Commuting

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GUEST OBSERVATION
The average weekly commuting time in Australia has increased considerably since 2002. According to the latest Household, Income and Labour Dynamics in Australia (HILDA) <a href="https://melbourneinstitute.unimelb.edu.au/hilda" target="_blank">Survey released today</a>, workers averaged 3.7 hours’ commuting time per week in 2002, but this had increased to 4.5 hours by 2017.
In 2017, workers in mainland state capitals (Sydney, Melbourne, Brisbane, Adelaide, Perth) had consistently longer commute times than those living elsewhere. These city workers typically spent more than an hour travelling to and from work each day. The average was about 66 minutes. This is a 20% increase from the average of around 55 minutes in 2002.
As in past surveys, Sydney had the longest average daily commutes (71 minutes). In 2017, it was followed by Brisbane (67 minutes), Melbourne (65 minutes), Perth (59 minutes) and Adelaide (56 minutes). Reasons for the increasing commute time vary among different cities but may include increased road congestion, urban expansion and poor public transport services.
Average daily commuting times across Australia also increased from about 49 minutes in 2002 to almost one hour in 2017.
<img src="https://cdn.theconversation.com/static_files/files/666/Mean.gif?1564036035" width="100%">
Workers in the Northern Territory had the shortest commutes in 2017, averaging close to 35 minutes per day.
The HILDA analysis covers all workers aged 15 years and older. This includes those with commuting times of zero (that is, who work from home).
<img src="https://images.theconversation.com/files/285781/original/file-20190726-136744-124z3od.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Daily commuting times are calculated by dividing the time spent travelling to and from work in a typical week by the usual number of days worked per week. Data source: HILDA
The survey, based on interviews with about 17,000 Australians yearly, also reveals that the share of people commuting two or more hours a day is increasing, from 12% in 2002 to 18% in 2017. Men are more likely than women to be long-distance commuters. And middle-aged workers (aged 25-54) are more likely to have long commutes than younger and older workers.
Interestingly, fathers of two children had the highest likelihood (27%) of having long commutes, while mothers with two children were the least likely (less than 13%). On the one hand, households with dependent children are more likely to live in suburban locations for the larger houses, potentially increasing commuting distance for workers in these households. On the other hand, female workers’ relatively lower wage rate and more household responsibilities, such as child rearing, may restrict them to choosing jobs closer to home.
Impacts on job satisfaction
According to the HILDA Survey, long-distance commuters (two hours or more a day) are less likely than short-distance commuters (less than one hour) to be satisfied with their working hours, work-life balance and even pay. Therefore, they have lower levels of overall job satisfaction. These long-distance commuters are more likely to quit or lose their jobs within the next year.
These results from the HILDA Survey align well with the findings of <a href="https://www.sciencedirect.com/science/article/abs/pii/S0966692318307269" target="_blank">our research</a>. Our findings suggest longer commutes not only impose physical and mental strains on workers but may also affect their work participation, engagement and productivity.
Negative impacts go beyond work
A growing number of studies have found long-duration commuting can <a href="https://www.sciencedirect.com/science/article/pii/S0965856410000960" target="_blank">reduce the time a person has for other activities</a>. These other activities, such as physical exercise, time with family, social activities and so on, are important for psychological well-being.
Lengthy commuting also potentially increases <a href="https://onlinelibrary.wiley.com/doi/abs/10.1111/j.1467-9442.2008.00542.x" target="_blank">exposure to nuisances and hazards</a> such as traffic noise, crowds, congestion, pollution and uncomfortably hot or cold conditions. These can cause physical or emotional distress and have a direct influence on people’s physical and mental health.
What can policymakers do about this?
A better balance of jobs and housing within a smaller geographic area could help to shorten commuting distances and time. Planning policy such as polycentric cities – with multiple activity centres – have been proposed in Sydney and Melbourne, and could help achieve this.
Most Australians still rely on their cars for daily commuting. Aside from long travel distance, traffic congestion is another important factor in increasing commuting times. Encouraging alternative travel modes for commuting could potentially relieve congestion.
The HILDA Survey reveals that close to 28% of workers live and work in the same postcode. About 55% of workers live within 10 kilometres of their place of work. This suggests there is huge potential to promote active travel – cycling and walking – for daily commuting trips. Only for a minority (11%) are the postcodes of the home and place of work 30 or more kilometres apart.
High-frequency and reliable rapid public transport networks linking major residential and employment centres could encourage more medium and long-distance commuters to use public transport for daily commuting.
Finally, emerging transport technology, such as autonomous vehicles, is also promising to curb traffic congestion and reduce the “perceived” commuting time, if these vehicles are shared rather than owned by individuals.
Companies also have a role to play in helping to reduce commuting times and their impact on workers’ well-being. Flexible working times, which allow employees to avoid peak-hour travel, and a supportive company culture for working from home can help reduce weekly commuting time. In return, companies potentially benefit from improving employee job satisfaction and retention rates.
<a href="https://theconversation.com/profiles/runing-ye-646743" target="_blank">Runing Ye</a>, Research Fellow, Melbourne School of Design, <a href="http://theconversation.com/institutions/university-of-melbourne-722" target="_blank">University of Melbourne</a> and <a href="https://theconversation.com/profiles/liang-ma-746823">Liang Ma</a>, Vice-Chancellor's Postdoctoral Research Fellow, <a href="http://theconversation.com/institutions/rmit-university-1063" target="_blank">RMIT University</a>
This article is republished from <a href="http://theconversation.com" target="_blank">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/australian-city-workers-average-commute-has-blown-out-to-66-minutes-a-day-how-does-yours-compare-120598" target="_blank">original article</a>.
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j.ballantyne1990-6AQqhLzZaK

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

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

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‘30 minute cities’ have been much in the news lately – the idea being that, as Australia grows, we need to develop decentralised hubs where people can work, live and play without being forced to endure crushing commutes. 
In Sydney, the Greater Sydney Commission recently launched a vision of a <a href="https://www.greater.sydney/three-cities" target="_blank">‘metropolis of three cities’</a> – Eastern Harbour City (the current CBD), the Central City (Parramatta and surrounds) and the ‘Western Parkland City’ (clustered around the Badgerys Creek Airport, Penrith and Campbelltown). 
In Melbourne, PWC has outlined a <a href="https://www.pwc.com.au/agendas/cities/cities-30-minute-melbourne-2017.pdf" target="_blank">similar vision</a> without specifying where the centres should be – other than to mention locations such as Fishermen’s Bend, Arden McCauley and Monash.
And, in Brisbane, Elton Consulting has run the ruler over two suburbs – Upper Mount Gravatt and Chermside – and <a href="http://elton.com.au/wordpress/wp-content/uploads/2017/11/A-Tale-of-Three-Cities-Final.pdf" target="_blank">modelled the potential savings</a> when compared to a CBD location for a hypothetical building that would accommodate approximately 1800 government employees over 25 years. 
The arguments in favour of a ‘30 minute city’ as outlined by PWC for Melbourne could apply equally to other cities. These include improved liveability because of reduced commute times and traffic congestion, the potential for increased housing supply around key centres, productivity gains from more efficient transport and increasing sustainability of public infrastructure by increasing its use.
On Elton’s figures, taxpayers could also save $48 million on rent over a 25-year lease in a suburban hub as against the Brisbane CBD, and the community benefit in terms of less time spent travelling would total $94 million. 
The figures for other capital cities, locations and building types would vary – but the reality is that CBD rents are eye-wateringly higher than those in the suburbs.
If a business chooses to ‘wear’ that cost, fine. However, as taxpayers, there is a serious case to be made for government to put their ‘30 minute city’ policies into action by moving at least some departments away from CBDs and into the suburbs – and saving an absolute motza in the process.
Our company has a building in planning for one of the areas Elton examined, Upper Mount Gravatt, and we’ve done some modelling as part of our preparation and application for development approval.
On our particular project, we believe we can save taxpayers even more than Elton assumptions had predicted – $90 million over a 10-year lease. To put that in context, the savings could fund tuition for 3,365 nursing students, cover 2.48 million standard bulk-billed doctor consultations or pay the average annual salary of 1,400 teachers.
And that’s just for one office. Imagine the savings if further government departments – state and federal – moved out the CBD?
Modelling on our proposed building at 643 Kessels Rd by consultants Urbis puts ongoing direct and indirect economic benefits (gross value added) to the Queensland economy at more than half a billion a year once it the building is fully occupied, and $68.7 million during construction.
The project would also lead to the creation of 96 direct jobs during construction, and a further 347 indirect jobs. And, once complete, the project would deliver over 3,800 jobs – over 1,650 within the building directly and the remainder indirect.
The site is across the road from Westfield Garden City shopping centre, and has excellent access to public transport, cycle paths, plentiful parking and the Pacific Motorway.
As Elton’s modelling shows,  there are over 200,000 people (including children) living in close proximity to Upper Mount Gravatt – including almost 19,000 who are tertiary educated, meaning a big pool of quality potential employees close at hand.
If a government department were to move into our building, it would be a massive boost for the economy of Upper Mt Gravatt, and Queensland as a whole.
It could be a win-win-win, where Government lowers its cost base, the community gets local jobs and employees enjoy a conveniently-located, high-quality, brand new workspace. The masterplan also includes future development of a neighbouring mixed-use project earmarked for a hotel, childcare centre, cafes, gymnasium, medical centre and co-working office space. 
I think you’d struggle to argue that the CBD passes the pub test when you’ve got a building that’s every bit as good, if not better, at dramatically lower cost.
Shane Quinn is the CEO of Quintessential Equity, a diversified unlisted property group with a strong track record of successful building redevelopment, quality service to tenants and excellent returns to investors.
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jrobinson-rf4aSBido9

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

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GUEST OBSERVER
The revised Urban Renewal Corridor Strategy for Sydenham to Bankstown must keep urban densities that support the proposed Metro Rail.
The important Priority Precinct along the Sydenham to Bankstown rail corridor must support an urban density particularly around the new Metro Rail stations.
We are however concerned that the planning is taking a long time since the exhibition of the first Draft Strategy eighteen months ago.
The corridor is a good case study for how new Metro Rail infrastructure can stimulate new urban density but it seems the planning process could take three years from early planning to implementation.
Precincts like Campsie are having further investigation work undertaken by the Department of Planning and Environment and it is unclear if this could lead to a third round of exhibitions.
Former Governor of the Reserve Bank, Glenn Stevens, in his report to the NSW Government raised concerns about the time planning processes took relative to the ups and downs of markets.
The development industry gets a clear signal when a draft plan is exhibited that the government supports development in priority locations but actual planning approvals often have to wait for some years.
While there has been a reduction of around 2,000 new homes in some areas the overall proposed number of new dwellings at 35,400 is still a robust number. The Urban Taskforce urges the NSW Government to not make further reductions following the exhibition of this second draft.
The move away from medium density housing in Hurlstone Park and Dulwich Hill in favour of single dwellings due to community concerns about local character could be a signal that the government’s proposed ‘Missing Middle’ approach for medium density housing may not be preferred by existing communities of single homes.
The Draft Strategy seems to leave some areas unclear. The definition of Medium-high rise housing, which is the tallest, is not included. The Draft Strategy states that ‘specific building typologies for each individual Station Precinct’ are included in the revised strategy but is unclear where these typologies are. The Draft Strategy also states that detailed master plans are to be prepared for Canterbury, Campsie, Belmore and Lakemba Station Precincts so these will presumably occur some-time in the future.
The Urban Taskforce is keen to be involved in discussions with the NSW Government to ensure that the planning approach to Metro Rail related urban renewal is planned in a timely manner and with appropriate densities to accommodate future growth.
We are also keen to be involved in precinct planning around other stations on the Sydney Metro line at North Sydney and Crows Nest/ St Leonards. These are areas where there are excellent opportunities for quality urban development but the planning process for these precincts is unclear.
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Chris Johnson is chief executive officer of property development industry group Urban Taskforce and can be contacted <a href="https://www.urbantaskforce.com.au/index.php?option=com_content&amp;view=article&amp;id=97&amp;Itemid=126#.Vdaart55dFI" target="_blank">here</a>.
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cjohnson-8xfqfuuCSq

Sydenham to Bankstown revitalisation corridor must keep urban density

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

Commuters help regions tap into city-driven growth

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

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