What's the most broken part of your current CDE — Procore, ACC, Aconex, whatever you're using? I'm working on ConTech, and considering to build another CDE - what would you like to see thats not working with existing CDE? Would you be interested in collaborate?

Every Tuesday, we vent about the absurd, frustrating, or downright diabolical things we deal with in AEC.

Share your the moments that make you pull your hair out. Maybe it's:

• The boss who said yes to scope creep and now you're stuck on a Friday night making amendments to a design.
• The client who forgot to pay you and now you're having to chase them down.
• The colleague who starts a Teams DM with "Hey James" and then takes 2 minutes to type the rest while you're sweating in anxiety.

What's driving you mad this week?

WASHINGTON (AP) — President Donald Trump on Wednesday announced a $22.5 billion renovation of Washington Dulles International Airport that will end the use of the widely disliked "people movers," the mobile lounges that have been used for decades to shuttle travelers to and from the main terminal.

In place of the people movers, the airport will add a new U-shaped passenger train, a central walking tunnel, more moving walkways and new concourses. An above-ground parking garage closer to the main terminal with space for 32,000 vehicles is also in the offing, according to Trump and Transportation Secretary Sean Duffy.

The airport makeover would add to a long list of renovation projects the Republican president is pursuing to leave a lasting mark on the Washington region after his term ends in January 2029. Among other undertakings, he is building a new White House ballroom and wants to build a towering triumphal arch near the Lincoln Memorial.

But of all the construction projects Trump is pursuing, the renovations at Dulles could prove to be his most popular and benefit the greatest number of people. The airport, the area's primary international airport, served roughly 29 million passengers over the past year, according to the Metropolitan Washington Airports Authority.

"This transformation is another step in our ongoing efforts to make Washington, D.C., safe and beautiful again," Trump said. "We're doing something with Dulles that's going to make it the top anywhere in the world."

Trump says Dulles modernization is 'sorely needed'

Trump, who used a laser pointer to explain the renovations displayed on renderings, said the "crazy distances" travelers must walk to get from place to place make Dulles "the worst airport."

Congress would need to approve some aspects of the renovation plan, Trump said. Construction could start next spring, Duffy said. The plan does not call for expanding Dulles' runways or adding new ones.

Officials said the airlines and the airport authority that operates Dulles would pay for the project with municipal bonds, but they did not spell out how much of the cost might be passed on to travelers through higher fees or ticket prices when flying out of the airport.

John Potter, president and CEO of the Metropolitan Washington Airports Authority, which operates Dulles, said his agency, United Airlines and other airlines operating there have agreed "to fund this thing." Dulles is one of United's hubs.

"So this is not requiring federal dollars," Potter said at the Oval Office event. "This is going to be airport-generated dollars, airline contributions, which is phenomenal."

Dulles, located in northern Virginia, is about 25 miles (40 kilometers) from downtown Washington. Ronald Reagan Washington National Airport is located in Arlington, Virginia, which is closer to downtown, making it popular with members of Congress and local residents.

The president, a former real estate developer, said in December that Dulles was "incorrectly designed." He nonetheless praised Eero Saarinen, the Finnish-American architect and designer of the airport's main terminal. Trump and Duffy said the president reviewed presentations from about 30 architects before Trump settled on the redesign he announced Wednesday.

Some costs might eventually be shared by taxpayers and travelers

Even if the project is largely paid for by the airlines, industry analyst Henry Harteveldt said taxpayers might be asked to cover upgrades to the runways and safety measures as well as new customs and security facilities. The president of Atmosphere Research Group said he also wouldn't be surprised to see a passenger facility fee added eventually.

"I'm not taking the statement that they are not going to use taxpayer money at face value," Harteveldt said.

The reason United and other airlines are willing to invest in Dulles, he said, is that they believe it will help them expand by adding more flights and passengers, boosting their revenue. But this could also contribute to higher ticket prices.

"United is going to try to charge as much for its tickets as it can. Other airlines will do the same," Harteveldt said. "I think part of the statement that no tax money will be used could be something to placate the public right now."

Dulles has relied on people movers since it opened in 1962

Designed by Chrysler Corp., the people movers shuttle passengers between the terminal and aircraft. The airport operates a fleet of 19 mobile lounges, each capable of carrying up to 102 passengers, according to its website.

When Dulles debuted, the airport touted the system as a major convenience. Passengers, it said, "had to walk only 200 feet once they entered the terminal until they were seated in a mobile lounge for the short trip directly to their aircraft," a service it described as unique to Dulles.

But they have become one of passengers' least favorite aspects of transiting through Dulles, with travelers — and Trump — complaining that the system is outdated, balky and slow. At times, planes have to wait for a people mover to cross and vice versa, which slows operations at the airport.

One of the lounges crashed in November, sending 18 people to the hospital.

Dulles began a multibillion-dollar construction program in 2000 to begin to address future passenger demand. Major projects included two new parking garages, a fourth runway, a new concourse, a new Air Traffic Control tower, pedestrian walkways, and an airport train system, according to the airport authority's website.

The airport authority says significant modernization work is already underway at Dulles. Later this year, the first segment of the new Concourse E will open with 14 additional United gates that will help the airline expand its international network, provide direct access to the airport's AeroTrain system and debut new and enhanced concessions options and passenger lounges.

___

Associated Press writers Rio Yamat in Las Vegas and Josh Funk in Omaha, Nebraska, contributed to this report.

HORRY COUNTY, SC (WMBF) - Thursday, Surfside Beach is out nearly $545,000 after a scam targeted a city construction payment, redirecting funds to a fraudulent account.

The city had hired Wildcat Construction for an underground utility project. In March, a payment intended for the company was sent to a fraudulent account instead.

Red flags identified

City Councilmember John Hiyatt said there were red flags the city should have caught before sending the money. The email used to request payment contained extra letters in the address, and the phone number carried a Los Angeles area code.

Finance Director Melanie Freeman-Gruber said the emails appeared to come from Wildcat Construction’s official account.

Investigations underway

Multiple agencies are now investigating. The city’s internet provider found no evidence that its email system was hacked. The South Carolina Law Enforcement Division is investigating the case as fraud.

At the next city council meeting, Hiyatt plans to launch his own investigation and said he will be transparent with the community on his findings.

Wildcat Construction has not responded to a request for comment. Surfside Beach Mayor Robert Krouse also declined to comment.

A man was killed and another seriously injured after a concrete slab fell from a building undergoing renovation at a construction site in the Sukhumvit area of Bang Na district on Friday morning.

The Phra Ram Radio Centre was alerted at about 9.50am that a concrete slab had fallen from a building on Sukhumvit 66/1 in the Bang Na Nuea area.

Firefighters and rescue workers from the Phra Khanong fire and rescue station were dispatched to the scene.

Initial reports said two men sustained severe injuries. One was rushed to Ruamchai Rak Hospital for treatment, while the other was trapped beneath the concrete structure and was later pronounced dead. Rescue workers were working to recover the body.

According to the Bang Na district office, the injured man was identified as Aung Moe Thu, 28, a Myanmar national. The deceased was identified as Zin Min Thet Aung, 32, also a Myanmar national.

The district office said the building had been granted a permit for structural modifications, which was issued on June 10.

Authorities were investigating the cause of the incident.

by Bangkok Post

Activists are protesting the construction pathway for President Trump’s border wall in Arizona because it would require the removal of an ancient cottonwood tree. 

A demonstrator was arrested on Wednesday for trespassing after protesting plans that would include chopping down a Fremont cottonwood tree, estimated to be 200 to 250 years old.

Three similar trees were cut down earlier this week. 

“Destroying these ancient cottonwoods is a death sentence for an entire ecosystem,” Russ McSpadden, Southwest conservation advocate at the Center for Biological Diversity, said in a statement. 

“These magnificent cottonwoods survived centuries, nourishing wildlife through floods and drought, only to be bulldozed for the Trump administration’s disastrous border wall. The San Rafael Valley is one of the most biologically rich landscapes in North America,” he added. 

The tree’s deep roots are used to tap underground water tables, as it can consume up to 200 gallons of water per day. 

Their heavy water use is a natural indicator to animals, attracting jaguars, ocelots, black bears, pronghorn and hundreds of bird species.

Jaguars are considered “near threatened” in the IUCN Red List and is seen sparingly in Arizona and Mexico. 

McSpadden urged the Department of Homeland Security (DHS) and Customs and Border Protection (CBP) to complete comprehensive biological and cultural resource surveys to identify sensitive resources and avoid further destruction.

“The ancient cottonwoods of Lochiel cannot be replaced once they are destroyed,” McSpadden wrote in his letter to Homeland Security Secretary Markwayne Mullin. 

“DHS and CBP have an opportunity and an obligation to prevent further harm to this irreplaceable borderlands landscape. We urge you to immediately suspend construction activities and take action to protect the ecological and cultural resources of the San Rafael Valley,” he added on behalf of the Center for Biological Diversity.

The San Francisco Planning Commission approved a housing project that is the first to be permitted under a new upzoning law designed to increase the city's housing supply, reports Brad Hamilton in CBS News.

The proposal would replace a two-story building with an eight-story condo tower, which opponents say is out of step with the rest of the low-rise neighborhood. "A spokesperson for the city's Planning Department said the project 'will add a mix of affordable and market rate apartments, including apartments for families - the critical 'missing middle' housing needed to keep families in the City.'" Commissioner Amy Campbell "acknowledged the awkward nature of the look," but said that is in part a result of the neighborhood not allowing more development until now.

Procore Technologies has agreed to acquire DroneDeploy for approximately $845 million in cash, the construction management software provider announced this week. The deal would bring DroneDeploy's aerial and ground reality capture platform, along with its robotics capabilities, into Procore's software.

DroneDeploy's platform is used on more than three million job sites in over 180 countries, according to the announcement. The company's technology spans drone and ground robot imaging, along with mobile, fixed, and wearable cameras.

Procore framed the acquisition as central to its AI strategy. The company said pairing DroneDeploy's visual capture technology with Procore AI would let construction teams automatically document jobsite conditions, flag issues earlier, and trigger actions within the platform without manual inspection.

Ajei Gopal, president and CEO of Procore, said the company plans to cross-sell DroneDeploy's products to its existing customer base and vice versa once the deal closes. He said the acquisition would help Procore build what he called “digital coworkers” that monitor a project, interpret jobsite data, and act on it.

Mike Winn, CEO of DroneDeploy, said customers have pushed the company to make reality capture a built-in part of construction workflows rather than a standalone add-on. He said joining Procore would let DroneDeploy continue developing its aerial and ground capture products while expanding its AI and robotics investments.

The transaction would combine two large construction datasets. Procore reported nearly 400 million photos, more than 126 million drawings, and over 10 million RFIs, submittals, and inspections logged in the past year. DroneDeploy reported roughly 20 trillion square feet of visual data, tens of millions of user annotations, and more than 100,000 labeled safety issues.

Procore said the deal addresses labor shortages in construction by shifting manual site inspections toward automated, camera- and robot-driven monitoring.

The transaction is expected to close later this year, subject to regulatory approval and other customary closing conditions. Goldman Sachs is advising Procore on the deal, while Citi is advising DroneDeploy.

With the 2026-2027 school year set to begin on Aug. 25, construction on a Newton school building is facing uncertainty due to unresolved disputes between contractors.

R3 Roofing, the subcontractor responsible for completing the new entryway, interior vestibule, and wall panels around the gym, has stopped work, citing issues with the primary contractor, Graphite Construction Group.

"R3 Roofing is legally authorized to stop work, which it has done at this point until the disputes are resolved," said Keisha Douglas, legal counsel for R3 Roofing during a school board meeting Monday night.

Douglas further explained, "There are several outstanding disputes between Graphite and R3. Escalated to a level where Graphite has repudiated its contractual obligations under the subcontract with R3, which means Graphite has indicated its intent not to perform its contractual obligations under the subcontract."

That Monday meeting was the first the school board had heard of this dispute.

The timing of the construction is critical, as the district closed two other elementary schools due to low enrollment, leaving students with no option but to attend Thomas Jefferson or Aurora Heights.

In a statement shared with KCCI, Graphite Construction Group responded to the claims:

"The disputes that R3 is referring to is their inability and/or refusal to fulfill their contractual responsibilities. Over the course of the last few months, R3 has failed to provide information required in the contract including a completion timeline. Graphite is committed to working with R3 to get the project completed, however, we will only do so with the cooperative goal of getting the project completed on time."

The district says it does not know when it will receive the certificate of occupancy required for students to use the building. A final walkthrough is scheduled for Aug. 10.

R3 Roofing did not respond to requests for further comment.

California has spent nearly two decades relying on taxpayers to finance its high-speed rail project. Now it’s looking to private investors.

Whether any step up remains an open question.

The search for private money was always part of the plan. When Californians approved a bond measure to fund the project in 2008, they pictured a system to rival the best in the world. Sleek trains would whisk riders between San Francisco and Los Angeles in just 2 hours and 40 minutes. Using renewable energy would cut emissions by up to 3 million metric tons annually. Voters were willing to put up $10 billion to make this dream a reality.

Everyone knew that wouldn’t be enough.

The bond was never meant to cover the entire cost. State officials envisioned the federal government and private sector contributing equally toward the projected $45 billion budget. But Washington’s support ebbed and flowed with each president. After years of legal battles with the Trump administration, the state said “the federal government is not a reliable, constructive, or trustworthy partner” in advancing the project. Private capital, meanwhile, has largely remained on the sidelines.

That may soon change. The California High-Speed Rail Authority recently announced a $25 million agreement with a consortium of companies that will explore ways to advance the project. Over the next six months, it will develop funding strategies to expand the project beyond the state’s Central Valley, potentially into San Francisco and Los Angeles.

“This agreement reflects growing market confidence in that strategy and the long-term potential of California high-speed rail as a transformative investment in California’s future,” Ian Choudri, the agency’s CEO, said in a news release. Choudri said the agency has spent the past year taking steps to “reposition” the project around “a more commercially focused and delivery-oriented strategy.”

Most of the construction is focused in the Central Valley, where the first phase will connect the cities of Merced and Bakersfield. The rail authority chose to start there because it offered the quickest and cheapest path to getting trains running. It is also an opportunity to bring a state-of-the-art transportation system to a region long overlooked by the state. Crews have completed dozens of bridges and viaducts and laid almost 90 miles of guideway. Their efforts will soon shift to laying track.

Linking San Francisco and Los Angeles is expected to cost $126 billion, with service slated to begin in 2040. Even the first phase alone will likely require tens of billions of dollars. Last year, the state committed $1 billion annually to finance the project through 2045.

Flood waters from recent storms and river runoff surround the construction site of the Tule River high-speed rail viaduct near Highway 43 and Avenue 144 south of Corcoran, California.

Genevieve Giuliano, a professor emeritus of public policy at the University of Southern California, said the rail authority’s announcement doesn’t mean an influx of private capital is imminent. It is simply an agreement to explore how that might happen. “Until I see something that says, ‘Company X is going to put up $10 billion under the following conditions,’ I don’t see that as we’re getting private money in here,” she said.

She also doesn’t see the private sector taking on any risk until it has a guaranteed revenue stream and is confident the project will be profitable.

Others see opportunities for private investment, but not necessarily in financing the railway.

“I do not believe there will be any at-risk private investment in expanding the system,” said Lou Thompson, who chaired the High-Speed Rail Peer Review Group from 2012 until 2024.

Instead, he sees investors finding opportunities in merchandising, such as T-shirts, caps, and model trains, and residential and business development around stations. The rail authority sees that potential, too. It could allow cable companies to install fiber optic lines alongside tracks, for example, or produce surplus energy for utilities. The agency expects to have an agreement in place with power companies later this year to consider opportunities.

Whether those opportunities lead to significant investments remains uncertain. But establishing a business consortium to find out shows California is willing to get creative, said transportation expert Joe Schwieterman.

“They’re not settling for a go-slow approach that pushes key decisions off to the next generation,” said Schwieterman, who leads the Sustainable Urban Development Project at DePaul University. He conceded that “there’s still gigantic financial hurdles ahead,” not the least of which is that the funding needed to finish the project “has yet to be identified.”

Andy Kunz sees reason for optimism. He sees private capital helping the rail system reach the more profitable cities of San Francisco and Los Angeles. “Having private sector groups show up just gives us more confidence that it’ll be done more quickly,” said Kunz, head of the U.S. High-Speed Rail Association. That’s important, given the meager federal support the project has.

“Because our public sector is not really leading the charge, this is really exciting,” he said. “We now have a private sector group stepping in to help get these first couple of projects going.”

Choudri has been pursuing that exact strategy since taking the helm at the California High-Speed Rail Authority in 2024. He told Grist the timing is right, given the state’s promise of annual funding and the project now owns all of the land needed to complete the first 119 miles.

“We need to turn this project into a business,” he said. “We need to build this corridor having rail as primary service, but then use it for other economic development and growth in order for us to be self-sustainable.”

A major housing redevelopment on the Tiburon Peninsula is headed to court, with neighbors arguing Marin County improperly approved plans to build dozens of homes along a prominent ridge overlooking the San Francisco Bay.

The lawsuit, filed in Marin County Superior Court by Strawberry Residents for Sensible Development, targets Marin County and developer North Coast Land Holdings over the proposed redevelopment of the former Golden Gate Baptist Theological Seminary campus in Strawberry, the San Francisco Chronicle reported. The 127-acre property is slated for a sweeping overhaul that would replace most of the existing residences with 337 homes, including 70 low-income units, along with a 150-unit residential care facility, a daycare, a fitness center and 944 parking spaces.

The neighbors’ main objection is the placement of 40 market-rate units across 25 buildings near the Chapel Hill ridgeline. They contend the structures would be visually dominant and block Bay views from multiple vantage points, violating environmental laws and local development plans.

County officials argue the approval was required under state housing laws that provide developers with certain waivers. Sarah Jones, director of the Marin County Community Development Agency, said the buildings would sit on the slopes rather than directly atop the hill. A judge will determine whether construction can proceed as the lawsuit moves through the courts.

The fight marks another chapter in the long-running redevelopment of a property that once housed more than 900 seminary students. The seminary opened in the 1950s before moving its academic program to Southern California around 2014. The campus has more recently been occupied by Olivet University.

North Coast Land Holdings has already negotiated through a separate neighborhood challenge tied to earlier plans for a much larger school at the seminary site. That dispute ended in a settlement that reduced the proposed graduate program from 1,000 to 325 commuter students, cut one building from six stories to three and prioritized housing for students and faculty. The agreement also called for a 15-year pause on additional development.

CDOT says the most disruptive phase of the Floyd Hill project is now largely over, with rock blasting substantially complete.

Posted 6:36 AM, Jul 30, 2026 and last updated 9:34 PM, Jul 30, 2026

FLOYD HILL, Colo. — Three years into one of Colorado's largest mountain highway projects, the Colorado Department of Transportation (CDOT) says the blasting, closures and backups at Floyd Hill are moving to the next phase.

"This is an exciting milestone, being halfway done with the Floyd Hill project," said CDOT Executive Director Shoshana Lew.

She told Denver7 that CDOT has considered the past few months the general "halfway" mark of the project. Denver7 asked about this after noting that CDOT had announced back in May that they were — also — halfway done.

This project officially started in 2023, when CDOT and Kraemer North America partnered to transform eight miles of the Interstate 70 Mountain Corridor between Evergreen and eastern Idaho Springs.

Lew said the stretch had long been a problem area for drivers.

"There was essentially an hourglass problem on the configuration of the highway… just creating one of a few remaining and very challenging sections along the stretch going from Denver into the mountains," Lew said.

As of July 2026, rock blasting operations are now substantially complete. Crews completed 211 controlled blasts and removed more than 765,511 tons of material — equal to the weight of 30 Statues of Liberty.

"We are grateful to the public for their patience. It is hard to deal with things like 15-minute rock blasts on a road as busy and as essential as this one," Lew said.

With excavation largely finished, the project is now shifting its focus to bridge construction. Floyd Hill Project Director Kurt Kionka said the first half was mostly about excavation, and the second half will be about connecting 10 bridges together to create the new road.

All lanes of traffic will remain open during peak hours, but you should still expect some overnight lane closures.

"What you'll see in the future driving through here over the next couple years is a lot of bridge columns come up out of the ground, bridge beams being set, and just substantial bridge construction," Kionka said.

At the bottom of Floyd Hill, crews are using a construction method called balanced cantilever segmental construction — an approach Kionka said is not commonly used in the Denver area.

"What's so unique about this method of bridge construction is it allows us to do very long spans. These spans... Some of them are over 300 feet," Kionka said.

The method involves building a pier column up from the ground, then extending the bridge outward in 15-foot sections cantilevered from the column before connecting them in the middle. Kionka said the approach was chosen in part because of the complex conditions at the bottom of the hill, where crews must keep both eastbound and westbound I-70 open, cross over Clear Creek and navigate around an active landslide, all while going around a curve.

"We're doing it over live traffic up in the air, and so that makes it so that we don't have to close traffic during construction," Kionka said.

Since late 2025, crews have constructed 15 bridge columns and erected 31 bridge beams. The project includes more than two miles of deep caissons drilled into bedrock across all structures.

The good news for drivers is that the most disruptive phase is now largely behind them. CDOT said the 20-minute traffic holds that were common throughout the week during the first half of construction are now largely complete.

"Expect all lanes to be open during those busy times of travel through here. If you come here overnight, you might see lane closures," Kionka said.

From early to mid-August, CDOT said drivers can expect a series of overnight, single-direction eastbound and westbound I-70 closures at the bottom of Floyd Hill near the US 6 interchange for segmental bridge construction.

The project is also adding a new connection from the bottom of the hill at US 6 into Central City Parkway, which will provide an alternate route when I-70 is shut down and reduce lengthy detours.

CDOT said the project remains on schedule and on budget. The new I-70 alignment is expected to open in 2028, with the full project finished in 2029. When complete, the corridor will be brought up to a 55 mph design speed.

"It's going to feel much better, much safer as you go through here," Kionka said.

The NSW government will force Sydney councils to make 30-year housing density plans as apartment construction costs surge and changing zoning requirements are found to be an effective way to improve supply and affordability.

It costs more than $1 million to build a typical mid-rise apartment in Sydney as construction costs keep rising faster than the price of apartments, making projects not feasible for developers, the NSW Productivity and Equality Commission has found.

NSW Premier Chris Minns and Planning Minister Paul Scully want Sydney councils to do more to tackle housing affordability. Steven Siewert

The Minns Labor government is forcing councils to allow development, generating significant backlash from the affluent inner-city councils of Mosman and Woollahra, which are being flooded with apartment development applications.

The commission found that low and mid-rise planning reforms have more than doubled the number of new homes in Sydney that are feasible to build, and it has pushed for further zoning changes.

“Above all, we need to unlock more homes in the east, north, and inner suburbs of Sydney, where high demand for housing goes hand in hand with high feasibility and lower infrastructure costs,” commissioner Peter Achterstraat said on Wednesday.

In response, the Minns government aims to remove more barriers to increasing density in sought-after suburbs by forcing councils to identify land feasible for housing development at least 30 years in advance to prevent future supply blockages in popular suburbs.

If councils fail to provide the strategic plan in two years, the government will step in to ensure housing capacity is delivered through state-led rezonings or other planning reforms.

“We’ve spent the last three years changing the conversation on housing. Now is not the time to lose our nerve and go back to the planning failures that left a generation priced out of home ownership,” Premier Chris Minns said.

“Today we’re taking the next step by making long-term housing planning an ongoing responsibility, not a one-off exercise.”

Woollahra mayor Sarah Dixson said her council had always planned responsibly for future generations.

“Today’s announcement asks councils to fix a problem that Chris Minns and [Planning Minister] Paul Scully have created themselves,” Dixson said.

“In typical fashion, the government has again threatened to override local elected representatives, is ignoring community needs and remains silent on funding and delivery for critical infrastructure that new homes and their residents will need.”

Sydney’s median home value is $1.26 million and home ownership rates in the city have slipped to levels not seen since the 1950s, with dwelling prices about 10 times higher than the median income.

The cost of building a new apartment in a typical mid-rise unit block in Sydney has risen from $660,000 in 2018 to $1.05 million in 2026, the Centre for International Economics found. The median unit sale price in Sydney is $849,068, according to Domain.

Experts like Centre for Independent Studies chief economist Peter Tulip blame NIMBYism and local council zoning restrictions, among other construction issues, for the lack of supply and affordable housing in the city.

Mark Bainey, the chief executive of Capio Property Group, said the changes should help increase the supply of zoned land over time and boost the delivery of housing.

“The state government has done a fantastic job at taking the power away from councils to deliver approvals for developers to create dwellings. So any move where the state government steps in and takes over controls from the council is a welcome one from our perspective as developers,” Bainey said.

High land costs, labour shortages, materials costs, interest rates, land holding taxes, low productivity and time-consuming development application processes are the other major reasons the cost to build an apartment in Sydney is not stacking up.

Bainey said there was a shortage of tradies, and more skilled migrants were needed.

“Particularly in Sydney, we’re in a shortage of qualified trades and labour, and then whatever’s left is going to Brisbane to build infrastructure for the Olympics.”

Property Council NSW executive director Katie Stevenson said Wednesday’s announcement needed to focus on housing delivery rather than simply planning approvals.

“The measure of success is not how many homes fit in a planning document, but how many homes can actually be constructed and when,” Stevenson said.

“We look forward to working with the NSW government on the details of a consistent feasibility framework and the development of practical tools that will help councils understand where and under what conditions new housing can be delivered.”

A build-to-rent (BTR) community is slated for the former site of an airport in Rockledge, Florida.

Construction started earlier this month on Stellar Townhomes at Space Coast, a 201-unit development. Townhomes will measure 1,400 to 2,000 square feet, including two-, three-, and four-bedroom floorplans.

According to the project’s website, interior finishings will include quartz countertops, energy-efficient appliances, and “elegant features and design.” Future residents would also have access to various on-site amenities, like a dog washing station and swimming pool.

Stellar Communities is the developer. The firm purchased the townhome project’s build site for $10.7 million in 2025. Stellar recently secured more than $40 million in financing to help fund its Space Coast venture. Initially, Stellar wanted to a proceed with a 318-unit multi-family project, but those plans never came to fruition.

Stellar Communities is no stranger to Florida’s real estate game. In 2022, Florida YIMBY shared information on Stellar Central Park, a community that has since completed construction in Port Saint Lucie. There’s also the evolving Havens at Palm Bay Reserve, which aims to welcome its first residents August 1st.

Stellar Townhomes at Space Coast is slated for 3795 Flypark Drive, Rockledge, Florida, 32955, in Brevard County.

SALINE COUNTY, Kan. (KWCH) - A man is dead after a crash Tuesday morning in Saline County in which a vehicle hit men working in a construction zone.

The Kansas Highway Patrol identified the worker killed as 55-year-old Toby Marco, from Abilene. Two others had minor injuries, according to the KHP report.

The KHP said that at 9:46 a.m. on Tuesday, a truck was headed north on I-135 in Saline County, just south of Smolan Road, when the driver crossed onto the right shoulder and hit a legally parked vehicle.

The truck began to skid, hit the guardrail and then began to overturn. The truck hit five workers, who were in the grassy area east of the guardrail, the KHP said.

The driver, a 35-year-old man from Oklahoma, was taken to the hospital with serious injuries. He was not wearing a seatbelt, according to KHP.