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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

Around 400 additional homes could be built at Southwark Grounds on Port Road, lifting total site capacity from 1300 to around 1700 dwellings.

A recently approved code amendment would allow apartment towers of up to 14 storeys in some areas of Renewal SA’s redevelopment of the former West End Brewery.

Renewal SA Acting Chief Executive Shane Wingard said he welcomed the code amendment, with the increase in heights and homes making a positive impact on the supply of high-quality, well-connected housing close to the city.

“By going higher across some parts of Southwark Grounds, we are adding a substantial number of very well-located homes with little impact on project delivery time or planned open space,” Mr Wingard said.

Since the project officially launched in 2025, Mr Wingard said more than 12,000 enquiries had been received about living at Southwark Grounds.

“The very strong early interest we’ve seen since homes were first released in the precinct reinforces our plans to create more housing opportunities,” he said.

The Southwark Grounds code amendment was launched in December last year, with community engagement undertaken over five weeks from January.

It proposed increasing maximum building heights from eight to 14 storeys on the eastern section of Southwark Grounds, and to 12 storeys across the remainder of the site, with minimum building heights ranging from two to four storeys.

The code amendment was implemented through an Early Commencement policy in late January, allowing developers to quickly explore the viability of increased height and housing yield while other planning processes continue.

One of the first developers delivering apartment sites have already finalised redesigns to increase the number of apartments following the code amendment.

Samaras’ development adjacent to the future Colonel Light Park is now planning to deliver 125 apartments across 11 storeys, significantly greater than original plans of around 50 apartments across four storeys.

The developer is also exploring the potential for additional affordable housing outcomes.

Most of the apartments at Southwark Grounds will be delivered within a master-planned precinct on a large parcel of land on the eastern portion of the site, covering around two-thirds of its 8.4 hectares.

Wingard said detailed precinct planning over the coming months may identify further opportunities to increase yield further that could see total apartment numbers at Southwark Grounds, exceed this number.

Affordable homes at Southwark Grounds will also see a net increase, with Renewal SA maintaining its commitment to a minimum of 20 per cent affordable housing across the development.

&nbsp;

&nbsp;

Civil works have begun across the site, with construction under way on the first new roads surrounding a townhouse precinct in the south‑west corner of Southwark Grounds. This includes Renewal SA’s 17 Founder’s Row homes, which are on track for completion by Christmas.

“We expect to have people living at Southwark Grounds by the end of the year, so delivering roads and public spaces for those residents is among our highest priorities.”

Construction of 40 townhouses off Anderson Street, known as West Village and being delivered by Contour, is forecast to begin in mid‑2026. Kolabb’s Anderson Lane development will follow shortly after, delivering a further 26 townhouses.

Southwark Grounds is a state government‑led urban renewal project now set to deliver around 1,700 homes over the next decade.

Homes will be supported by a supermarket, a range of retail and hospitality offerings anchored by a revitalised Walkerville Brew Tower, a childcare centre, car parking and well‑connected public spaces.

Joel Robinson

400 new homes planned for Adelaide's former West End Brewery site

Brisbane developer&nbsp;<a href="https://www.apartments.com.au/developers/cavcorp">Cavcorp</a> has lodged plans for a new mixed-use residential development at <a href="https://www.apartments.com.au/new-apartments/55-wyandra-street-teneriffe-qld-4005">55 Wyandra Street</a>, Teneriffe, anchored by an 85-metre public laneway designed to reconnect the suburb’s riverfront with the Gasworks precinct.

The buildings, known as Teneriffe House and Teneriffe Lane, would replace the existing Queensland Cotton head office site with a 15-storey residential tower transitioning to eight storeys toward Helen Street. The project has been designed by Plazibat Architects and lodged as a code assessable development application for 93 apartments across a 3,401 sqm mixed-use site within the Newstead and Teneriffe Waterfront neighbourhood plan.

Central to the scheme is the transformation of an existing service easement into a publicly accessible cross-block connection linking Wyandra and Helen Streets. Cavcorp says the new laneway will act as both a pedestrian shortcut and a landscaped civic space between the Teneriffe Riverwalk, ferry terminal, and Gasworks precinct.

<img alt="First Look: Cavcorp unveils Teneriffe House and Teneriffe Lane plans for landmark wellness tower in Teneriffe" data-entity-type="file" data-entity-uuid="26e7f058-b065-4de8-b13d-a2b8cb64dfcc" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/bldg.png?VersionId=sELS0ZKYi361oYipUa1BIKfe_.DLZoFV" />

“The revised proposal delivers a legacy public-realm cross-block link, permanently secured for community use, transforming an existing private easement into a safe, high-quality pedestrian connection between the Teneriffe heritage riverwalk and the Gasworks–Long Island precinct,” the planning report states.

The laneway will sit beneath a large subtropical loggia integrated into the podium levels of the development. The design incorporates deep landscaping, water gardens, lobby spaces, business lounges, and ground-floor apartments to create what Cavcorp describes as a climate-responsive “urban verandah.”

The tower itself has been designed as a slender form with recessed floorplates and curved translucent corners inspired by contemporary Japanese architecture. The building height aligns with the Commercial Road precinct controls, which permit towers up to 15 storeys within proximity to Longland Street.

<img alt="First Look: Cavcorp unveils Teneriffe House and Teneriffe Lane plans for landmark wellness tower in Teneriffe" data-entity-type="file" data-entity-uuid="a8a17d40-43b6-4718-b3fd-67676fcbb485" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/pers%202_1.png?VersionId=i3VwDtp5AmL_8InW7w4qRbDFEpb744Jt" />

The project will comprise a mix of larger-format apartments aimed at owner-occupiers, downsizers, and families. The proposed apartment mix includes 11 loggia apartments across the lower levels, 50 four-bedroom Sky-Terrace apartments from levels three to seven, and 32 Sky-Pool Homes occupying the upper tower levels. The Sky-Pool Homes will feature private thermal plunge pools integrated into oversized balconies.

According to the application, the apartments are intended to reinterpret the scale and character of Teneriffe’s woolstore conversions and Queensland homes within a vertical residential format.

“The sky-pool homes build on Cavcorp’s previous projects and introduce a distinct apartment typology to Teneriffe, informed by both local and international precedent and responding to an identified market demand for enhanced safety, space and amenity,” the planning submission notes.

A major focus of the proposal is its five-level wellness and lifestyle offering, extending from the basement through to the rooftop.

Amenities proposed include a rooftop Swim &amp; Racquet Club with a 25-metre Olympic lap pool and tennis court, coworking spaces and libraries, golf simulators, wine storage, concierge facilities, business lounges, pet wash areas, and rooftop longevity-focused wellness spaces with spas, outdoor fitness zones, and landscaped terraces.

<img alt="First Look: Cavcorp unveils Teneriffe House and Teneriffe Lane plans for landmark wellness tower in Teneriffe" data-entity-type="file" data-entity-uuid="944b352c-49b9-4247-a4c6-5967b4b69fda" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/amenity.png?VersionId=Ed_qKjAtMwFT.5gfl3jiA9QwdWxSMsaX" />

All parking will be concealed within basement levels accessed from Wyandra and Helen Streets. Cavcorp says the deep-basement engineering approach allows the entire ground plane to prioritise landscaping, pedestrian movement, and active frontage rather than vehicle infrastructure.

The development continues Cavcorp’s concentration in Newstead and Teneriffe, where the Brisbane developer has delivered a number of apartment projects including Lucent, Le Bain, and Luminare, as well as the Long Island Wellness Precinct nearby. Several of those projects have received national design and architecture awards, including recognition under Brisbane’s “Buildings that Breathe” program.

Cavcorp unveils wellness-focused Teneriffe House and Teneriffe Lane apartment buildings

Focus Group Investments has lodged plans for a new apartment development at <a href="https://www.apartments.com.au/new-apartments/64-70-hanover-street-fitzroy-vic-3065">64–70 Hanover Street</a> in Fitzroy, seeking to utilise the Victorian Government’s recently introduced Great Design Fast Track pathway to accelerate approvals for the project.

The proposal is among the latest developments to emerge through the state-led initiative, which was established to fast-track well-designed residential projects in activity centres and transport-connected inner-city locations. The pathway allows qualifying developments that meet elevated design and housing benchmarks to bypass traditional council planning timeframes and instead be assessed directly by the Department of Transport and Planning.

Designed by SJB, the development will comprise a mix of apartments above activated lower levels, with a strong focus on architectural articulation, landscaping, and communal amenity. The design response seeks to balance the industrial character of Richmond’s former warehouse precincts with a more contemporary residential form.

<img alt="First look: Focus Group Investments taps Victoria’s Great Design Fast Track for Richmond apartments" data-entity-type="file" data-entity-uuid="abea51cc-d85b-479e-9aef-a589f3b37ca7" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/ground.png?VersionId=e1Kf8EyPWwyiVumtqQ4rM5S4GpOR3CCz" />

Proposed are 63 new dwellings, a wide ranging mix of studio, one-, two-, and three-bedroom apartments, and townhouses and duplexes. They will be spread across a part-three, part-eight storey building.

The Planning and Urban Context Report by Tract says the development is of an "exemplary architectural standard" and has been carefully crafted by SJB Architects.

"Dwellings&nbsp;will benefit from excellent access to natural light, cross-ventilation opportunities and extensive communal space," the report noted.

The architectural material highlights the project’s integration of landscaped elements and communal spaces throughout the building. The proposal also incorporates sustainability initiatives aligned with the Victorian Government’s push for higher-performing apartment developments under the fast-track program.

The Great Design Fast Track was unveiled by the Victorian Government in 2024 as part of a broader housing supply strategy aimed at accelerating the delivery of new homes. Projects assessed through the pathway must demonstrate high-quality architecture, sustainability outcomes, and housing diversity while being located close to public transport and existing infrastructure.

<img alt="First look: Focus Group Investments taps Victoria’s Great Design Fast Track for Richmond apartments" data-entity-type="file" data-entity-uuid="afdbe834-8dc4-4a77-a943-ba07bc927348" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/site_11.png?VersionId=0J657j.TaChAZfp93wqJYBTqSsnREJx2" />

Focus Group, founder and led by Paul De Lutiis, is increasingly active across Melbourne’s inner suburbs, targeting well-connected urban renewal locations suited to medium and higher-density residential development. The Fitzroy proposal continues that strategy, leveraging the area’s strong transport links, established retail amenity, and proximity to the CBD.

Fitzroy has been one of the most popular spots for developers and buyers in recent years. The likes of PACE Development Group, SMA Projects, Crema Group and Chapter Group, currently selling projects in the suburb.

First look: Focus Group Investments taps Victoria’s Great Design Fast Track for Fitzroy apartments

The Gold Coast Planning Committee has supported the preliminary approval for the Benowa Gardens Urban Village project following an extensive community consultation and assessment process.

The proposal will now proceed to a full council vote on June 2.

The application sought approval for a masterplanned urban village on the existing Benowa Gardens Shopping Centre site, combining new housing, retail, dining, health and lifestyle amenities within a walkable, integrated precinct.&nbsp;

The proposed redevelopment includes around 413 apartments integrated above a revitalised mixed-use centre featuring a full-line supermarket of 4,000 sqm, 6,000 sqm of specialty retail and dining space across around 30 retailers, a 7,000 sqm health and wellness precinct, and roughly 9,630 sqm of office and medical suites.&nbsp;

<img alt="$1b Benowa Gardens Urban Village moves to Full Council following Planning Committee support" data-entity-type="file" data-entity-uuid="fb36ae47-80bc-45f0-9914-31b0c7b6007d" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/PR26576%20Ashmore%20Road%20C4%201121%20FI.jpg?VersionId=6mRKk2uU4r67TmTt39DKGUlvFRbTVqWa" />

The broader masterplan also includes very significant traffic and transport improvements, wide pedestrian walkways, upgraded pedestrian and cycle connections, and enhanced public areas designed to create a more connected and walkable community environment.&nbsp;

Centre owner Patrick Lu said the milestone reflected months of detailed planning, technical assessment and ongoing communication with local residents, businesses, schools and stakeholders.

“We appreciate the time, consideration and care Council officers and the Planning Committee have given this proposal throughout the assessment process,” Lu said.

“We also sincerely thank the local community for engaging with us, sharing feedback and participating in the consultation process over many months.

<img alt="$1b Benowa Gardens Urban Village moves to Full Council following Planning Committee support" data-entity-type="file" data-entity-uuid="32fd1fc3-d0e6-485f-ac57-9916c9bcb818" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/PR26576%20Ashmore%20Road%20C5%201121%20FI_2.jpg?VersionId=fz8qQKDBLQ7MyFRc856Zccfbh9nFwLOe" />

“We understand projects of this scale bring questions and concerns, which is why we have worked hard to listen carefully, provide information transparently and continue refining elements of the proposal where possible.

“Our vision has always been to create a well-designed, community-focused urban village that responds to the changing needs of the Gold Coast, while delivering improved amenity, housing diversity, healthcare access and local lifestyle benefits.

“This proposal is about creating a genuine live-work-play environment where residents can access everyday services, schools, healthcare, dining, shopping and green space within walking distance, while also supporting local jobs and economic activity.”

<img alt="$1b Benowa Gardens Urban Village moves to Full Council following Planning Committee support" data-entity-type="file" data-entity-uuid="50dfbd04-590e-4fc6-983b-766880947867" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Dining%20Day%20Time%20-%20High%20Resolution.jpg?VersionId=BP7ZoKJ0DdL_8iRkkC8VVx99moICV6kg" />

Lu said the proposal had evolved significantly through consultation and technical review, particularly around traffic, pedestrian and student safety and neighbourhood connectivity.&nbsp;

Melissa Griffin, Director at Urbis, said the recommendation recognised the strategic importance of delivering more housing and services within established urban areas already supported by infrastructure.

“This proposal represents the type of thoughtful, integrated growth that planning frameworks across South-East Queensland are encouraging,” Ms Griffin said.

“The project seeks to place housing, retail, healthcare and employment opportunities together in a highly accessible location close to schools, transport and existing services.

“Importantly, the process has involved significant technical assessment and community engagement to ensure local issues and feedback were properly considered throughout the planning pathway.”

$1 billion Benowa Gardens Urban Village heads to council vote following Planning Committee support

Surfers Paradise is officially set for its first new residential development with a 45-storey skybridge connecting the two towers.

John Camilleri’s Celestino Developments has been given the green light by the Gold Coast City Council to develop its major beachfront precinct across its huge 4,000 sqm oceanfront site at <a href="https://www.apartments.com.au/new-apartments/63-79-garfield-terrace-surfers-paradise-qld-4217">63–79 Garfield Terrace</a>, just five months after its <a href="https://www.apartments.com.au/news/qld/first-look-exclusive-billionaire-winx-breeder-s-bold-two-tower-surfers-paradise-play-with-45th-storey-skybridge">submission in late 2025</a>.

The approved scheme will deliver two towers rising 55 and 48 storeys, connected by a skybridge positioned on level 45 that will house a range of resident-only wellness and entertainment spaces.

In its notice of approval, the Gold Coast City Council said the&nbsp;proposed overall built form has been designed to complement the scale, intensity and protect the adjacent amenity and surrounding streets through the use of varied setbacks, site cover and architectural elements.

<img alt="First look exclusive: Billionaire Winx breeder’s bold two-tower Surfers Paradise play with 45th-storey skybridge" data-entity-type="" data-entity-uuid="" src="https://res.cloudinary.com/dz9xllyip/image/fetch/f_auto,c_limit,w_1440,q_75/https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/field/image/Screenshot%202025-12-30%20at%209.53.48%E2%80%AFAM.png?VersionId=ADyPJ_TFbJvSU9wZFOiCBnlPtgF7VWqW" />

Designed by <a href="https://www.apartments.com.au/architects/dbi">DBI</a>, the development will comprise 275 apartments across the two towers, including a mix of two-, three-, and four-bedroom residences, as well as several penthouses. The apartments will sit above a landscaped podium featuring more than 90 metres of beachfront pool frontage, private resident lawns, lounges, and wellness spaces.

DBI said the design draws heavily from the movement and form of the coastal environment, with curving balcony lines and sculpted façades intended to soften the scale of the towers while maximising ocean outlooks and passive shading outcomes.

“The project occupies a rare, uninterrupted oceanfront site and has been shaped by a design philosophy that merges architectural elegance with environmental responsiveness and a carefully curated lifestyle experience,” DBI said in planning documents submitted to the Gold Coast City Council.

The most distinctive element of the approved project is the skybridge linking the two towers at level 45. The elevated communal space is planned to include executive lounges, formal dining areas, wellness facilities, and panoramic ocean-facing outlooks.

“The skybridge enhances the identity of the development, promotes social interaction, and delivers a lifestyle experience not found elsewhere on the Gold Coast,” DBI said.

At podium level, residents will have access to a suite of resort-style amenities, including resident lounges, private dining rooms, a yoga lawn, gymnasium, plunge pools, and treatment spaces. The beachfront pool has been designed with separate lap, lounge, and children’s areas extending across the width of the site.

The project will also introduce new food and beverage offerings along the Enderley Avenue and Oceanway frontages, contributing additional activation to the beachfront precinct.

Alastair Taylor

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