stimulating the economies of regional or second cities to lift overall national performance has been much more closely considered and acted on in the form of policy and programs. With the emerging emphasis on regional City Deals and Smart Cities funding, perhaps Australia is beginning to act on the lessons from overseas.
Regional cities benefit from funding shift
<img src="https://images.theconversation.com/files/203728/original/file-20180129-100905-1u6ev2w.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=237&amp;fit=clip" alt="">
 Author provided
When we look at the City Deals announcements made and agreements reached, we see that these still involve only an elite group of six cities (see timeline of agreements). Five of the six are regional cities: Launceston, Townsville, Darwin, Hobart and Geelong.
Of course another way of looking at this is that half the City Deals involve capital cities. Either way, this is a higher proportion of investment in regional cities than programs from decades ago, such as Building Better Cities (1991-96).
The regional focus is also very evident in the first round of funding released under the Smart Suburbs and Cities Program, a pillar of the Smart Cities Plan. Initial funding in 2017 was directed to delivering innovative projects to improve the liveability, productivity and sustainability of cities and towns across Australia.
Half of the first-round grants under the program (see table below) went to regional towns and cities. Two decades earlier, they received just over a third under the Building Better Cities program.
<img src="https://images.theconversation.com/files/203727/original/file-20180129-100912-19g68qd.png?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
 ‘Other’ category indicates a project that involves both metropolitan and regional cities. Author provided
A breakdown of the 2017 funding round shows regional cities received 55% of the grant funds. The metropolitan “big five” received only 34%.
Future directions for regional cities
The City Deals policy and Smart Suburbs and Cities Program are pillars of the Smart Cities Plan. And both have had stronger regional city representation. Why?
First, European evidence is pointing to potentially stronger economic output per person where there are many cities, as opposed to only one or two big cities, driving a nation’s growth. Hence, investing in regional cities could be a reflection of the development opportunities for small cities to contribute to national economic growth – rather than focusing all policy effort on fixing big city problems like congestion. This multi-city investment might then stimulate stronger national economic growth, compared to a purely two-city investment strategy.
Second, it could be because both City Deals and the Smart Cities Plan are trials of new policy mechanisms. City Deals is a partnership requiring cross-jurisdictional and issues-based negotiations with local, state and federal government agencies for success. The Smart Cities and Suburbs Program is essentially a technology funding program based on collaboration with private enterprises to deliver local solutions on the ground.
Regional cities are ideal test beds for these policy mechanisms. They are contained entities, where engagement is clear and vertical, transaction costs are low, and learnings are transferable to other (bigger) cities. This ensures a clear role for experimenting with policy mechanisms.
But what about the longer term? Is it just convenient to work in smaller cities with proof of concepts? Will the real innovation be centralised back into the metropolitan areas? And will the nation spread the economic growth load across the nation or concentrate it among the few big cities? Only time will tell.
In 2015 Jago Dodson asked: “Could the federal government finally ‘get’ cities?” Recent progress looks promising. We are starting to see a national cities policy, rather than just a big cities policy.
Leonie Pearson, Adjunct Associate, University of Canberra
This article was originally published on <a href="http://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="https://theconversation.com/cities-policy-goes-regional-90856" target="_blank">original article</a>.
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Cities policy goes regional: Leonie Pearson

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<img src="https://counter.theconversation.edu.au/content/80082/count.gif?distributor=republish-lightbox-advanced" alt="The Conversation" width="1" height="1">
GUEST OBSERVER
Liveability is an increasingly important goal of Australian planning policy. And creating cities where residents can get to most of the services they need within 20 to 30 minutes has been proposed, at both federaland state level, as a key liveability-related mechanism. 
The previous federal government’s 2010 National Urban Policy stated:
"Liveable cities are socially inclusive, affordable, accessible, healthy, safe and resilient to the impacts of climate change … Liveable cities provide choice and opportunity for people to live their lives, and raise their families, to their fullest potential."
In Victoria, keeping Melbourne “attractive and liveable” is the cornerstone of the state government’s newly updated Plan Melbourne 2017-2050 strategy. Liveability is seen as a way to stay globally competitive, attracting more business and more international students, Victoria’s most profitable service export.
Our summary of research on liveability indicators also points to strong links with general population health and environmental sustainability. 
Plan Melbourne’s vision of liveability involves:
"… a city of 20-minute neighbourhoods … where people can access most of their needs within a 20-minute walk, cycle or public transport trip."
The plan discusses people’s need for access to a long list of local services – shopping centres, health facilities, schools and lifelong learning opportunities, playgrounds and parks (including community gardens, green spaces and recreation facilities), affordable housing (including the ability to age in place) and “local public transport”. 
It also values attributes such as “safe”, “walkable” and “attractive”. Specifically excluded is a 20-minute commute to most employment, although the plan mentions local work opportunities. 
To create a city of 20-minute neighbourhoods over Plan Melbourne’s 30-year time frame, at least three strategic planning challenges must be overcome. 
<h2>How do we define and measure success?</h2>
First, the plan fails to specify what access means and how it is measured, as well as what local needs are key. For instance, the average speed of a leisurely walk by a healthy adult along a relatively flat footpath is five kilometres per hour. Older and younger pedestrians may be slower. 
Including the time lost to stopping at intersections and meandering footpaths, a “pedshed” analysis often equates a 20-minute walk with a distance of 800 metres. 
Plan Melbourne does not list the essential social infrastructure or distance measurement methods that will be used to create the 20-minute radius for each neighbourhood. This poses problems for the important task of tracking progress. 
In contrast, the US city of Portland’s strategic plan for a 20-minute city requires four key pieces of social infrastructure located close to affordable residential housing. These are: public primary schools, grocery stores, green parks, and public transport stops with minimum travel frequency standards. 
 
In Australia, given our growing elderly population, bulk-billing health services might also be required infrastructure in each 20-minute neighbourhood. 
<h2>Infrastructure deficit is daunting</h2>
In 1995, homes selling for A$100,000 or less were well within the means of median-income households in areas with good public transport access, like Maribyrnong, Dandenong and Heidelberg. 
By 2015, homes selling for $415,000 (the new 25th percentile) were in areas like Gippsland, Sunbury and Bacchus Marsh. That’s well beyond the reach of metropolitan public transport. 
Plan Melbourne does talk of “two cities” – the well-serviced, unaffordable central city, and underserviced middle and outer suburbs. But the plan does not adequately recognise the city’s severe and unfairly distributed infrastructure deficit. 
The words “liveable” and “liveability” appear 40 times in 152 pages (with prefixes such as “protect”, “improve” and “world-renowned”); “equitable” and “equity” only five times. 
This infrastructure deficit casts a daunting shadow over Plan Melbourne. To provide adequate transport and health services to Melbourne’s outer suburbs, SGS Economics and Planning, working with the National Growth Areas Authority, estimated funding of $5 billion a year will be needed over the next 15 years. 
The Grattan Institute has calculated that Victoria will need around 220 new schools, mostly in outer suburbs, over the next ten years. Each primary school costs an average of $15 million to build, and high schools more than twice that. 
In May, the state auditor highlighted the chronic underfunding of 1,500 existing primary schools as a concern. The report also emphasised the need to greatly improve strategic planning for new schools. 
Social housing, recognised as a vital priority in Infrastructure Victoria’s recent 30-year strategy, is a critical shortfall across Melbourne. The shortfall is particularly acute in areas with adequate infrastructure. The strategy estimates 75,000 to 100,000 low-income households’ needs are unmet. 
To keep pace with population growth, 50,000 dwellings a year must be built. At least half would need to be accessible to households in the bottom half of the income scale. 
A Commonwealth advisory report on housing affordability found almost half of Australian renters are in housing stress, as median home ownership costs have risen from the recommended 2.5 times annual household income to well over six times. 
The well-serviced central cities have the highest housing prices, with Sydney and Melbourne the worst. 
Plan Melbourne talks about housing affordability in general terms. What it lacks is specific affordable housing targets for inner and middle suburbs with adequate infrastructure to overcome inequalities in delivering the 20-minute city.
<h2>Tax system hinders funding</h2>
The state is responsible for strategic planning and most infrastructure provision, but the Commonwealth controls most of Australia’s tax revenue. The result is that, despite being home to one in four Australians, Victoria gets only about 8% of federal infrastructure spending.
And the federal government is one of the main contributors to the affordable housing crisis by subsidising housing speculation through negative gearing and capital gains tax exemption. 
The Grattan Institute estimates these measures cost the budget almost $11.7 billion per year. That’s enough to fund essential infrastructure improvements across Australia. 
<h2>Possible pathways to improvement</h2>
So what is the prognosis for 20-minute cities? What could be done to increase the chances of achieving this important goal? 
The state government could clarify its definition of key access indicators, and begin mapping 20-minute access by neighbourhood to monitor progress, as Portland does.
Vancouver, Canada, has included access indicators in its planning for family-friendly, high-density housing since 1992. The indicators include a maximum distance of 800 metres to a community centre, a grocery store, a public primary school and associated play area, daycare centre and after-school care; and 400 metres to a playground and a frequently serviced public transport stop.
An evaluation of the 50,000 residents in the central Vancouver community of False Creek North showed high levels of satisfaction among households that settled there.
Victoria could also follow Portland’s example of giving priority to improving infrastructure in under-serviced areas and to providing affordable housing in well-serviced areas. Plan Melbourne still lacks mechanisms to achieve this.
The 20-minute city is a worthy goal. As difficult as it may be to imagine at the moment, federal, state and local governments must collaborate, along with private developers and investors, if the access needs of all city residents are to be met.
<a href="https://theconversation.com/profiles/carolyn-whitzman-9944" target="_blank">Carolyn Whitzman</a> is Professor of Urban Planning, University of Melbourne and author for <a href="https://theconversation.com/au" target="_blank">The Conversation</a>.
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