South East Queensland developer&nbsp;<a href="https://www.apartments.com.au/developers/gardner-vaughan-group">Gardner Vaughan Group</a>’s entry into the Gold Coast apartment market has progressed from pipeline to market, with its Chevron Island project Bronze on Chevron now formally available to purchase ahead of a planned 2029 completion.

The 119-apartment development on Mawarra Street marks the Brisbane-headquartered builder-developer’s first residential play in the Gold Coast, following its expansion south from Brisbane and the Sunshine Coast.

<a href="https://www.apartments.com.au/new-apartments/bronze-on-chevron-8-mawarra-street-surfers-paradise-qld-4217">Bronze on Chevron</a> comprises a mix of two-, three- and four-bedroom residences, with pricing starting from just over $1.5 million. The project is being delivered under Gardner Vaughan’s fully integrated model, with the group acting as both developer and builder, a structure it has consistently applied across its South East Queensland portfolio.

[smartcode_project:default project_id=107520 project_image_fid=367182]

Architecture has been designed by <a href="https://www.apartments.com.au/architects/cottee-parker-architects">Cottee Parker</a>, with landscape architecture by <a href="https://www.apartments.com.au/landscape-architect/jeremy-ferrier-landscape-design">Jeremy Ferrier</a>. The building presents as a single-tower scheme, with a focus on maximising outlook across both the Surfers Paradise skyline and the Nerang River.

Apartments have been planned with open-plan living zones extending to generous balconies, a response to the site’s dual-aspect positioning between river and ocean. Interiors follow a restrained coastal palette, with two colour schemes offered, and an emphasis on natural light and cross-ventilation.

[smartcode_project:default project_id=107520 project_image_fid=367181]

Resident amenity is concentrated across more than 1,250 sqm and includes a resort-style pool, gym, yoga lawn and rooftop entertaining areas. A function space with catering facilities forms part of the upper-level offering, alongside north- and south-facing outdoor areas.

Ground level will incorporate two retail tenancies, intended to extend the existing village character of the surrounding streets.

&nbsp;

[smartcode_project:default project_id=107520 project_image_fid=367200]

The project sits within walking distance of Thomas Drive’s established dining strip, while maintaining proximity to <a href="https://www.apartments.com.au/developments/surfers-paradise-qld-4217">Surfers Paradise</a> beach and broader Gold Coast amenity. The location, positioned on Chevron Island between the river and coastline, has increasingly attracted mid- to high-density development in recent years as the precinct evolves beyond its low-rise origins.

Gardner Vaughan’s move into the Gold Coast was first signalled in 2025, with the group identifying the region as a natural extension of its operations. Chief Executive Officer Simon Betteridge described the expansion as both “strategic and natural”, citing demand for well-designed apartments in lifestyle-driven markets.

Construction is expected to complete in early 2029.

[smartcode_project_cta:default project_id=107520]

Joel Robinson

Gardner Vaughan brings Bronze on Chevron to market as Gold Coast debut

One of the penthouses at Lily Lane, the latest stage of Carrington Place by Ellipse Property, has set a new local apartment price record.

The four-bedroom residence, purchased by a local downsizer, sold for $5.75 million—around 75 per cent higher than the previous record of $3.3 million.

Over 40 per cent of the first release of apartments at&nbsp;<a href="https://www.apartments.com.au/new-apartments/lily-lane-at-carrington-place-castle-hill-32-carrington-road-castle-hill-nsw-2154">Lily Lane</a> have already been snapped up just six weeks since it launched to the market.

&nbsp;

Located at 32 Carrington Road, <a href="https://www.apartments.com.au/developments/castle-hill-nsw-2154">Castle Hill</a> and designed by award-winning architects <a href="https://www.apartments.com.au/architects/ptw">PTW</a>, Lily Lane is directly opposite the Hills Showground Metro station. It offers a total 213 units over two 12-storey towers - a mix of 67 one-bedroom, 100 two-bedroom and 46 three-bedroom apartments - with a ground-floor retail offering.

[smartcode_project:default project_id=151821 project_image_fid=368352]

Blake Schulze, National Director – Residential at <a href="https://www.apartments.com.au/project-marketer/colliers">Colliers</a>, says around 44 per cent of buyers are&nbsp;owner occupiers, with 35 per cent being investors and 21 per cent first homebuyers.

“Developments of this calibre are very rare in the Hills District, and Lily Lane’s sales success demonstrates the depth of demand for over-sized apartments that genuinely compete with freestanding homes," Schulze says.

"We are seeing particular demand from downsizers who want to remain in the area but transition into spacious, high-quality apartment living."

On the penthouse sale, it says it shows buyers&nbsp;are prepared to pay a premium for scale, quality, and direct access to the Metro.

[smartcode_project:default project_id=151821 project_image_fid=368351]

One-bedroom apartments are sized from 50-72 sqm with prices starting at $745,000, while two-bedrooms are priced from $990,000 with sizes from 75 to 132 square metres. Three-bedroom floorplans are sized between 97 and 182 sqm,, with prices starting at $1,395,000.&nbsp;

The three remaining penthouses, spanning up to 262 sqm, are priced from $2.9 million.

Over 75 per cent of apartments include dedicated studies, multipurpose rooms or family rooms, with select layouts offering walk-in pantries and laundries. Apartments are appointed with premium Miele appliances including ovens, washing machines, dryers, gas cooktops and dishwashers, while larger residences also incorporate integrated Miele microwaves, Fisher &amp; Paykel integrated refrigerators and five-burner Miele cooktops.

[smartcode_project:default project_id=151821 project_image_fid=360285]

Lily Lane will be constructed by award-winning iCIRT-rated builder <a href="https://www.apartments.com.au/builders/decode">Decode Group</a>, with construction to commence in mid-2026 and expected to complete early 2029.

Carrington Place comprises more than 800 apartments and is being delivered across multiple stages, with completion expected in 2032. Integrated with neighbouring bushland, the project will feature over 20,000 sq, of outdoor recreational area, including a one-kilometre boardwalk to Fred Caterson Reserve.&nbsp;

The Hills Showground Metro Station is just a two-minute walk away, offering fast connectivity to Sydney’s CBD, North Sydney, Chatswood, Macquarie Park and Norwest Business Park.

[smartcode_project_cta:default project_id=151821]

Ellipse sets Castle Hill apartment record with $5.75 million Lily Lane penthouse sale

Fresh off completing its Delano Crows Nest development, Lindsay Bennelong has lodged plans for its next project, this time turning its attention back to the beach.

The developer, started 20 years ago by Clarendon Homes founder Peter Campbell, is proposing a 37-apartment scheme at <a href="https://www.apartments.com.au/new-apartments/17-25-ashburner-street-manly-nsw-2095">17-25 Ashburner Street</a>, Manly, positioned between the southern end of <a href="https://www.apartments.com.au/developments/manly-nsw-2095">Manly</a> Beach and East Manly Cove.

Lindsay Bennelong called on local architecture firm Platform Architects to design the new building, given their success at Finn, Lindsay Bennelong's current luxury apartment project on North Steyne.&nbsp;

According to the Design Verification Statement by Bridie Gough of Platform Architects, the proposal “relates to the current context but also the desired future character of taller buildings suitable to the new planning controls.”

The site has been identified as a Low to Mid-Rise Housing (LMR) location, given its position within 400 metres of the Manly Town Centre E1 Business Zone. The LMR controls are intended to unlock additional housing supply in well-located areas close to public transport, allowing developers to seek increased height limits to support greater density.

“The proposal seeks to provide this increased level of housing whilst being respectful of some of the smaller scale buildings also nearby,” the statement reads.

Lindsay Bennelong Development Director Leigh Manser said the project has been carefully aligned with the intent of the LMR controls. The proposal will significantly increase housing yield on the site, replacing four houses and 10 apartments, comprising 25 bedrooms, with 37 new apartments delivering a total of 94 bedrooms, whilst remaining compliant with the LMR controls.

“Sydney is in a severe undersupply, and delivering more dwellings and more bedrooms than what currently exists is exactly what the LMR policy is designed to activate,” Manser said, noting that nine of the apartments will be allocated as affordable housing for frontline workers.

“We have already commenced discussions with our community housing provider to determine the rental levels that frontline workers can realistically afford in this location,” he said. “These will need to sit well below the standard affordable housing benchmark of 20 per cent below market rent, and that has been factored into our feasibility and pricing.”

<img alt="Manly" data-entity-type="file" data-entity-uuid="ad03000f-19f9-48b4-b27d-e85ca800a1da" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-04-30%20at%208.41.59%E2%80%AFAM.png?VersionId=a.txHwCZgbCInlQ6QXbIrI.umvW1T.r8" />

The design of the building incorporates a wave-like indentation running through the façade, referencing the nearby coastline and anchoring the building within its local context.

The&nbsp;Design Verification Statement says careful consideration has been given to the articulation of the building, ensuring the bulk is broken down to a more human scale through a defined four-storey podium."

The scheme includes a mix of one-, two- and three-bedroom apartments, as well as a full-time building manager's office and wellness facilities including a sauna and a gym.

“The design ensures a high level of amenity, with apartments offering generous private open space, many with expansive views, and all with comfortable proportions."

<img alt="Bennelong" data-entity-type="file" data-entity-uuid="6a7f2812-72a1-4959-84b0-997e8cd88aed" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-04-30%20at%2010.15.50%E2%80%AFAM.png?VersionId=6iMxU3MkXmHVHAoNhYBjnqgka8CUZNbk" />

<a href="https://www.apartments.com.au/developers/lindsay-bennelong-developments">Lindsay Bennelong</a>&nbsp;is currently developing Finn Manly, just four full-floor luxury apartments on North Steyne. They recently welcomed residents to its 81-unit Delano Crows Nest development, a&nbsp;carefully scaled infill project designed to bridge&nbsp;<a href="https://www.apartments.com.au/developments/crows-nest-nsw-2065">Crows Nest</a>’s lively village centre with its surrounding heritage streets.

Designed by&nbsp;<a href="https://www.apartments.com.au/architects/ajc-architects">AJC Architects</a>,&nbsp;<a href="https://www.apartments.com.au/new-apartments/delano-crows-nest-27-57-falcon-street-crows-nest-nsw-2065">Delano</a>&nbsp;is arranged across three low-rise buildings, incorporating a mix of one, two, and three-bedroom apartments alongside a limited number of townhomes addressing Hayberry Lane. The architectural approach drew on the area’s Art Deco lineage, reinterpreted through contemporary detailing and framed by landscaped communal gardens.

The developer also has a development site in Maroubra.

First look: Lindsay Bennelong's new Manly apartment development revealed

Fifty-nine residences across 37 levels. No more than two per floor. With 80 per cent now sold, what remains at <a href="https://www.apartments.com.au/new-apartments/madeline-by-mosaic-broadbeach-22-mary-avenue-broadbeach-qld-4218">Madeline by Mosaic</a> is a short list.

Madeline was always conceived at a scale that sits outside the normal register of Gold Coast apartment living. The residences are half- and full-floor configurations, with the largest spanning more than 400 sqm, dimensions that place them closer to the penthouse end of the market regardless of where they sit in the building.

That scale is the organising principle of everything else: how the floorplans are laid out, how the materials read, how the connection between inside and outside works.

[smartcode_project:default project_id=150135 project_image_fid=355941]

The interiors were developed in collaboration with <a href="https://www.apartments.com.au/architects/fraser-partners-0">Fraser &amp; Partners</a>, the architecture practice&nbsp;<a href="https://www.apartments.com.au/developers/mosaic-property-group">Mosaic</a> brought in as design partner for the first time on this project. The palette runs to natural stone, textured timbers, and soft metallics, materials chosen as much for their tactile quality as their appearance.

Light cleverly shifts across surfaces through the day, and the design is explicit about wanting that to be noticed. Full-height glazing runs across the primary living areas, and where the building faces east toward the ocean, those walls of glass are doing real work: framing a view corridor that the site's position directly opposite Broadbeach State School's playing fields keeps permanently open.

That outlook is the site's most consequential asset. In a suburb where new towers continue to rise, a protected view line is genuinely rare, and the Mary Avenue address secures it. Residents at Madeline will look out over open parkland rather than the rear of another building, a distinction that becomes more meaningful with each new development approved nearby.

[smartcode_project:default project_id=150135 project_image_fid=355939]

The private outdoor spaces are sized to match the residences themselves. Terraces on the upper levels frame uninterrupted ocean panoramas, and the planning ensures that living areas extend into those outdoor zones rather than treating them as separate attachments. The flow between the two is part of the design intent, not an afterthought.

Inside, the finish specification reflects the same approach. Rich stone benchtops, warm timber joinery, bespoke hardware, each element specified to hold up over time rather than read as a moment in a particular trend cycle.

[smartcode_project:default project_id=150135 project_image_fid=3409]

Beyond the residences, the amenity offering extends that register. A lap pool and sun deck anchor the outdoor space, alongside a magnesium pool, cold plunge, steam room, and sauna.

A commercial-grade gymnasium, residents' lounge, library, and boardroom round out a programme that functions more like a private members club than a standard building amenity floor.

Construction has commenced under Mosaic's in-house building arm, with completion scheduled for late 2028.

[smartcode_project_cta:default project_id=150135]

Madeline by Mosaic delivers penthouse-level living across every apartment

Developer Fortezza Group is the latest to take its new apartment development, <a href="https://www.apartments.com.au/new-apartments/the-belvedere-5-7-church-street-nelson-bay-nsw-2315">The Belvedere in Nelson Bay</a>, to the NSW Government.

Fortezza, predominantly a South East Queensland developer, is the latest to apply for State Significant Development&nbsp; status through the NSW Government's Housing Delivery Authority, a pathway becoming favoured by developers to speed up the approval process.

They are planning 57 two- and three-bedroom apartments across 5-7 Church Street and 42 Donald Street, near d'Albora Nelson Bay Marina. The diverse apartment mix has sizes from just over 80 sqm to the largest three-bedroom penthouses that reach nearly 200 sqm.

<img alt="Fortezza" data-entity-type="file" data-entity-uuid="090360e1-66d7-43ad-b686-aba81f173bf2" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-04-29%20at%2010.22.40%E2%80%AFAM.png?VersionId=DMqF96eBZolqSAAAcugX0l66ueWng66m" />

Fortezza calls the project a "piece of Istria in Nelson Bay,"&nbsp;referring to the largest peninsula in the Adriatic Sea, shared by Croatia (90%), Slovenia, and Italy, which is known for its Roman history, Venetian-style coastal towns and inland hilltop villages.

They say the The Belvedere is strategically positioned at the apex of Nelson Bay, offering unrivalled views of the ocean, the bay and captivating topography of the area.

"Our commitment to maintaining the integrity of every view and sight line has been relentless," Fortezza Group says.

"Through extensive modelling and analysis, we ensure that each apartment enjoys the natural beauty of Nelson Bay, regardless of future developments. Each design element is carefully curated to harmonise with our European heritage, drawing profound inspiration from the Roman architectural marvels in Istria. The arches, the cascades of greenery and the stonework that define our project pay homage to the structures that once exemplified Roman grandeur."

Residents will have access to a pool, communal green spaces, an office and a coffee shop.

First look: Fortezza Group takes The Belvedere, Nelson Bay apartment development, to NSW Government

Smart City

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EXPERT OBSERVATION
Reducing the emphasis on cars and making more room for people to walk and cycle are just some of the ways streets could change for the better in the wake of the coronavirus pandemic. 
According to UNSW Built Environment lecturer Dr Mike Harris, the coronavirus is exposing problems with our vehicle-dominated street designs that existed long before the pandemic. 
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“It’s showing the disproportionate amount of street space dedicated to cars, because all that space set aside for cars is now sitting idle, while our footpaths aren’t wide enough for people walking, especially under social distancing guidelines,” the landscape architect and urban designer says.
“People are also using their local streets more because they’re working from home. So we’re living more locally, and recognising more the need for better quality streets for our quality of life.”
The need for wider footpaths
The pandemic is highlighting the importance of immediately accessible open space and walking and cycling facilities that many parts of Sydney lack. 
One of the arguments behind widening footpaths is so you can have space to pass people more easily, and with social distancing, it's really shown just how narrow common footpath widths are. Even in our densest areas, many are about one and half metres wide, next to an expanse of asphalt for cars. 
Footpaths should arguably be at least double that width, and that's before we add planting, trees, seating and bike lanes. 
There is so much that streets can do but are often so limited from all the space excised to move and store cars. It's remarkably short-sighted when you think about it. 
In addition to widening footpaths, separated bicycle lanes and closing streets to cars are some of the other short-term streetscape measures cities around the world have taken to adjust to increased street activity. 
Most cities were already installing separated bicycle lanes, better pedestrian amenity. Like many trends, COVID-19 is increasing the speed of how these things get implemented. 
Everyone is getting a forced test run to trial these pop-up things, so it means that all of a sudden, everyone's getting exposed to what our streets could be like. 
Cities around the world are readily adopting temporary measures, with local councils in Sydney like to follow suit. 
I'm surprised though that we haven't been as quick, there is such a clear demand, although Centennial Park has closed to cars on the weekend because it is much busier than usual. 
This 'forced experiment' could be the catalyst for transitioning towards pedestrian-friendly streets on a more permanent basis. 
I think people are showing that they're super keen to get out there and experience the public space in a much stronger way than what they did previously, so the public is ready to go. 
More cycleways, fewer cars 
Bike sales have also increased dramatically during the coronavirus pandemic. While overall transport usage in the City of Sydney is down to 13 per cent cycling is only down to 60 to 90 per cent of prior rates. 
Surveys are showing that the majority of people think things are better with fewer cars; less pollution, quieter and safer streets, for example. 
In the travel behaviour shifts too during the pandemic, most car commuters do not miss commuting at all, but the vast amount of walking and cycling commuters miss their commuting time. 
There will likely be a trend of more people using private forms of transportation in the immediate aftermath of the pandemic. But whether that leans towards the car or the bike is up to policymakers. 
A message that has explicitly come from governments in bigger cities overseas is that if you can do anything right now, ride a bike. If all those people who would usually take the New York or London subway decide to drive when they go back to work, the city will be gridlocked, similarly with Sydney. 
It’s an opportunity for a lot of people to consider riding a bike, at least for some trips or part of their trip, and a portion of them will want to keep doing it ... but as is the case now most of those people will claim they want to, but can’t because there are not enough facilities.
We should invest in a greater number of smaller, easily delivered projects like cycleways, which have more local job creation and less financial and environmental costs. 
It’s definitely time, as the Committee for Sydney is now urging. Less than $10 per person, per year, is spent on cycling infrastructure in Sydney, compared to $41 in London and $50 for Vancouver.
Investing for the next crisis
While reverting back to the vehicle-dominated streets would be easy, the rare opportunity to make our streets more liveable shouldn't be squandered. 
Just a few weeks ago, Beijing and Shenzhen reported heavier peak-hour congestion than the same period last year, and the images of blue skies without air pollution may become a memory. 
What will need to happen is for the government to take the opportunity, while it's there, to make some real changes. If nothing much happens, with the passing of time, and if structural changes haven't occurred in our streets, then slowly things will probably just go back to normal. 
In doing so will have lasting impacts that could better prepare the built environment to endure a future crisis. 
There's a long history of open space being used and transformed in response to public health crises. Planning for New York's Central Park began in the immediate aftermath of New York's second Cholera outbreak in the mid-1800s, along with wider urban boulevards. 
One of the reasons cities in the Netherlands or Denmark are so pedestrian-friendly, cycling-friendly cities today is because the government made concerted decisions to rely less on cars after the 1970s oil crisis. They recognised it was a vulnerable and costly transport mode and made a series of policy decisions and planning changes, that a couple of decades later, you see these profound results of very health, engaging, prosperous, people-friendly cities. 
What smart cities will do is make use of this opportunity and enact intelligent decisions that in 20 years will make their cities better-quality places to live and work. 
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j.ballantyne1990-6AQqhLzZaK

How streets could become more liveable post-coronavirus: UNSW

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Developer Mulpha Norwest has unveiled its plans for the transformation of Norwest Business Park in Sydney’s Hills Shire area into a ‘smart city’ which will be home to innovation and economic growth.
Mulpha said it will use its $3 billion plus investment pipeline to develop Norwest into “one of Sydney’s most vibrant communities using innovative design, technology and collaboration”.
The masterplanned Norwest Business Park will benefit from the state and local government’s growth plans.
The 377 hectare Norwest is the size of Sydney’s CBD, with 180 hectares of business land, 151 hectares of residential land and 46 hectares of waterways, walking trails and parks, including the historic Bella Vista Farm Park.
Infrastructure committed and currently under implementation includes the $8 billion Sydney Metro North West Rail project, a further $3.6 billion of infrastructure upgrades to western Sydney roads and the $20 billion new Western Sydney Airport. This will help continue the focus on further major road works such as Norwest Boulevard.
Mulpha Norwest executive general manager, Tim Spencer said Mulpha was committed to delivering a liveable Smart City at Norwest, with “new age jobs”, modern education and innovation.
“To achieve this, Mulpha is working creatively with a broad team of outstanding Australian and international experts in health and education, architecture, planning and engineering to re-envision how people will live, work and play in the future. From this start, we are seeking to further engage with both state and local governments to refine and ensure holistic implementation,” Spencer said.
Mulpha’s plans include the redevelopment of Norwest Marketown; the development of The Greens residential precinct; the redevelopment of the Circa commercial, retail and retirement precinct; the revitalisation of Norwest’s network of walkways and cycleways and a concept to drive daily activation of Bella Vista Farm Park.
The developer hopes to create a built form environment that will “offer seamless living, working and recreational spaces, with over 50 hectares of public open space, activated public parks and plazas, and a vibrant social, food and entertainment culture”.
Norwest will be accessible via two new Metro stations, T-Way buses and motorway upgrades. 
The stations – Norwest and Bella Vista - on the Sydney Metro North West Line will be operational from 2019, with turn-up-and-go rapid transit services running through the North West corridor onto Chatswood and the Sydney CBD.
“As Sydney’s population and economic centre moves west, our vision is to create a highly desirable work and lifestyle destination that will attract entrepreneurial workers and industries of the future, including world-leading innovation enterprises,” Spencer said.
“In response to the State Government’s Plan for Growing Sydney 2036, we are aiming to deliver a unique education and upskilling platform to be the basis of an evolution from the knowledge-based workforce into an entrepreneurial economy, opening up the future for 60,000+ new age jobs, from the current 30,000.”
Spencer said the masterplan is also delivering the diversity of housing required to meet the demands of its increasing residential population, forecast to increase from 6,000 today to more than 20,000+ residents.
“It is all about connectivity, in terms of living, working, transport and the environment. This is how people want to live and work into the future, and how businesses will thrive in the digital age, so we are providing the physical and non-physical infrastructure to enable this to happen.”
Mulpha has engaged consultants to investigate Smart City innovations including driverless shuttles, installation of healthcare technology for healthy living and ageing in place, off-grid energy options, and high speed public zone WiFi. 
He added that Mulpha is also tackling how all this ties up with the Internet of Things (IoT) in order to harness big data and the policies around disseminating this through live portals.
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jonathanchancellor-7SQnKwU6yx

Mulpha unveils $3 billion Smart City future for Norwest

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GUEST OBSERVER
By the time you’ve finished reading this article, roughly 20 people will have moved from the country into a city somewhere around the world. In any given week, millions of people head into cities.
Cities are growing well beyond anything their founders could have imagined. At the same time, the resources available within cities are not scaling up at the same rate. Many are looking for solutions to these problems; one being proposed is the “smart city”.
“Smart cities” can encompass concepts in urban design, or focus on the engineering required to support a city. But it’s very easy to use the term without really saying what it actually means in terms of improvements people will see.
Transport, aged care and parks are three areas where existing projects and available technology are making cities and suburbs better places to live. These projects are real and happening now. In Adelaide, experts from across the University of Adelaide’s five faculties are part of the newly launched Australian Smart Cities Consortium.
Adelaide’s Australian Smart Cities Consortium aims to tap into vast amounts of data to make life better for city residents.
More efficient transport
The car has dictated much of the way we live in modern cities. One way we can improve everyone’s lives is to make transport networks better.
By Australian standards, Adelaide has quite low levels of traffic, but it still suffers from traffic jams and congestion. This leads to frustration and makes everyone’s lives less pleasant.
One way we can make this better is by understanding our traffic flows better. We can use this information to adjust how cars move through busy areas.
But not everyone drives – so let’s also look at public transport and pedestrian crossings.
Putting GPS tracking on buses allows riders to know when the bus is coming, and if they have to run because one is about to come around the corner. With better traffic monitoring and control, we can build bike lanes that are safer and integrate with existing traffic, or change the way that pedestrians cross the road.
We can show pedestrians a countdown timer for the time left to cross, or give elderly citizens more time to cross on demand – as seen in Singapore with smart cards.
The computing and monitoring capability to do this has existed for some time, but the smart city focus lets us pin down problems of city living and identify where we can put our resources to help.
South Australia’s Department of Planning, Transport and Infrastructure uses vast amounts of sensing data and planning information to build transport networks that will support the next phase of Adelaide’s growth.
Better care
Health issues and the provision of health care are a constant issue for governments. Up to one-third of Australian state budgets goes to health care and hospitals. And with an ageing population, we are going to need to care for more and more people over time.
Current work in Adelaide on smart ageing provides ways to look after elderly and isolated citizens without robbing them of their privacy. Non-intrusive monitoring can see if someone has fallen over or hasn’t got out of bed that day. We can combine this with data privacy to let only doctors or close family know what’s going on.
Sometimes, just knowing the temperature of someone’s house and being able to notify a contact or care worker if it’s too hot or cold can make the difference in saving a life.
Being able to care for someone, giving them autonomy and dignity in their own home, will help us look after the growing number of ageing people over the next few decades.
Well-kept green spaces
Cities need a combination of spaces to make people happy. Some we work in, some we live in, some we move through, and some, like parks and green space, we linger in and enjoy as part of leisure and play.
Parks, gardens and playgrounds make cities and suburbs more liveable but have upkeep and repair costs. Non-camera-based sensors in a park can tell us how many people are using it and whether a certain piece of play equipment is being avoided because it is broken.
So, instead of having to send someone around to see whether something has happened, we can send someone out to fix something when it happens.
We have a lot of great resources in and around Australian cities. In Adelaide, and in many other cities, Smart Cities projects are taking place right now that make these growing urban centres more liveable for everyone.
<a href="https://theconversation.com/profiles/nick-falkner-394488" target="_blank"></a>
<a href="https://theconversation.com/profiles/nick-falkner-394488" target="_blank">Nick Falkner</a> is Associate Professor and Director of the Australian Smart Cities Consortium, University of Adelaide and author for <a href="https://theconversation.com/au" target="_blank">The Conversation</a>.
<a href="https://theconversation.com/profiles/nick-falkner-394488" target="_blank"> </a>
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jchancellor-FAypfDUnLy

Lessons from Adelaide in how a smart city can work to benefit everyone

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<img src="https://counter.theconversation.edu.au/content/57114/count.gif" alt="The Conversation" width="1" height="1">
GUEST OBSERVER
This May, urbanists around the world have been celebrating the 100th anniversary of the birth of Jane Jacobs.
The American-Canadian author and activist’s spirited defence of inner-city neighbourhoods inspired a generation of urban activists and place-makers. So what might Jacobs have to teach a new generation of urbanists and planners?
Much of Jacobs' legacy stems from the successful “David and Goliath” campaigns she led in the late 1950s and 1960s against the development plans of Manhattan’s “master builder” Robert Moses.
Her first battle, to prevent an extension of Fifth Avenue that would have torn apart her beloved Washington Square Park, was followed by a series of protracted community campaigns. These ultimately saved some of Manhattan’s most iconic neighbourhoods – Greenwich Village, SoHo, Little Italy – from “slum clearance” and demolition. 
At this time, many Americans were retreating to the suburbs, and city planners – epitomised by Moses, then head of the powerful Triborough Bridge and Tunnel Authority, which managed vast tracts of land in New York City – imposed their “comprehensive city plans” on neighbourhoods, with scant input from local communities.
Working under the spell of Le Corbusier’s vision of the “Radiant City” (Ville Radieuse), planners like Moses saw themselves playing the heroic role of a city’s surgeon. They justified their radical urban plans through appeals to natural or scientific principle. For Le Corbusier, automobiles were machines of circulation, the “lifeblood of the 20th century”; cities needed them to avoid stagnation.
<h2>In love with the ‘sidewalk ballet’</h2>
Jacobs resisted this vision. In her first and most influential book, The Death and Life of Great American Cities, Jacobs attacked planners for ruining the cultures of cities. She saw the modernist vision of cities as:
"the dishonest mask of pretended order, achieved by ignoring or suppressing the real order that is struggling to exist and to be served."
Jacobs wrote:
When city designers try to find a design device that will express, in a clear and easy fashion, the ‘skeleton’ of city structure (expressways and promenades are current favourites for this purposes) they are on fundamentally the wrong track. A city’s very structure consists of a mixture of uses … We get close to its structural secrets when we deal with the conditions that generate diversity.
Instead of city spines and clean lines, she asked her readers to look more closely at what makes a street really work. She loved the “intricate sidewalk ballet”, a complex order that helped to maintain public safety and wellbeing through a “constant succession of eyes”.
The complexity of a place made it impossible to replicate.
The ballet of the good city never repeats itself from place to place, and in any one place it is always replete with new observations.
Jacobs’ polemic against urban planning would become its orthodoxy. Death and Life has been required reading for students of urban planning for decades. Today they learn of the failed spaces created by modernist planners and the geographies of single-use enclaves and far-flung highways they spawned.
Jacobs' campaigning inspired urban activists around the world to stage protests in their own cities. This helped usher in a new era of citizen-centric planning frameworks.
As Saskia Sassen wrote recently, it was Jacobs who first urged the need to recognise the value of “place” when considering the implementation of urban policies.
<h2>Is Jane Jacobs still relevant or useful?</h2>
Although Jacobs is a profoundly influential figure in 20th-century urbanism, in many respects her radicalism can feel like it belongs to another era.
The Manhattan districts she fought to preserve represent some of the most expensive real estate in the world, so it’s hard to disagree that a city’s dense, historic core might be worth preserving. Economist Edward Glaeser talks about “Jacobs Spillovers” – the transfers of knowledge and activity that help to explain the generation of wealth in cities like New York and London.
Some might even ask: was Jacobs simply one of the first to fly the NIMBY flag against any developments taking place within the prized neighbourhoods they helped to gentrify?
But if we take a closer look at what Jacobs had to say – and how she said it– it becomes clear her ideas remain as radical and important as they were in the 1960s.
This is perhaps no more so than in relation to rise of the “smart city”.
<h2>Smart cities and the rise of a new urban science</h2>
Today’s smart cities are big business, powered by the potential for big data and the internet of things to improve the efficiencies of urban systems. Smart cities offer solutions to improve transport management, make better investment decisions, improve accountability and promote transparent decision-making.
The premise is that with so much data (big data) being produced, planners, governments and researchers can better understand cities as complex systems, and make better decisions about how they are planned and managed. 
This explosion of data in cities – from traffic data, through mobile communications data to sensor data capturing the behaviour of natural systems and the everyday uses of infrastructure assets – is giving rise to a new “urban science”.
This incorporates machine learning, predictive analytics and complexity science. Its champions – such as Mike Batty and Luis Bettencourt – argue that we are starting to see the emergence of Jacobs' “sidewalk ballet” in data-driven form.
But while the rise of big data and smart cities opens up possibilities for cities that were previously unthinkable, we should also be wary of the limitations.
<h2>The fine arts of urban observation</h2>
Jacobs wasn’t simply claiming that cities should be understood as complex systems.
At a perhaps deeper level, Jacobs was arguing against visions of the city over-determined by the technologies that produce them: for LeCorbusier, as for Moses, the view of the city enabled by the innovation of flight helped give rise to new urban utopias like the Radiant City.
In writing Death and Life, Jacobs was also resisting the dominance of expert knowledge about a city, in favour of a democracy of lived experiences and everyday insights. She once reflected that:
"learning and thinking about city streets and the trickiness of city parks launched me into an unexpected treasure hunt."
As a new generation of planners are taught of the possibilities of a data-driven urban science, we need to remember that Jacobs' love of the sidewalk ballet also gave voice to the multiple languages, meanings, experiences and knowledge systems that underpin a vibrant urban culture.
Not all of these can be rendered by data-driven systems. Hopefully, the best insights into a city’s infinite complexity won’t only be produced by those trained with the skills to generate insights from big data.
The “data exhaust” of our daily lives will increasingly shape the way cities are understood. Much work remains to be done to ensure a cities data infrastructure is valued as a fundamental public asset.
But I can hear Jacobs issuing a word of warning: don’t forget to keep taking unexpected treasure hunts through city parks and keep your eyes on the street (not on your phones!). And keep listening out for different lived experiences and ways of knowing a place – not only those that can be rendered real-time as the data flows of complex systems. 
Sarah Barns is Urban Studies Foundation Postdoctoral Research Fellow, Institute for Culture and Society, Western Sydney University and author for The Conversation. She can be contacted <a href="https://theconversation.com/profiles/sarah-barns-110278" target="_blank">here</a>.
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What might Jane Jacobs say about smart cities?

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The Australian Government’s new Smart Cities Plan has been given the green light from the Green Buildings Council of Australia who believe the  priority will be placed on investments that improve environmental outcomes, with the Australian Government promises to encourage the use of rating systems such as Green Star.
Green Building Council of Australia chief executive officer Romilly Madew, said living in the century of the city – and this demands fresh thinking, smart policy and committed political leaders.
“The Smart Cities Plan acknowledges that Green Star can improve the sustainability, quality and efficiency of buildings and precincts… what we’d like to see are clear commitments to ensure sustainability is a central pillar of any City Deal project around the nation," she said
“Put simply, cities can’t be ‘smart’ if they aren’t sustainable. The Prime Minister has repeatedly said his government wants to be a ‘partner, supporter and collaborator’ in the development of cities – something the industry has been calling for over many years – and the signs so far are very promising.
“Industry called for a federal minister for cities for many years – and we got one. We have called for strong, integrated policies that deliver solutions to the social, economic and environmental challenges we face as a nation."
 The Living Future Institute of Australia (LFIA) has launched the Brickworks Living Building Challenge design competition, pressing the go button for designers, built environment professionals and students around the world to conceptualise what the world's most sustainable retail centre ought look like. For more information, <a href="http://propertyobserver.com.au/forward-planning/tools/ebooks-and-webinars/52152-australia-aspires-to-global-green-leadership-the-living-building-challenge" target="_blank">download our eBook here</a>.
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Smart cities are sustainable cities: Green Buildings Council

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GUEST OBSERVER
The internet has reached our cities. A smart city is optimised for efficiency, productivity and comfort.
The smart city uses intelligent transport systems. It is administered by integrated urban command centres, which analyse the omnipresent raw material of the digital era: big data. As citizens go about their everyday lives, they leave data traces everywhere, even in the sewers.
Many technology companies and city governments celebrate the new enfant terrible of smart city research: the urban scientist who finally imposes a rigorous scientific (that is, positivistic) mindset on city governance. However, Jeremy Kun confirms that:
… being quantitative doesn’t protect against bias.
Commentators such as Cat Matson, Charles Landry and Paul Masonadvocate a people-centred approach to city design. In our own work, we warn that ignoring decades of research by architects, geographers, urban planners, designers and sociologists could lead to a dystopian future where humans lose agency if we mindlessly pursue convenience and efficiency.   Big data requires analysis by algorithms, and they in turn create filter bubbles. Corporations such as Facebook and Google deploy sophisticated algorithms to help us navigate the otherwise bloated social mediascape. The content displayed on Facebook’s news feed is selected based on a user’s profile, location, interests, online habits – what they post, share, recommend and “like”.
The popularity of social media stems from its power to create personalised spaces, walled gardens, which are tailored to individual preferences and favour content relevant to each user. Proprietary algorithms determine what is deemed relevant.
Without ethics, it is these algorithms that determine the make-up of the Facebook news feed, Google’s top search results and the recommendations on whom to follow on Twitter and what to buy on Amazon. They are optimised to prioritise content that generates more business. As Gilad Lotan has observed:
We’re not seeing different viewpoints, but rather more of the same. A healthy democracy is contingent on having a healthy media ecosystem. As builders of these online networked spaces, how do we make sure we are optimising not only for traffic and engagement, but also an informed public? … The underlying algorithmics powering this recommendation engine help reinforce our values and bake more of the same voices into our information streams.
The diversity advantage of cities
As more and more social media platforms embrace urban environments as their playground, this algorithmic culture has important implications for cities. People come together in cities not just for the infrastructure and convenience they provide, but for offering choice. Cities are fundamentally about possibilities, opportunities and diversity.
Jane Jacobs notes: Cities have the capability of providing something for everybody only because, and only when, they are created by everybody.
Ethan Zuckerman thinks of cities as serendipity engines:
By putting a diverse set of people and things together in a confined place, we increase the chances that we’re going to stumble onto the unexpected.
However, Zuckerman also asks:
… do cities actually work this way?
It’s a timely question for smart cities governed by big data and algorithmic analysis. How can a smart city become a serendipity engine? Can we design smart cities for getting lost?
Here are some examples of why that may not be such a bad idea.
Getting lost and getting to know strangers
Public transport journey planners are usually optimised for two factors: the fastest speed and shortest distance to get you from A to B. Yet there are opportunities beyond telematics.
Why don’t we offer the choice to go slow, to take the least polluted route to work, or the scenic way home?
Experimental prototypes such as Martin Traunmueller’s Likeways and Mark Shepard’s Serendipitor allow you to lose yourself and rediscover your city. The Likeways app lets users choose routes that wander past restaurants, pubs, shops, museums or art galleries. Screenshot, courtesy Martin Traunmueller   In addition to a diversity of places, cities also offer a diversity of people. However, all too often we stay within our existing social networks of friendship and convenience. Eric Paulos’s Familiar Stranger Project investigated anxiety, comfort and play in public places.
Yet our ability to unlock the advantage of a city’s social diversity is still in its infancy. Early examples include co-working spaces and meet-up groups that bring diverse people together, airlines offering social seating, and design interventions such as Jokebox that foster playfulness and curiosity. 
Saskia Sassen warns that the privatisation of public spaces in the city:
… has deep and significant implications for equity, democracy and rights.
This also stifles innovation, as people are lacking the kinds of “skunkworks” that foster creativity and diversity.
Deliberative democracy and the city
Besides the nascent opportunities vested in people and places, what may well be the final frontier of a truly smart (as in intelligent) city is content and discourse. Seeking to burst the filter bubbles, Eli Pariser created Upworthy:
… on a mission to change what the world pays attention to.
It curates news you should read rather than just “the news you want” to read.
Another illustrative example is Rebecca Ross’s project London is Changing. Large digital displays visualise local community voices and juxtapose diverse opinions about the impact of gentrification in London.
To uphold a citizen’s right to the digital city and strengthen the role of cities in a deliberative democracy, cities should empower citizens to be smart. Smart cities should allow us to get lost and find new places, to meet strangers who may become new friends, and to engage in discussions with diverse others so we may form new opinions.
Alexandros Washburn observes:
In talking about the anticipational Smart wonders of ‘our city’, we really mean ‘my city’. We confuse the collective with the personal. If collective, that is, civic intelligence is what makes cities smart, we need more serendipity engines. 
Smart cities should be open and agile and employ what Bob Dick calls “dialectical processes” and what Anna Cox calls “design friction”. That way we may change algorithmic filters for the sagacious discovery of diversity in the city. Diversity fuels innovation, and innovation is what we need to be sustainable.
Marcus Foth is professor, urban informatics, Queensland University of Technology and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/marcus-foth-199317" target="_blank">here</a>.
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