Posts Tagged ‘strategic’


Put business before bricks and mortar

In our experience as urban economists, we have often been asked to undertake a “feasibility study” on a design-driven solution, when the client has not thought sufficiently strategically about whether “bricks and mortar” are the best outcome for their business.

A “bricks and mortar” solution may very well satisfy a client’s strategic needs, but there needs to be a proper and logical process to reach this outcome. In other words, the needs must be identified before the solution is determined.

In considering any accommodation need, the client must first understand completely the nature of their business, their strategic “edge” over competitors, the things they really want to be known for and the parts of their business that they can and cannot do without.

In addition, any accommodation needs analysis must fully consider the risks associated with each aspect of a solution, and the relative ability of the client to manage that risk better than anyone else. They must also, of course, balance that risk against the relative net cost of each possible solution.

In most cases, if this process is undertaken first, and the client is open to both asset and non-asset solutions, the client will not only achieve an accommodation solution that represents the most effective and efficient option, but will also establish strong foundations and principles upon which their business can grow.

When it is not the core business of an organisation, asset management can be an unnecessary distraction and an expensive hobby. In most cases, the ownership and management of real estate assets can represent up to 50 percent of the assets and use up 25 percent of the resources of a business. These resources are scarce and would be better focused on the core business.

With the development of specialised providers of support services, and an abundance of individuals and owners who are prepared to take on the risk of property development and ownership, most companies have no excuse when it comes to the temptation to own hard real estate assets – they should resist it at all costs.

Many business decisions are unwisely led by the asset acquisition and ownership decision, with the client getting “stars in their eyes” at the thought of a sparkling new building, purpose-built to their needs and glowing with pride – “I own that!” 

But the reality for those who are not in the business of asset ownership or management is that there are two good days in the life cycle of property ownership – the day you buy it and the day you sell it.

Think seriously about your business and its strategic edge before embarking on any real estate acquisition  and understand that there are many solutions that provide all the accommodation benefits without the costs, risks and headaches of ownership.


Job measure short of the mark

Employment self-sufficiency (ESS) is a metric that is without doubt a useful planning tool, but nonetheless cannot be turned to every task.

ESS measures the quantity of jobs available in a given area as a proportion of that area’s labour force. For example, the North-West Corridor of Perth has 41 percent employment self-sufficiency (2006 Census), meaning that 41 percent of the labour force living in that sub-region have the potential to gain a job there.

This is a valid measure at the sub-regional level as it provides a good baseline indicator of  economic sustainability. It helps answer questions about whether a population can be sustainably supported in the long-term. 

Where ESS falls down is when it is applied to individual developments. Increasingly authorities are requesting its application in this manner. Pracsys recently looked at a proposal for 2000 dwellings in an in-fill residential subdivision of Perth. Part of the requirement for the project was that it include a statement of employment self-sufficiency with a view by statutory authorities that a higher percentge would be more desirable.

In this context the use of ESS does not take into account the economic role that a particular development will play within the sub-region.  Focussing on ESS creates an impetus on developers of residential activity to ‘design in’ s jobs where there is little logic for them to exist.  This is ultimately destined to fail as the provision of land is only one component of an economy, and therefore unlikely to soley determine an enterprise’s location.

A focus on local ESS for developments also moves the emphasis of statutory authorities away from supporting sub-regional activity centres in the creation of agglomeration economies, and ultimately knowledge intensive, export orented clustering. 

A much more relevant measure for individual developments is a determination of how it will contribute to the overall sub-region’s economy. To answer this a series of questions need to be asked.  These  include:

  • How will the development interact with major employment nodes? 
  • What knowledge, skills and abilities will the development’s population bring to the sub-region?  
  • How will developers support investment in knowledge infrastructure within the sub-region? 
  • How will the development support the economic activation of population-driven activity in surrounding activity centres?

Measuring the potential of a particular development is much more than a numbers game and ESS is not the catch-all.


Flying high: Making the most of airports

The global economy is beating to the sound of a different drum. Forget location, location, location. It’s all about access, access, access.

A vibrant airport is crucial to being competitive in such a market. We need to get away from the idea that airports are simply places where people fly in and fly out and turn them into strategic employment activity centres – multi-purpose areas that deliver on a number of levels.

Airports rely on aeronautical revenue, such as landing fees and passenger charges. But if that is all they draw their revenue from, they will never be competitive.

Those that adopt other non-aeronautical uses, such as retail, introduce extra income streams and ultimately may even be able to drop charges for airlines. All airports are competing to draw airlines to their hub – those offering a better value proposition will have the edge.

The idea of an airport city, or wider aerotropolis, is taking shape around the world, with bustling centres realising the benefits of developing an airport that has many characteristics of the CBD.

At Changi Airport in Singapore, about 100 million passengers pass through per year with an estimated spend of $28 per head – or $2 billion a year in revenue. Smaller domestic airports in Australia, such as Perth, are estimated to attract around $9 a head.

Passengers are a captive audience, with many having to spend hours at an airport waiting for the next flight. The more attractive their surroundings, the more likely they are to spend up while they wait. In conjunction with the higher average income of airline passengers, this means that retail sales in major airports can be up to three times greater than shopping malls, with JFK airport in New York turning over an average of $18,000 per square metre in 2007.

Amsterdam doubles as a shopping mall with retail, an art gallery and fitness centres; Changi has cinemas and saunas; Bangkok is building a golf course; and Dubai Central is spending $42 billion on office towers, a mega-mall, golf course, as well as residential accommodation for airport workers.

There are also competitive advantages in locating different types of businesses in or near the airport precinct. The economy is more mobilised and the success or otherwise of many companies often depends on how quickly they can deliver goods. Manufacturing firms that rely on high speed delivery are off to a flying start if they are within quick access of the airport.

Global companies, too, are becoming increasingly aware of the benefits of locating regional head offices near the airport. Research shows that high-tech professionals are travelling a large proportion of their time because they know the knowledge-transfer and networking benefits of being face to face with clients and colleagues, but they waste precious hours getting to and from airports. An office located near the airport enables executives to fly in, carry out a two hour meeting and fly back out. 

Authorities need to designate the airport as a very important employment sector and activity centre, and develop public transport that delivers to that area. The demand for employment land at airports in Australia is already increasing, particularly around Australia Trade Coast in Brisbane, and to a lesser extent in Perth where mining services have clustered for access to mines in the State’s north and south. However, Australia has yet to experience anywhere near the level of investment in commercial office, hotels, conference and leisure facilities and supporting residential development for airport employees that is happening globally.  

We must focus on what we should do with this surrounding land to maximise competitive advantages, and airport masterplanning currently occurring in many Australian cities must begin with a strategic employment plan. Putting up a billboard advertising available land is not the answer. The area will fill up with non-strategic businesses and the markets the economy wants to capture will simply fly elsewhere.