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Foreshadowed in February 2017, Melbourne's bus operating contracts were flagged for review and the government has begun to announce which operators have re-signed on the dotted line.

The Minister for Public Transport, Jacinta Allan, announced on Easter Monday that Ventura, CDC Victoria and Donric have all signed new operating contracts with the government.

The original Spring Street media release made mention of 'the new contracts provide more flexibility to improve and expand services where they are needed most' and that 'the contracts also emphasise on-time running and customer service, to provide passengers with a more professional and realiable service'.

Reports in <a href="https://www.theage.com.au/national/victoria/collision-course-stoush-between-bus-companies-and-government-20180402-p4z7fd">The Age</a> suggest that not all operators find the new terms to their liking with the Bus Association of Victoria's executive director Dr Chris Lowe telling the paper 'bureaucrats have been angling for decades at kicking the operators out.  They just want a situation where three big multi-enterprises are operating the entire Melbourne bus network'.

In a media statement from the 8th of March, the BAV said bus operators have told Spring Street they won't be cooperating with the Government as they want to compulsorily acquire all or part of their assets.

<blockquote>
The Government wants the current model of small to medium-sized family owned bus operators to change to a model whereby there are only a few operators, probably mainly large foreign-owned companies.  

Under the Government's preferred model, the Government (or its nominee) would employ the staff and own the buses and the depots.  Bus services would be managed by either the Government or any other operator.

We are presently witnessing the government owned assets expierment fail in Melbourne. A large multinational enterprise won a tender to operate 30 per cent of Melbourne's bus services five years ago.  

Under that model, complaints have skyrocketed, vehicle roadworhiness has plummeted and on time running has gone through the floor.

The Government must stop listening to economic zealots with theories that do not work in practice.  They need to stick to the current model which has stood the test of time and serves the Victorian public well, and that is with the assets remaning owned and operated by the bus owners.
</blockquote>

<h2>Comment</h2>

Reform is hard, no?

The acerbic media release from the bus association on March 8th has greater context now that some operators have signed on the dotted line for another ten years.  

Aside from the new performance targets that are apparently baked into new agreements (we'll find out when negotiations have been completed), one of the primary indicators of whether buses have been serving the community well are patronage figures.

As The Age reported, bus patronage has been either flatlining and even went backwards a few years ago - all of this in the context of a metropolitan area that has been growing by give or take 100,000 people per annum (and note tram and train patronage has been increasing over the same time).

There's some sympathy for the smaller operators - no-one wants to have their assets acquired by the government, however, to claim the current operating model has stood the test of time is borderline facetious in the context of faltering patronage in an expanding city.

The association and the smaller operators would rightly point out Spring Street and its roads agency VicRoads haven't helped all that much by not pursuing road projects giving buses greater priority on the roads - as one suspects the main culprit of on-time performance degrading would have something to do with increased numbers of cars on the road.

However, why haven't routes been altered and frequencies increased to cater for a growing population?  Some might say the business-as-usual contracts somewhat tie the hands of transport planners &amp; government in this case.

Lead image credit: <a href="https://commons.wikimedia.org/wiki/File:Melbourne_Bus_Link_(5911_AO)_Scania_in_Queen_Street_on_route_216,_2013.JPG">Wikipedia</a>
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Alastair Taylor

Melbourne's new bus operator contracts announced

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In a pre-Easter update, the Level Crossing Removal Authority has posted a swathe of new construction images on its <a href="https://www.facebook.com/pg/levelcrossings/photos/?tab=album&amp;album_id=1524062634335083">Facebook page</a> which, at last, depict a rail line under construction rather than just a whole lot of earthworks underway.

The rails are now physically connected from the end of South Morang station under McDonalds Road and installation of signalling equipment has occurred.  Track laying has been occurring around the new Marymede station and the bridge over the Simon Creek is progressing.

The extension of the South Morang line to Mernda was an election promise for the Andrews Government and the Level Crossing Removal Authority is the responsible entity for its construction.

The Mernda extension project adds three new stations to the line.  They will be called Hawkestowe, Marymede and the new terminus at Mernda.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/south_morang_2_mernda.jpg" rel="gallery-all" title="Mernda's station canopy - image LXRA"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/south_morang_2_mernda.jpg?itok=v-Qpiq7l" title="Mernda's station canopy - image LXRA" width="580"></a>

<figcaption>Mernda's station canopy - image LXRA</figcaption></figure>Hawkestowe and Mernda stations will be elevated and similar in look to the new elevated stations on the Caulfield-Dandenong level crossing removal project.  Marymede station will be situated on the surface.

It's expected the extension of the South Morang line to Mernda will generate an extra 8000 passenger journeys and interestingly a further 2000 car park spaces will be added to the three stations.

With such a lengthy extension of an existing line, a top-up order of trains was required - in the 2016 budget, the government ordered 9 new X'TRapolis trains to be assembled at Alstom's Ballarat facility.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/south_morang_2_stabling.jpg" rel="gallery-all" title="New stabling facilities having tracks laid at Mernda - image: LXRA"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/south_morang_2_stabling.jpg?itok=qgnzF8eT" title="New stabling facilities having tracks laid at Mernda - image: LXRA" width="580"></a>

<figcaption>New stabling facilities having tracks laid at Mernda - image: LXRA</figcaption></figure>Ongoing level crossing removal work on the Hurstbridge line which shares the same track as the South Morang/Mernda line closer to the city will see the removal of another single track choke point which in turn will trigger a new timetable.

X'Trapolis trains generally run on the South Morang, Hurstbrtidge, Lilydale, Belgrave, Glen Waverley, Alamein and now Frankston lines.

The South Morang line, in general, sees an 8 trains-per-hour (TPH) frequency in the weekday peaks and 3TPH in off-peak.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/south_morang_4.jpg" rel="gallery-all" title="Tracks are now connected to the existing terminus at South Morang - image: LXRA"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/south_morang_4.jpg?itok=8CVGbMBC" title="Tracks are now connected to the existing terminus at South Morang - image: LXRA" width="580"></a>

<figcaption>Tracks are now connected to the existing terminus at South Morang - image: LXRA</figcaption></figure> 
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South Morang extension starting to look like a railway line

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This week Laurence sits down with Richard Leonard from Hayball where they talk South Melbourne Primary School, education in denser urban areas and the intersection of mathematics and architecture (true story!).

You might also like to read the text Q&amp;A with Richard from earlier in the week <a href="/news/hayballs-richard-leonard-provides-insight-into-the-south-melbourne-primary-school">here</a>.

Remember to subscribe to the podcast on <a href="https://itunes.apple.com/us/podcast/urban-melbournes-weekly-podcast/id1356864009?mt=2">iTunes</a>.

<iframe allow="autoplay" frameborder="no" height="300" scrolling="no" src="https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/421626834&amp;color=%23ff5500&amp;auto_play=false&amp;hide_related=false&amp;show_comments=true&amp;show_user=true&amp;show_reposts=false&amp;show_teaser=true&amp;visual=true" width="100%"></iframe>
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Weekly Podcast: Episode 8 - Special guest Richard Leonard from Hayball

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Other cities around the world are looking to building more advanced light rail systems as I discussed in <a href="/news/light-rail-might-already-be-popular-but-some-cities-are-taking-it-to-the-next-level">this article</a>.  In the absence, still, of any transport plan for people who don't need to travel to the CBD for work and in the context of the inevitable growth of Melbourne's already decentralised employment centres which at present have minimal non-road public transport access, I'm going to highlight some areas of the city where where cheaper grade-separated light rail might start addressing those needs.

As I outlined in the earlier piece, Dublin has announced early plans to build a new 26km metro line using light rail vehicles in its own right of way with two major underground sections.  Toronto's been building a similar system along it's Eglington Avenue corridor since the start of the decade which is expected to be open by 2021.

They both have the same maximum passenger capacity - 15,000 passengers per direction per hour - and in Toronto's case, the estimate is that by 2031 it will carry 5400 passengers per direction per hour and 60-70% of its operating costs will be covered by fares - (compared to Melbourne's overall system recovering only 20-30% of costs through fares according to a January 2017 report in the AFR).

So what might an underground light rail system, one of a similar length as Dublin or Toronto, look like in Melbourne? 

The world really is our oyster and should the focus of public transport planning ever shift to moving people around the city (literally) or connecting them to jobs in the suburbs, rather than just moving people to and from the centre of the city, corridors like these might just get a look in.

<h2>Inner City Orbital</h2>

The line shown in the map below measures about the same as the Dublin system and has about the same amount of stations.  Did you know that if you work in Richmond/Abbotsford and live somewhere such as Brunswick or Moonee Ponds, your journey on public transport could take almost the same amount of time as someone commuting to the Ringwood, Watergardens, Cheltenham or Dandenong to the city by train?

What's more, a journey around the inner city forces you onto the same services as those people commuting from longer distance for at least one leg of the journey.  Some might sneer or roll their eyes about inner-city dwellers complaining about commutes but is it right that people who live in or near the inner city and don't work in the CBD itself are forced to travel via the CBD? 

The inner city orbital route below would connect with every radial rail route and the majority of the tram network as well as connecting established or emerging inner-city non-CBD job centres like Fishermans Bend, South Melbourne, Cremorne, Abbotsford with the growing and more predominantly residential inner-north.

<iframe frameborder="0" height="480" scrolling="no" src="https://www.google.com/maps/d/embed?mid=1SwNd1WK6x45JzU9tJx0xB_-Z6jmYy3ym" width="100%"></iframe>

<h2>The northern cross-town</h2>

The route on this map is about 5km shorter than the orbital route above but seeks to serve the employment centres in the west and north.  I've only come up with 16 potential sites for stations which includes the terminus and possible location of the maintenance and storage depot in Sunshine, Highpoint, Moonee Ponds, Brunswick, Eastern Thornbury/Preston and Heidelberg.

Much of this route would need to be underground.  There is one exception, depending on local tolerances - the Ballarat Road and Hampshire Road corridors are wide and [obviously cheaper] elevated structures might suffice in this area (remember the aim is to not build more in-street tram lines).

UM commenters have previously made mention this broad corridor (which has featured in articles like this in the past on Apartments.com.au) would solve a medium-long term problem of people trying to get across the Maribyrnong River, and hence I'm rehashing it somewhat and keeping it anchored firmly in the Sunshine-Highpoint-Moonee Ponds corridor.

Depending on the outcome of the planning working being undertaken right now for the La Trobe employment cluster - specifically the public transport plan - this route would also draw people who live to the west of La Trobe closer to it if a frequent bus service eventually runs between Heidelberg and the La Trobe precinct.

<iframe frameborder="0" height="480" scrolling="no" src="https://www.google.com/maps/d/embed?mid=1D4E7qLzDed6Cie_3nppTF6O6x22cw8Qm" width="100%"></iframe>

<h2>The Eastern cross-town</h2>

Springvale Road has run point on moving people north-south through the eastern suburbs for years, Eastlink now does a lot of the heavy lifting and arterials like Stephensons Road and Blackburn Road also do a lot of heavy lifting - for private vehicles and for smart buses in some cases.

Monash, like La Trobe, is another university-centric cluster that will see a lot of employment growth over time - in fact Monash has the highest concentration of jobs outside of Melbourne's CBD (as one commenter has mentioned before - decentralisation of jobs in Melbourne is already here if you look closely enough).

The cat is out of the bag in Box Hill as we have reported on Apartments.com.au on many occasions and this cross-town route would bring not one, not two, but three stations to the station-less Manningham LGA (the only council area in metropolitan Melbourne without a rail station or service).

Westall hosts the southern terminus rather than Clayton or Springvale for two reasons:

<ol>
<li>a maintenance and storage facility would require property acquisition no matter where it would be placed on this line, Westall already has one maintenance facility for metro, this might be a good place to expand and/or adapt the facility for the cross-town line</li>
	<li>Westall will likely be the first 'short-stop' on the new Pakenham/Cranbourne metro line - it seems logical to put an interchange here as between Westall and the city is where the highest frequency of metro services will likely run plus from Westall, the cross-town line alignment traverses the greatest amount of land in the Monash cluster.</li>
</ol>
<iframe frameborder="0" height="480" scrolling="no" src="https://www.google.com/maps/d/embed?mid=1ooHW3ZjMIN1nI_83Sr_drhC0MonHS8OP" width="100%"></iframe>
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Pondering where underground light rail might suit Melbourne

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News from abroad this week surfaced that the Irish capital had elected to use light rail vehicles to operate its new <a href="http://www.metrolink.ie">Metrolink</a> project that would run north-south via Dublin's airport and city centre.

The international rail journal <a href="http://www.railjournal.com/index.php/metros/ireland-reveals-route-for-dublin-metro-line">reports</a> the Dublin project will be 26km in length, have 25 stations (of which 15 are brand new) and include two underground sections.

A consultation round is now underway and the reported price tag - presumably only capital costs - is €3 billion or around $4.85 billion Australian Dollars.

Perhaps the most impressive stat in the various reports in both the Irish and Rail media is that by 2030 the system is expected to be carrying 15,000 passengers per direction per hour with rail vehicles measuring approximately 60m long and running on 2-minute frequencies.

To put that into context, the 96 tram route between St Kilda Beach and East Brunswick operates about 10 trams per hour in peak with each E-Class tram able to carry 210 people, that's about 2,100 passengers per direction per hour.

The real difference when you compare the Dublin proposal to the light rail systems that have popped up in Sydney and the Gold Coast as well as any number of US cities over the past decade is that this Dublin metro will almost entirely be separated from road traffic.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/ttc_subway_map_2023.png" rel="gallery-all" title="Map of existing and proposed/under construction light and heavy rail lines in Toronto. Image: wikipedia"><img alt="" class="image-article-full-width-580px" height="385" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/ttc_subway_map_2023.png?itok=bBoGoFpF" title="Map of existing and proposed/under construction light and heavy rail lines in Toronto. Image: wikipedia" width="580"></a>

<figcaption>Map of existing and proposed/under construction light and heavy rail lines in Toronto. Image: <a href="https://en.wikipedia.org/wiki/Line_5_Eglinton">Wikipedia</a></figcaption></figure>Another city which has gone down this path, to a certain extent, is Toronto with its Eglinton cross-town project.  

It was kicked off in 2010 and encompasses a straight east-west cross-town line that links with three of Toronto's existing (heavy-rail) subway lines over 19km.  The route includes a 10km tunnel and the remainder of the line is on the surface but in its own right of way that has minimal interaction with the existing road network (i.e. level crossings).

In total the project will cost $9.1 billion Canadian Dollars ($9.2 billion Australian Dollars)  - and this is where Canadians just get it right, the public has far better access to cost breakdowns - it's $5.3 billion in capital/construction costs and the remaining portion, $3.8 billion, is what it will cost to operate and maintain the system over a 30 year period.

The Toronto Star <a href="https://www.thestar.com/news/gta/transportation/2015/11/03/91b-crosstown-lrt-mega-contract-comes-in-under-estimates">reported</a> and further broke down the capital costs to show the 10km underground section's 15 new underground stations will cost between $80 million and $100 million each.  Surface stations cost very little in comparison with the Toronto Star reporting it will cost between $3 million and $5 million per stop.

Over a 30-year timeframe, that $3.8 billion cost averages out to be approximately $126 million per year and after fares and other revenue streams are taken into account, the <a href="https://www.thestar.com/news/gta/2016/10/31/report-outlines-steep-costs-of-running-new-toronto-transit-lines">required subsidy from the public purse</a> to operate the line is expected to come in at $39 million per year.  

In other words, somewhere between 60 and 70 percent of the forecast cost to operate the line will be paid for from the farebox.  For comparison's sake, a report in the Australian Financial Review in January 2017 sets Melbourne's current cost recovery from fares at between 20 and 30 percent.

So what might a 26km mostly underground but definitely separated light rail line cover in Melbourne?  I look at that <a href="/news/pondering-where-underground-light-rail-might-suit-melbourne">here</a>.
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Light Rail might already be popular but some cities are taking it to the next level

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The Castle Hill showgrounds in Sydney's north west has gained a boost with a masterplan unveiled recently that would see 20% of the total planned dwellings to be classified as affordable for first-home buyers critical public service workers.

The New South Wales Government finalised the rezoning of the former showgrounds land in December 2017 after a planning process that began in August 2014.

The Castle Hill Showgrounds is playing host to a station on the Sydney Metro north west which is due to begin operations next year.  Showgrounds is one of the NSW Government's<a href="http://www.planning.nsw.gov.au/Plans-for-your-area/Priority-Growth-Areas-and-Precincts/Sydney-Metro-Northwest-Urban-Renewal-Corridor/Showground-Station"> planned precincts and growth areas</a>.

360 of the 3,600 planned dwellings will be offered for sale at below-market rates for first-home buyers and a further 360 dwellings will be offered as rentals attracting below-market rental prices according to Joe Chiha, who was quoted in the <a href="https://www.dailytelegraph.com.au/newslocal/hills-shire-times/parkland-housing-and-retail-bonanza-in-3-billion-showground-masterplan/news-story/1b01ffc03057842873dd2e6f66e68579">Hills Shire Times</a>.

According to <a href="https://www.thehills.nsw.gov.au/News-Publications/Showground-Precinct-Frequently-Asked-Questions">Hills Shire </a><a href="https://www.thehills.nsw.gov.au/News-Publications/Showground-Precinct-Frequently-Asked-Questions">council</a>, after rezoning, the former showgrounds land could yield up to 9000 dwellings however the NSW Government has put a cap of 5000 dwellings on the precinct whilst other infrastructure issues are sorted out.

Schools are cited as one of the primary concerns.  Mirvac recently withdrew a proposal to develop the land <a href="https://www.dailytelegraph.com.au/newslocal/hills-shire-times/mirvac-axes-plans-for-residential-community-in-showground-precinct/news-story/fd49dd15f04b54de88611f779125e21f">citing differences</a> in the planning controls from when they first got involved.

The proponent for the 3,600 dwelling proposal now before council is from a consortium of companies including <a href="https://www.tangarra.com.au/projects/castle-hill/">Tangarra</a> and <a href="https://decodegroup.com.au/">Decode</a>.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/castle_hill_showgrounds2.png" rel="gallery-all" title="Render of proposed 3600 dwelling development at Castle Hill's Showgrounds - image: Tangarra"><img alt="" class="image-article-full-width-580px" height="384" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/castle_hill_showgrounds2.png?itok=AXpHElWf" title="Render of proposed 3600 dwelling development at Castle Hill's Showgrounds - image: Tangarra" width="580"></a>

<figcaption>Render of proposed 3600 dwelling development at Castle Hill's Showgrounds - image: <a href="https://www.tangarra.com.au/projects/castle-hill/">Tangarra</a></figcaption></figure>The new Hills Showground station will be located on Carrington Road near the intersection of Showground Road.  A westerly trip to the next stop up the line will see passengers able to access jobs and facilities located in the Norwest Business park and an easterly trip will deposit passengers at the doorstep of the Castle Towers shopping centre.

When the Sydney Metro North West project becomes operational, the NSW Government often cites the peak frequency of a train every 4 minutes.  As the trains will be driver-less, the Sydney Metro will have a unique ability to rapidly add or remove trains from service to cater for an unforeseen demand at other times without needing to undertake lengthy timetable changes.  

The second phase of the Sydney Metro project is well underway with the NSW Government recently <a href="https://www.sydneymetro.info/article/five-mega-borers-ordered-sydney-metro">ordering 5 new tunnel boring machines</a> in September 2017.
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Castle Hill's showgrounds could give a big boost to affordable housing

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<h2>Comment</h2>

In all the kerfuffle that's been caused by the release of Infrastructure Australia's national priority list yesterday, the citation of the ongoing 'need' to sort out the Eastern Freeway to City link gap is perhaps the most predictable.

It's the cheapest of cheap shots for some segments of the media to try and wedge the state government giving breathing room for the opposition to valiantly wave a few more wet lettuce leaves which in turn will translate into more clicks during the day and eyeballs on the evening news.

The day progressed to the point where the government was able to trudge out its now commonplace complaint about federal government Sydney-centricity.  Content-filling gold for some corners of the Melbourne media.

Yet, it deflects from bald reality - other than the laundry lists of projects the state government can, and would, point to that are underway, no-one really knows what's next.

<h2>What the experts say</h2>

<blockquote>
NSW is far ahead of Victoria in transport planning - even if not ideal, with many unwarranted megaroad projects - with a vision for a dramatically enhanced urban railway network.

The focus on projects rather than plans is indicative of the parlous state of transport planning in Victoria, which doesn't have a transport plan to meet Victoria and Melbourne's needs for the mobility of future generations.

The projects listed [by Infrastructure Australia] are the tip of a massive road-building iceberg that will lock Melburnians into increasingly toll-paying car dependence.

Roads will generate more traffic, needing ever more roads.

More and better public transport and getting freight on to rail, aligned with planning for employment outside the CBD is the only way to solve Melbourne’s future transport needs.
<a href="https://www.rmit.edu.au/news/newsroom/media-releases-and-expert-comments/2018/mar/expert-comment-infrastructure-australia"><cite>Dr Ian Woodcock, RMIT</cite></a>
</blockquote>

We're starting to see a stark contrast between the Liberal NSW State Government and the Labor VIC State Government, as Ian Woodcock points out.  The NSW Government is drunk on road building like... everyone else in Australia, but it is absolutely correct to point out the diverging vision that Macquarie Street is nurturing.

Putting aside juvenile double-decker versus single-deck trains arguments that seem to flare up every now again north of the Murray, the NSW Government has chosen to introduce an entirely new railway platform to Australia for the first time, and they're not squibbing either. 

The first stage of the Sydney Metro will be operational soon and there has been very little delay in getting prepared for the second phase - both of them are refactoring existing infrastructure but for the most part there's a lot of new track kilometres being built as new, and underground, in Sydney.

And now a second entirely separate line is actively being planned.  A new north-south rail line in the outer west of Sydney as well?  It's not hard to see where Sydney's going with such an enormous amount of rail construction and planning going on.

Also of note is this new greenfields railway that will open next year has had multiple years of planning work done so that development is concentrated in most of the new station's precincts - it was reported recently that in one case, 20% of all new dwellings in one master plan would be dedicated to both market affordable housing for purchase and rent.

Granted, Victoria's had to re-learn how to plan for and build new railways for the Metro and Level Crossing removal projects and the Liberal NSW Government had a head start thanks only to the election timings, but we're approaching three and a half years into this term of the Andrews Government and we've seen absolutely zilch on an overarching transport plan for the next 2-3 decades.

I'm sure many transport and city policy-watchers are happy to give Infrastructure Australia the benefit of the doubt; that is, their priority list is 'pure' in the sense that it's only as good as the information provided to the agency.  And it follows that Victoria has less arm-flapping and more planning to do.

Now would be a good time to tell the voting public what Transport for Victoria has been working on.  
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Now would be a good time to release Melbourne's long-term transport plan

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The City of Melbourne at its meeting on Tuesday the 27th of March will be presented with a proposal which forms a significant cog in the wheel of tasks required to expand University Square, as foreshadowed back in <a href="/news/university-square-goes-ultra-green">October 2017</a>.

The <a href="http://www.melbourne.vic.gov.au/about-council/committees-meetings/meeting-archive/MeetingAgendaItemAttachments/810/14524/AGENDA%20ITEM%205.1.pdf">specific proposal</a> to go before the council meeting is to discontinue (close) parts of Leicester Street and all of Barry Street, which form the existing eastern and western boundaries of University Square, to traffic and car parking.

<a href="https://participate.melbourne.vic.gov.au/application/files/6214/8103/0365/University_Square_Master_Plan_-_Part_2_Actions.PDF">University Square's </a><a href="https://participate.melbourne.vic.gov.au/application/files/6214/8103/0365/University_Square_Master_Plan_-_Part_2_Actions.PDF">masterplan</a> was adopted in December 2016 and outlined multiple principles for its expansion however the Melbourne Metro Rail Authority will require the use of the streets during the construction of the Parkville station underneath Grattan Street.

Tree planning gets significant priority as the council estimated many of the elm trees in University square only have 1-5 years worth of useful life expectancy in them - this audit was conducted in 2012 after the millennium drought concluded.

Trees will be progressively replaced so as not all elm trees are removed at once and the replacements will include a diverse mix of deciduous and evergreen trees.  Both native and exotic species will eventually replace the elms in University Square.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/university_square.png" rel="gallery-all" title="MMRA Submission to proposal to continue Barry and Leicester Streets. Image: City of Melbourne"><img alt="" class="image-article-full-width-580px" height="827" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/university_square.png?itok=o1cKycfE" title="MMRA Submission to proposal to continue Barry and Leicester Streets. Image: City of Melbourne" width="580"></a>

<figcaption>MMRA Submission to proposal to continue Barry and Leicester Streets. Image: City of Melbourne</figcaption></figure>Closing Barry Street and Leicester street is necessary to increase available green space yet at the same time, as City of Melbourne has done on other sites, the council will install infrastructure for rainwater harvesting.

The Melbourne Metro Rail Authority (MMRA) made a submission stating the land which Barry Street and Leicester Street occupied will be used during the construction of Parkville Station underneath Grattan Street and subsequently requested that the City of Melbourne not discontinue two small sections of Barry and Leicester Streets which lie to either side of the University Square northern plaza.

Councils have processes which allow them to close streets and if the proposal is adopted by the City of Melbourne, the land not required for the Melbourne Metro project will revert to crown land which will be managed through a council-appointed management committee.

Leicester Street, which is proposed to become a 'road within a park' - narrowing the existing roadway to 5 metres, allowing only northbound traffic and installing new cycle paths - will be the first part of the greenspace's expansion.

Barry Street will be enveloped, and subject to another planning permit process, once the MMRA has completed its work on the Parkville station.

To view the University Square master plan, see the <a href="https://participate.melbourne.vic.gov.au/universitysquare/university-square-master-plan-adopted-future-melbourne-committee">Participate Melbourne website</a>.
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University Square's expansion a step closer

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Now that one of the biggest milestones in the Melbourne Metro Tunnel project has been and gone - placing the order for the tunneling machines - the Melbourne Metro Rail Authority has published information pertaining to other works that will be carried out to transport the Pakenham/Cranbourne and Sunbury lines into one largely operationally independent railway.

It's not quite what Sydney has in store - an entirely separate railway, orphaned from the rest of the rail network - however these railway lines will see more intensive use, over above what they currently handle.

Spring Street regularly uses the same terminology that the NSW Government does in relation to Sydney Metro - turn up and go services, which really just means high frequencies of service - however the Melbourne railway lines will still contend with other services running on the same track, namely V/Line regional services and freight services.

The Victorian Government touts the Melbourne Metro project as one that will see the first transformation of an existing railway to use high capacity signaling that will allow trains to run closer together between Watergardens and Dandenong, and of course, the new fleet of trains - the 'High-Capacity Metro Trains (HCMTs) - will be dedicated to running on the Pakenham/Cranbourne and Sunbury lines.

The Metro Tunnel through the city, the new HCMTs, the high capacity signaling project and the level crossing removals on the Sunbury line between the city and Watergardens and the Pakenham/Cranbourne lines between Caulfield and Dandenong have never been branded as one project but they very much are all the building blocks needed to make the plans the government has for these lines happen.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/works_map.jpg" rel="gallery-all" title="Map outlining the works required for introduction of new services in Melbourne. Image: MMRA"><img alt="" class="image-article-full-width-580px" height="233" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/works_map.jpg?itok=N2tCUBnS" title="Map outlining the works required for introduction of new services in Melbourne. Image: MMRA" width="580"></a>

<figcaption>Map outlining the works required for introduction of new services in Melbourne. Image: MMRA</figcaption></figure>In order to take advantage of the new fleet of trains, platforms between the metro tunnel and Sunbury need to be lengthened to fit the new fleet of 7-car trains - many stations on the eastern side are being rebuilt (level crossing removal project) and/or already have sufficient length to fit the new trains.

Regulars on the Pakenham and Cranbourne lines might have noticed the new stanchions and overall catenary installed progressively in those rail corridors however even more electrical substations will be built - one of the reasons there are currently planning amendments up for public submissions.

The contract to install the new $1billion high capacity signaling contract was awarded in 2017 and a trial of the system before it's rolled out entirely in the sections outlined in the map above will occur on the South Morang line which is rapidly seeing its extension to Mernda conclude its construction phase.

As part of the contract, two new signaling centres will be built - one in Sunshine and one in Dandenong.

Also as part of the works that require the planning scheme amendment, West Footscray station, re-built recently as part of the regional rail link project, will see modifications with the introduction of a 3rd platform that will allow short-run services to 'turn' at West Footscray and travel back through the tunnels into the eastern side of the metro line.

The HCMT project includes a new stabling and maintenance facility in Pakenham East however the planning scheme amendments and map above outline that changes will be made at Watergardens, Sunbury and Calder Park so that the new trains can be stored in those locations as well.

The draft planning scheme amendments are now published and can be seen <a href="http://metrotunnel.vic.gov.au/planning/planning-scheme-amendments/ria-and-rsa-gc96">here</a>.  Submissions close on April 21st 2018.

Lead image credit: Final span for the Poath Road level crossing removal is put in place, image: LXRA.
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Planning Scheme changes for Pakenham/Cranbourne & Sunbury upgrades online

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One year out from the next New South Wales election, the NSW Government has announced that Westmead will feature on the second metro line that at this early stage is having its corridor refined.

Dubbed Sydney Metro West, the aim is to add more passenger capacity between the Sydney CBD and Parramatta with intermediate stops along the line offering connection opportunities.  

Exact travel times are not yet set in stone, given the corridor planning's fluid state, but the Premier of New South Wales, Gladys Berejiklian, said Sydney Metro West will be the fastest journey between the two major centres.

<blockquote>
Sydney Metro West will become the fastest, easiest and most reliable journey between the Sydney and Parramatta CBDs, which could be as little as 20 minutes.

We have been working hand-in-hand with the community on Sydney Metro West and we have taken on board feedback to make it an even greater infrastructure project for greater Western Sydney
<cite>NSW Premier Gladys Berejiklian</cite>
</blockquote>

The Sydney Metro is an operationally-independent railway utilising driverless trainsets with its first phase ('Sydney Metro Northwest') set to enter service in 2019 between Cudgerong Road in Rouse Hill and Chatswood. 

The project's second phase ('Sydney Metro City &amp; Southwest') which involves building a new rail crossing under the harbour and new tunnels running north-south under Sydney's CBD achieved planning approval in January 2017.

The second phase of the metro line will also involve converting a portion of the existing Bankstown line for the exclusive use of new driverless metro trains.

Once both phases of are complete, the railway will be 66km in length and provide rail commuter services from Sydney's outer North West through major nodes on the northern and southern side of the harbour through to Bankstown in Sydney's south-west.

The NSW Government also announced the new Sydney Metro West will have a station either at Concord or North Strathfield in order to allow passengers to interchange between the Northern line and faster Sydney CBD or Parramatta services on the new metro line.  

The Westmead and North Strathfield/Concord statements are on top of the already announced station locations at The Bays precinct, Sydney Olympic Park and still as-yet defined stations in the Sydney CBD and at Parramatta.

Further community consultation will continue as it's expected more station locations will be announced with Camellia/Rydalmere, North Burwood/Five Dock, Kings Bay and Pyrmont mentioned as possible locations.

A map published on the project's website shows potential extensions of the second metro line both eastward and westward.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/syd_metro_west_map.jpg" rel="gallery-all" title="The scope of the first stage of Sydney Metro West - image: Sydney Metro"><img alt="" class="image-article-full-width-580px" height="297" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/syd_metro_west_map.jpg?itok=zwAJ6YAd" title="The scope of the first stage of Sydney Metro West - image: Sydney Metro" width="580"></a>

<figcaption>The scope of the first stage of Sydney Metro West - image: <a href="https://www.sydneymetro.info/west/project-overview">Sydney Metro</a></figcaption></figure>
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NSW government announces Westmead will be a stop on the new Sydney Metro West

Virgate Property Group is preparing to commence construction of Verdé, its new apartment development in Melbourne's Arts Precinct at Southbank, following a strong run of sales that has seen more than half of the project's 173 apartments secured.

Verdé has attracted a broad mix of first home buyers, owner-occupiers upgrading from nearby inner-city suburbs and investors, with younger owner-occupier couples aged between 28 and 45 accounting for the strongest enquiry. Many are already living in Southbank, South Melbourne, Albert Park, Port Melbourne, South Yarra and the CBD.

"Verdé is located in one of the most desirable pockets of southern Melbourne," Blair Property Group Director Darren Blair, who is managing sales at Verdé, said.

"It's within walking distance of the Arts Centre, Royal Botanic Gardens, Albert Park Lake, and Southbank's restaurants and retail. It's a great lifestyle location with strong amenity and liveability, which made it a very attractive choice for the project."

[smartcode_project:default project_id=4661 project_image_fid=372549]

Virgate was already familiar with the precinct, having previously delivered the successful Domain House development in neighbouring South Melbourne. That experience gave the developer confidence to acquire the Coventry Street site and continue expanding its presence in Melbourne's inner south.

"We had been keeping an eye on the site and the broader precinct for a few months before deciding to move forward with the acquisition," Virgate said.

The project was ultimately secured in 2020 following feasibility studies, planning assessments and due diligence, with the brief centred on delivering "a high-quality, considered design that feels both refined and fit for purpose."

[smartcode_project:default project_id=4661 project_image_fid=314259]

Designed by <a href="https://www.apartments.com.au/architects/bruce-henderson-architects">Bruce Henderson Architects</a>, Verdé comprises 173 one, two and three-bedroom apartments priced from $599,000. The architecture is distinguished by a faceted glass façade that responds to both the site's outlook and Melbourne's changing light conditions.

According to Bruce Henderson Architects, the coloured glazing gives the building a distinctive identity while also providing privacy and solar shading, with residences oriented to capture views across the bay, city skyline and surrounding parklands.

Inside, <a href="https://www.apartments.com.au/interior-designers/designoffice">DesignOffice</a> has created interiors focused on natural light, efficient planning and enduring materials. Apartments feature engineered oak flooring, natural stone benchtops, floor-to-ceiling glazing and SMEG appliances, while a restrained material palette aims to complement the expansive outlooks rather than compete with them.

[smartcode_project:default project_id=4661 project_image_fid=372550]

Resident amenity has also been designed around everyday functionality rather than occasional use. Facilities include a concierge-serviced lobby, residents' lounge with fireplace, library and co-working space, gym, terrace garden with barbecue facilities, ground-floor café, and package delivery management.

The project's location continues to be one of its strongest drawcards. Positioned on Coventry Street, Verdé sits within walking distance of the National Gallery of Victoria, Arts Centre Melbourne, Royal Botanic Gardens and Albert Park Lake, while Southbank's dining precinct, Sturt Street trams and the new ANZAC Station are all nearby. The surrounding education catchment also includes Melbourne Grammar, Melbourne Girls Grammar, Mac.Robertson Girls' High School and several major university campuses.

The sales team says buyers have responded particularly well to the combination of location, design quality and long-term liveability.

"They're responding really positively to the quality of the design, premium resident amenities and the uninterrupted views. Many also appreciate the location and how connected it is to everything they need."

The ability to secure stamp duty savings before completion has also been a key factor for purchasers, alongside the opportunity to personalise finishes ahead of settlement.

With construction set to commence soon and more than half the apartments already sold, Verdé enters its next phase as one of the Arts Precinct's more established apartment developments, offering remaining buyers an opportunity to secure a residence before construction advances further. Expected completion is scheduled for late 2027.

[smartcode_project_cta:default project_id=4661]

Joel Robinson

Virgate's Verdé Southbank moves toward construction as sales fly past halfway stage

Downsizer-focused apartment development Kooyongkoot in Hawthorn has been recognised at the 2026 Better Future Melbourne Design Awards, taking home Gold and Silver awards in two categories.

<a href="https://www.apartments.com.au/new-apartments/kooyongkoot-hawthorn-1-kooyongkoot-road-hawthorn-vic-3122">Kooyongkoot</a>, currently being delivered by developer PQD and designed by Cera Stribley, received Gold in the Interior Design – Proposed category and Silver in the Architecture – Proposed category.

The dual recognition reflects the design approach behind the boutique development on prestigious Kooyongkoot Road, where the focus has been on creating homes for downsizers seeking the space, quality and functionality of a detached house within a low-rise apartment building.

Rather than maximising apartment numbers, <a href="https://www.apartments.com.au/developers/pqd">PQD</a> and <a href="https://www.apartments.com.au/architects/cera-stribley-architects">Cera Stribley</a> limited the development to just 18 residences, allowing for larger floorplans, greater privacy, generous landscaping and expansive communal spaces.&nbsp;The majority of the apartments also benefit from corner aspects, allowing for dual sources of natural light.

Now around 70 per cent complete and on track for completion in November 2026, Kooyongkoot will comprise a mix of garden residences, ter​race apartments, sub-penthouses, and is crowned by two half-floor penthouses with direct lift access and private rooftop terraces.

[smartcode_project:default project_id=102717 project_image_fid=355297]

The Silver Award for Architecture recognised the way the building responds to its prominent corner position at the ent​rance to Hawthorn's Scotch Hill precinct, one of Melbourne's most established residential neighbourhoods.

Rather than competing with the grand homes that line Kooyongkoot Road, the architectural approach focused on restraint and longevity, using curved brickwork, generous landscaping and carefully considered proportions to integrate with the existing streetscape.

"The form feels fluid and timeless, as though shaped by the landscape itself – architecture that belongs, rather than competes," said Chris Stribley, Co-Founder and Managing Principal of Cera Stribley.

The judging submission also highlighted practical innovations throughout the building, including lift cores servicing only nine homes each, a central landscaped lightcourt designed to bring daylight and ventilation into the building, and fully enclosed private storage rooms with lighting, power and shelving to better accommodate residents transitioning from larger family homes.

[smartcode_project:default project_id=102717 project_image_fid=355293]

The Gold Award for Interior Design recognised the project's focus on long-term liveability rather than display-home aesthetics.

According to the awards submission, the interiors were designed from the inside out, prioritising how homes would function over decades of daily use through generous proportions, practical storage, durable natural materials and flexible layouts.

The specification includes natural stone throughout, upgraded acoustic glazing, V-ZUG appliances and fully enclosed storage rooms, alongside an amenity offering focused on wellness, entertainment and everyday convenience.&nbsp;

Residents will have access to a gym and yoga studio, a wellness centre featuring traditional and infrared saunas, a cold therapy shower and treatment room, as well as a residents' lounge and golf simulator/cinema room for entertainment.&nbsp;Kooyongkoot has also considered the everyday convenience of its residents by offering a private carwash and pet wash facilities on site as well as dedicated parcel lockers and oversized fully enclosed storage rooms.&nbsp;

[smartcode_project:default project_id=102717 project_image_fid=355303]

The project's attention to detail has already resonated with buyers. Earlier this year, Kooyongkoot recorded one of Boroondara's highest apartment sales when an $8 million penthouse was purchased by a Melbourne CEO downsizing from a nearby family home.

"Every detail feels deliberate, from the overall design down to the smallest touches," the purchaser said.

"The level of quality and refinement is exceptional, but what really sold it was how liveable it felt... It felt like a place where everything had been considered, not just a luxury building."

[smartcode_project:default project_id=102717 project_image_fid=355304]

Sustainability also formed a key part of both award submissions. Kooyongkoot is targeting a minimum 7.5-star NatHERS rating across all residences, supported by passive design principles, high-performance glazing, EV charging infrastructure, water reuse systems and a wellness model focused on lower-energy dry facilities rather than pools and large wet areas.

Located within walking distance of Scotch College, Methodist Ladies' College, Koo​yong Lawn Tennis Club, Aubur​n Village and Camberwell Junction, Kooyongkoot continues to target owner-occupiers looking to remain in Melbourne's inner east without compromising on space or quality. A limited selection of two, three and four-bedroom residences remains available, with prices starting from $1.9 million.

[smartcode_project_cta:default project_id=102717]

Kooyongkoot wins Gold and Silver at Better Future Melbourne Design Awards

New apartment supply has become increasingly constrained across <a href="https://www.apartments.com.au/developments/parramatta-nsw-2150">Parramatta</a> in recent years, with fewer projects progressing through to completion as development conditions have become more challenging.

It makes <a href="https://www.apartments.com.au/developers/novm">NOVM</a>'s 2021-completed <a href="https://www.apartments.com.au/buildings/the-lennox-parramatta-12-phillip-street-parramatta-nsw-2150">The Lennox</a> one of the most recently completed residential towers on the Parramatta River, and among the newest apartment developments in Sydney's second CBD.

With the project largely completed before the sharp escalation in construction costs and inflation following the pandemic, The Lennox is now offering pricing that would be difficult to replicate in a comparable new development in Parramatta today, or across much of Western Sydney.

The majority of the 413 apartments at The Lennox sold before and shortly after completion. A limited release of the remaining apartments has recently been brought to market by capital partner <a href="https://www.apartments.com.au/project-marketer/equitifund-group">Equitifund</a>, with entry-level pricing from $700,000 and two-bedroom apartments available from under $1 million.

Rising above the Parramatta River at 12 Phillip Street, The Lennox comprises one, two, three and four-bedroom apartments, appealing to first home buyers, young professionals, families, downsizers and interstate investors seeking a completed apartment in one of Australia's fastest-growing economic centres.

[smartcode_project:default project_id=5743 project_image_fid=372394]

Rather than positioning Parramatta as an alternative to Sydney's CBD, Equitifund believes the city has reached a point where it stands on its own merits.

"Parramatta is no longer simply an alternative to Sydney CBD, it's becoming a destination in its own right," Equitifund Executive Chairman Greg Huxley said.

"The Lennox captures that evolution with a level of quality and amenity that's difficult to match at its price point."

[smartcode_project:default project_id=5743 project_image_fid=953]

Designed by <a href="https://www.apartments.com.au/architects/marchese-partners">Marchese Partners</a>, the tower responds directly to its riverfront setting through expansive glazing and open-plan layouts that maximise views across the Parramatta River and city skyline. Interiors feature engineered timber flooring, stone benchtops, stainless steel appliances and floor-to-ceiling glazing, while generous balconies extend the living spaces outdoors.

Marchese Partners says the project was conceived to balance high-quality apartment living with practical, long-term functionality, pairing larger, efficient floorplans with amenities more commonly associated with five-star hotels.

That emphasis continues through the resident facilities, which include a 20-metre rooftop swimming pool, fully equipped gym and wellness spaces, full-time concierge, a residents' lounge, function room, private lifts, secure basement parking and rooftop communal areas overlooking the Parramatta River. Ground-floor boardwalk retail and dining further activate the riverfront and integrate the building into the surrounding public realm.

[smartcode_project:default project_id=5743 project_image_fid=925]

Australian housing and finance group Equitifund has secured the remaining apartments, believing there are few completed apartment opportunities in Parramatta that offer the same combination of location, amenity and pricing.

Equitifund National Sales Director Ben Hamblett says buyers are increasingly recognising that premium apartment living no longer needs to come with Sydney CBD pricing.

"The Lennox is where aspirational living becomes attainable," Hamblett said.

"Wake to river and mountain views, step into Sydney's Second CBD, and arrive home to resort-calibre amenities, all without the harbour price tag."

Hamblett says owner-occupiers are also attracted by the convenience of having Westfield Parramatta, Church Street's dining precinct, Parramatta Park, Riverside Theatres, Western Sydney University and major transport connections all within walking distance.

"At The Lennox, lifestyle is not an afterthought, it is the foundation."

[smartcode_project:default project_id=5743 project_image_fid=5374]

The Lennox places residents within walking distance of Parramatta Square, Westfield Parramatta, Church Street Eat Street, Parramatta Station, the ferry wharf, Light Rail, the future Sydney Metro West, Parramatta Park and CommBank Stadium, reinforcing Parramatta's position as one of Australia's most connected metropolitan centres outside Sydney's CBD.

Equitifund says buyers visiting the display suite consistently comment on the quality of the finishes, generous floorplans, river and skyline views, and the walkability of the location. The project has attracted a broad mix of local professionals, upsizers, downsizers, buyers relocating from Sydney's inner suburbs and interstate investors seeking long-term growth opportunities.

That demand aligns with Parramatta's continued evolution as an economic powerhouse. Equitifund Research and Market Insights specialist John Bekiaris says sustained population growth, infrastructure investment and expanding employment opportunities continue to support long-term housing demand across the city.

"Parramatta has evolved from a satellite city into one of Australia's most important economic centres. Population growth, infrastructure investment and employment are all supporting sustained long-term housing demand."

[smartcode_project_cta:default project_id=5743]

The apartment price gap drawing Sydney buyers west

A luxury beachfront apartment at Rainbow Bay has more than doubled in value since it sold off the plan six years ago, setting a new local apartment record in the process.

The three-bedroom apartment in the Flow development on Petrie Street, the first of four new projects locally by Paul Gedoun's S&amp;S Projects, has sold for $7.4 million, after originally selling for $3.27 million when the project launched in 2020.

The seventh-floor apartment, comprising 187 sqm of internal living space and a 54 sqm balcony overlooking Froggies Beach and Snapper Rocks, was purchased by a local family.

The transaction was negotiated by Pezet Matheson director Kerry Pezet and equates to more than $30,000 per sqm.

Pezet said the sale reflected the limited opportunities to buy into the boutique beachfront development.

"The sale highlights the rarity of opportunities within the boutique beachfront development, where residences seldom become available," Pezet said.

"Flow is one of the Gold Coast's most tightly held buildings. Buyers from our database move quickly when residences become available, and achieving an off-market sale at $7.4 million demonstrates the depth of demand for property of this calibre."

<img alt="Flow" data-entity-type="file" data-entity-uuid="c585b206-2130-4eee-a50c-3f27c51a7c70" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-06%20at%208.33.25%E2%80%AFPM.png?VersionId=m3pHRDV62Y3fvN.XQuQHq.52ilTWpRLf" />

Flow was the first of four luxury apartment developments delivered by Paul Gedoun's S&amp;S Projects at Rainbow Bay and was completed in 2023.

Positioned on the beachfront overlooking Snapper Rocks, the residence includes three bedrooms, three bathrooms, a powder room and views stretching north along the coastline towards Surfers Paradise.

Pezet Matheson Residential principal Mitchell Lambert said buyers continued to prioritise quality beachfront apartments in tightly held locations.

"Flow Residences offers a rare combination of elevated beachfront positioning, architectural excellence, comprehensive resident amenity and premium finishes, which is exactly what discerning purchasers are seeking," Lambert said.

"The transaction further reinforces Rainbow Bay's reputation as one of Australia's premier coastal lifestyle destinations, where limited supply and growing demand continue to support strong market performance."

Pezet Matheson originally marketed and sold out Flow off the plan, making the latest transaction a return to one of the project's original buyers.

Paul Gedoun is selling his third project, <a href="https://www.apartments.com.au/new-apartments/radia-rainbow-bay-271-boundary-street-coolangatta-qld-4225">Radia Rainbow Bay</a>, after recently completing, and selling out, <a href="https://www.apartments.com.au/buildings/esprit-217-227-boundary-street-coolangatta-qld-4225">Esprit</a>. He has plans for a <a href="https://www.apartments.com.au/news/qld/first-look-s-s-projects-proposes-88-apartment-wellness-tower-at-coolangattas-boundary-street">fourth building</a>, 88 apartments on <a href="https://www.apartments.com.au/new-apartments/209-213-boundary-street-coolangatta-qld-4225">Boundary Street</a>.

Rainbow Bay apartment doubles in price since off the plan sale during pandemic

The long-planned transformation of Brisbane's historic Shafston Estate has taken another major step, with Capella Hotel Group announced as the luxury hospitality partner behind what will become Brisbane's first branded residences.

The project, to be known as Capella Residences Brisbane, is being delivered by Verso Projects at the landmark Kangaroo Point riverfront estate, with completion targeted for 2029.

The announcement follows a series of planning changes to the project over recent years. The site was originally approved in 2023 for a 15-level, 37-apartment development designed by Rothelowman for Burgundy Group before Verso Projects took over the 10,070 sqm riverfront holding and lodged revised plans with Kerry Hill Architects to increase the development to a 25-level tower with 51 apartments.

The latest announcement confirms Capella Hotel Group will bring its branded residential offering to the project, marking just the second Capella Residences development globally after Seoul, and the group's first branded residential project in Australia.

The <a href="https://www.apartments.com.au/new-apartments/23-castlebar-street-kangaroo-point-qld-4169">Castlebar Street development</a> will centre around the restoration of the heritage-listed Shafston House, one of Brisbane's oldest residences, originally constructed in 1851 by Reverend Robert Creyke as a single-storey cottage known as Ravenscott.

<img alt="Capella" data-entity-type="file" data-entity-uuid="2b9f4ce5-638f-4d6b-8082-3ca7e4b75fca" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-09%20at%207.20.41%E2%80%AFAM.png?VersionId=f7aeqsW_DzOJI4FymWb3lD8NptSfsP7q" />

Capella said the project aligns with its focus on heritage-led developments, with the Brisbane estate combining the restored historic residence with a new luxury apartment tower and hospitality-inspired resident amenities.

Residents will have access to the Capella Living Room, a concierge-led communal space inspired by the group's luxury hotels, alongside landscaped gardens, six swimming pools, wellness and recreation facilities.

The broader estate will also include two riverfront homes, a six-berth private marina, porte cochère arrival experience, secure basement parking and a new section of public riverwalk along the Brisbane River frontage.

The heritage Postal Depot Building will also be retained and repurposed as a guest house, in line with the revised development plans.

The project represents another evolution for the site, which Kerry Hill Architects previously described as a rare opportunity to restore one of Brisbane's most significant heritage estates while creating a new benchmark for apartment living.

"The Shafston Estate provides a once-in-a-generation opportunity to restore one of Brisbane's finest heritage precincts and to reinstate residential use as a unique site perched on the edge of Kangaroo Point," Kerry Hill Architects said in its Urban Context Report accompanying the planning submission.

"The project will celebrate excellence in sub-tropical residential design, setting a new benchmark for vertical living in Brisbane."

Verso Projects, which now has an $8.5 billion development pipeline spanning more than 6,000 dwellings across apartments, townhouses, retail and commercial projects, said the partnership with Capella would elevate the development beyond a traditional residential project.

"We feel honoured to be restoring Shafston Estate to its former glory, elevating it to new heights of luxury and excellence underpinned by Capella's distinctive service ethos and design philosophy, and making it a standout landmark in Brisbane," Verso Projects CEO Steve Laffey said.

"By partnering with Capella, globally recognised for its refined approach to luxury hospitality and deep respect for cultural and historical context, we will elevate this project beyond a residential offering into a world-class destination."

Capella Hotel Group President Roland Fasel said Brisbane's emergence as a global city made it the right location for the company's Australian residential debut.

"Brisbane is a city on the cusp of something remarkable, and Capella Residences is our commitment to being part of that story," Fasel said.

"The Capella residential experience is more than luxury. It is about a sense of belonging to a place with deep meaning."

Private appointments have now opened for the project, with a display suite expected to open in late 2026 ahead of the planned 2029 completion.

Alastair Taylor

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