<html><body>
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>
</body></html>

Alastair Taylor

Melbourne's new bus operator contracts announced

<html><body>
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> 
</body></html>

South Morang extension starting to look like a railway line

<html><body>
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>
</body></html>

Weekly Podcast: Episode 8 - Special guest Richard Leonard from Hayball

<html><body>
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>
</body></html>

Pondering where underground light rail might suit Melbourne

<html><body>
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>.
</body></html>

Light Rail might already be popular but some cities are taking it to the next level

<html><body>
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.
</body></html>

Castle Hill's showgrounds could give a big boost to affordable housing

<html><body>
<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.  
</body></html>

Now would be a good time to release Melbourne's long-term transport plan

<html><body>
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>.
</body></html>

University Square's expansion a step closer

<html><body>
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.
</body></html>

Planning Scheme changes for Pakenham/Cranbourne & Sunbury upgrades online

<html><body>
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>
</body></html>

NSW government announces Westmead will be a stop on the new Sydney Metro West

Property developer One Living, backed by former Macquarie banker turned investment manager Chris Green’s investment firm, has unveiled plans to bring more institutional capital into housing to help address the national supply crisis.

The New York-based investor has focused his firm, GreenPoint Partners, on addressing the supply shortage hitting middle market housing in Australia.

It is backing the new One Living business to develop more than 1000 units along the eastern seaboard. The new firm is starting with a development on Mona Vale Road, on the border of Mona Vale and Pymble, in Sydney’s Northern Beaches, with around 140 apartments planned. They are eyeing off more sites across the city.

With cost pressures rising in the industry, One Living’s model is to be a vertically integrated developer-builder, so it can respond directly to the housing gap by removing the cost inefficiencies embedded in traditional residential delivery.

“We are building a platform designed to operate at scale and starting in a market where there’s a clear need for quality, attainable housing,” One Living joint managing director Joseph Scuderi said.

“It’s that missing middle – it’s that attainable end of housing… that’s what most Australians invest into and what Australians can actually afford.”

<img alt="Mona Vale" data-entity-type="file" data-entity-uuid="798dfa93-4941-4db6-a696-31e9dc18e81c" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-05-28%20at%202.31.50%E2%80%AFPM.png?VersionId=mKBqi5C_DmeiXS.AtJkcR8LQIxqCqmFi" />

GreenPoint Partners brings years of experience assembling and scaling real estate operating businesses across major markets. And Green sees a big opportunity in Australia.

“For its size, sophistication and importance to the community, Australia’s living sector has remained largely under-institutionalised, which represents significant opportunity,” Green said. “GreenPoint identified that gap, assembled the right team, and is backing One Living to build a platform that is aligned to market needs.”

Green said being a builder-developer would give the company the capacity and flexibility it required to deliver reasonably-priced homes.

“We want it to be at that attainable level; not super high end luxury but at that attainable level,” he said.

<img alt="Mona Vale" data-entity-type="file" data-entity-uuid="74a5344a-4b26-4d4a-ada3-056b1220be77" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-05-28%20at%202.32.15%E2%80%AFPM.png?VersionId=vY8hXHO4reBMdO8ZXMWCNtGZJofUPQ3j" />

&nbsp;

One Living will undertake a component of affordable housing in its schemes, which it will own and operate, and it could also run build-to-rent on some sites.

Green praised local policy settings.

“The NSW government is being very supportive, strategic and pragmatic in terms of how do we generate more supply of housing,” he said. “We think it’s actually positive for development and the bit that’s been lacking at that attainable level is that it’s lots of relatively small private developers, whereas we want to create an institutional platform.”

One Living is also&nbsp;looking at high-density projects and could take on more institutional funding in the future.

“The way we will be able to achieve economies of scale is through size,” Green added.

Joel Robinson

One Living enters Sydney's new apartment market with Northern Beaches site acquisition

It's been several years since there's been an opportunity to buy a brand new townhome in Melbourne's coastal suburb of Mordialloc. Even apartment developments in recent times have been few and far between in the area.

Local developer LDS Property identified the gap in new housing, securing a site on White Street, directly opposite&nbsp;Woodlands Golf Club Mordialloc. They've recently launched&nbsp;<a href="https://www.apartments.com.au/new-townhouses/wm-residences-mordialloc-102-white-street-mordialloc-vic-3195">WM Residences</a>, just 13 townhouses which they have already started building.

Projects by Buxton Director Heath Thompson, who is selling WM Residences, says the townhouses x that perfect middle ground be

"Mordialloc residents have had limited options to downsize within the suburb, often forcing them to look elsewhere despite long-standing ties to the area," Thompson says.

"With very little comparable new supply coming to market, projects like WM Residences are well placed, particularly as buyers look to capitalise on current conditions amid constrained supply."

[smartcode_project:default project_id=134646 project_image_fid=6109]

The development, designed by regarded architecture firm&nbsp;<a href="https://www.apartments.com.au/architects/ewert-leaf">Ewert Leaf</a>,&nbsp;adopts a deliberately restrained architectural approach, focusing on simplicity, durability and liveability rather than overt design gestures.

The boutique scale is central to the offering. With only 13 three-bedroom residences, each home is configured to prioritise functional layouts and everyday use, supported by private terraces and secure two-car garages.

Ewert Leaf’s design response leans into a calm, neutral material palette. Interiors are defined by oak flooring, white walls and soft finishes, creating a consistent and understated backdrop. The approach avoids trend-driven detailing in favour of longevity, with an emphasis on natural light and spatial clarity.

[smartcode_project:default project_id=134646 project_image_fid=6110]

Beyond aesthetics, the homes are designed to meet contemporary performance expectations. Each residence targets a minimum 6-star energy rating, incorporating double glazing, comprehensive insulation and all-electric Bosch appliances.

The project’s location supports a walkable coastal lifestyle, sitting within close proximity to Mordialloc’s foreshore, Main Street retail strip and the train station. Local cafés and dining venues, including Suburbia Deli and Hendriks Café, are within a short walk, reinforcing the area’s established neighbourhood character.

[smartcode_project:default project_id=134646 project_image_fid=6116]

While <a href="https://www.apartments.com.au/developments/mordialloc-vic-3195">Mordialloc</a> is often defined by its beach and pier, the project taps into other areas of day to day living, offering easy access to local food, casual dining and transport, rather than positioning itself purely as a lifestyle retreat.

WM Residences reflects a continued trend across Melbourne’s coastal suburbs towards smaller-scale, design-led townhouse developments, particularly on infill sites where proximity to amenity is already established.

With construction commenced prior to its market entry, the project aligns with a growing preference among buyers for developments with visible progress and defined delivery timeframes.

[smartcode_project_cta:default project_id=134646]

WM Residences fills gap in Mordialloc townhouse market

&nbsp;

Developer GURNER™ Group has revealed $1.65 billion in residential sales nationally across the 12 months to December 2025, driven largely by the continued momentum of its Docklands wellness-focused precinct, Elysium Fields.

The sales result was generated across seven projects in Victoria and New South Wales, headlined by Elysium Fields, GURNER™’s $2.75 billion mixed-use precinct planned for Harbour Esplanade in Docklands.

The project has recorded more than $500 million in sales across the first three towers, equating to around 580 apartments sold.

The first tower, Helios, has now sold out of its 240 private residences, with GURNER™ preparing to release a premium penthouse collection comprising 15 three-bedroom penthouses in coming weeks.

[smartcode_project:default project_id=144441 project_image_fid=370975]

Elysium Fields is being developed on the long-held 20,000 sqm Docklands site at 208-226 Harbour Esplanade, which had remained undeveloped for more than two decades prior to GURNER™ taking over the project around four years ago.

Construction has now commenced across four towers ranging between 18 and 30 storeys, with Hamilton Marino and Maxcon appointed as builders.

Once complete, the precinct is expected to comprise around 1,100 residences, alongside retail, hospitality and public realm uses integrated throughout the site.

[smartcode_project:default project_id=144441 project_image_fid=370981]

Designed by Fraser &amp; Partners in collaboration with GURNER™ Design House, the project has been positioned around the developer’s broader focus on wellness-led residential living.

“We don’t sell apartments. We create a true luxury lifestyle that simply doesn’t exist elsewhere in the market today,” Founder and Executive Chairman Tim Gurner said.

“To deliver that requires an extraordinary level of detail, coordination and discipline across multiple verticals, from design and hospitality through to wellness and service.”

“We’ve always believed that living extends far beyond the physical residence. It’s about how you feel the moment you arrive, how you live day-to-day, and the ecosystem that supports that.” 
[smartcode_project:default project_id=144441 project_image_fid=370977]

The project’s design places a heavy focus on landscaping, wellness amenities and biophilic design principles.

Plans include around 3,700 sqm of landscaped gardens and open space throughout the precinct, alongside a retail and dining offering spanning approximately 5,000 sqm.

The broader public realm strategy centres around what GURNER™ describes as the “Path of Life”, an urban forest and landscaped pedestrian environment intended to connect the various buildings and wellness spaces across the precinct.

The apartments themselves will incorporate a range of wellness-focused inclusions, including purified air and water systems, circadian lighting, antimicrobial surfaces, and optional in-home wellness upgrades.

[smartcode_project:default project_id=144441 project_image_fid=370980]

Gurner said the company’s experience through its Saint Haven wellness clubs had directly informed the residential offering now being incorporated into Elysium Fields.

“We’re seeing a clear global shift toward longevity, performance and proactive health,” Gurner said.

“Our role is to deliver that in a way that feels seamless, highly private and beautifully resolved within the environments we create.”

A large component of the wellness offering is planned through the resident amenity and health facilities proposed within the precinct.

That includes plans for bathing and recovery facilities spread throughout the towers, incorporating mineral pools, saunas, steam rooms, flotation therapy, red light therapy and wellness lounges.

The developer is also seeking approvals for what it describes as a “reverse ageing medical clinic” within the precinct.

[smartcode_project:default project_id=144441 project_image_fid=370978]

According to project information released by the group, the proposed facility would include cryotherapy, IV infusion therapy, infrared and dry saunas, PEMF beds, MRIs, DEXA scans, brain scans and blood analysis services.

Within the first tower, Helios, residents will also have access to a dedicated amenity offering known as the Sky Private Club.

The upper 15 levels of the building will include private lounges, dining spaces, rooftop amenities and optional private wellness studios integrated within residences.

The Helios tower itself comprises 260 apartments ranging between 60 sqm and 300 sqm, including a collection of penthouses.

That includes a planned two-storey penthouse spanning around 600 sqm with uninterrupted bay views.

The Elysium Fields precinct is being delivered in partnership with Digital Harbour Holdings, a consortium that includes the Liberman family, which controls the development rights across the Docklands site.

[smartcode_project:default project_id=144441 project_image_fid=370979]

The sales result comes as GURNER™ continues expanding its national development pipeline beyond Victoria.

“We have a strong pipeline across Australia and are now focused on scaling into key markets including New South Wales and Queensland, while continuing to build on our Melbourne base,” Gurner said.

“We currently have more than $3 billion in the market, growing to over $5 billion by October, and expect to materially outperform last year in the 2026 calendar year.”

The result also reflects the continued strength of the upper-end apartment market in Melbourne, particularly for owner-occupier-focused product with large-scale amenity and lifestyle offerings.

[smartcode_project_cta:default project_id=144441]

Record result anchored by the Group’s “utopian” Elysium Fields precinct – defying market headwinds in Docklands.

Elysium Fields drive Gurner to $1.65 billion in apartment sales over 2025

National Australia Bank (NAB) will fund <a href="https://www.apartments.com.au/new-apartments/palmera-residences-gold-coast-18-garfield-terrace-surfers-paradise-qld-4217">Palmera</a>, a $1 billion, 52-level luxury residential tower being developed by Central Equity in one of the Gold Coast’s most tightly held coastal locations at Northcliffe.

The project, launched recently by <a href="https://www.apartments.com.au/developers/central-equity">Central Equity</a>, one of Victoria’s largest private residential developers, comes at a time when construction funding for large residential developments has become increasingly competitive as lenders tighten exposure to the sector.

Multiplex has been appointed the builder, and construction is now underway.

[smartcode_project:default project_id=108274 project_image_fid=365784]

Since its first project, Central Equity has delivered more than 85 residential developments with a combined end value exceeding $8 billion.

Palmera reflects Central Equity’s growing focus on the Gold Coast luxury apartment market and continues a relationship between Central Equity and NAB that dates back to the late 1980s, when the bank funded one of Melbourne’s earliest inner-city residential towers at a time when high-rise apartment living in the CBD was largely unproven.

“NAB’s funding of Central Equity’s $36 million CBD development in the late 1980’s to the financing of the billion-dollar tower today highlights the long-term relationship between the two organisations in delivering major residential projects” said Central Equity Founder and Chairman Eddie Kutner.

He said NAB’s early support was instrumental in helping establish the company’s development model.

“When we commenced our first residential tower in the late 1980s the concept of funding off-the-plan apartments was still largely untested in Australia,” Kutner said.

“NAB recognised the opportunity early and supported the project when others were uncertain. That relationship has now continued for more than 37 years across many developments.”

[smartcode_project:default project_id=108274 project_image_fid=365771]

Central Equity was established in 1987 when Melbourne’s CBD and Southbank precinct were still dominated by warehouses and commercial buildings. Fewer than 100 residents lived in Southbank at the time, and large-scale residential development in the inner city was not widely considered.

Recognising changing demographics and lifestyle preferences, the company began developing high-rise residential projects designed to bring permanent residents into the city centre.

Central Equity has provided accommodation for approximately 40,000 residents across Melbourne’s CBD and Southbank, while also incorporating supporting infrastructure including essential lifestyle facilities like retail spaces, childcare facilities and neighbourhood activity centres.

Central Equity has spent many years assembling the Palmera development site on the corner of Garfield Terrace and Frederick Street in Northcliffe, creating a supersite of around 3,300 sqm.

The developer said the Palmera apartment tower reflects its long-term view of the Gold Coast as a growing and increasingly diversified economy.

[smartcode_project:default project_id=108274 project_image_fid=365768]

Supported by infrastructure including the light rail network, major road upgrades expanded education, hospital and medical facilities and continued expansion at the Gold Coast Airport with more international and domestic flights.

Positioned in the tightly held Northcliffe precinct, the 52-level tower will deliver 347 apartments, targeting buyers seeking a high-end coastal lifestyle, from downsizers to interstate investors.

Designed by Marchese Partners with interiors by DBI, Palmera has been conceived as a next-generation residential offering, featuring a collection of oversized apartments, with premium three-bedroom residences offering sweeping northern views stretching from Surfers Paradise through to Burleigh Heads.

[smartcode_project_cta:default project_id=108274]

NAB funds $1 billion Surfers Paradise apartment development, Palmera

Two years after completing one of the newest developments in North Sydney, developer <a href="https://www.apartments.com.au/developers/aqualand-australia">Aqualand</a> is turning its attention to the rapidly evolving St Leonards apartment market.

The developer, which completed AURA by Aqualand on North Sydney's Walker Street, has lodged plans for a 5,918 sqm site at <a href="https://www.apartments.com.au/new-apartments/33-37-herbert-street-st-leonards-nsw-2065">33-37 Herbert Street, St Leonards,</a> seeking approval for a pair of residential towers rising above a shared podium opposite Royal North Shore Hospital.

The proposal forms part of the broader transformation underway across the St Leonards-Crows Nest precinct, where former industrial and commercial sites are increasingly being redeveloped into high-density mixed-use projects tied to major transport infrastructure.

<img alt="Aqualand" data-entity-type="file" data-entity-uuid="2cc428cf-fe70-4cac-9cd5-264ad53af62c" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-05-28%20at%209.51.56%E2%80%AFAM.png?VersionId=otKSnHtbjAvAddOnovyXQMgcAwE6DMe1" />

According to the planning documents, the site sits “within the St Leonards–Crows Nest Strategic Centre, identified by the NSW Government as a key area for accommodating future jobs and housing across Sydney.”

The proposal has been designed by fjcstudio, formerly FJMT Studio, and is being progressed through the State Significant Development pathway due to its scale and affordable housing provision.

The scheme would comprise 413 apartments, including 46 affordable housing units, alongside retail and commercial uses fronting Herbert Street. The project would also include communal open space, landscaping, a swimming pool, gymnasium, children’s play areas and podium-level resident amenities.

Planning documents show the development would consist of a part-13, part-39 storey tower form positioned above a four-storey podium.

“The development comprises a unified podium that activates the street interface, and two setback towers to accommodate new housing supply while maintaining an appropriate human scale at ground level,” fjcstudio noted in its Design Report.

The northern and southern towers have been shaped to respond to the surrounding skyline while also limiting overshadowing impacts to nearby public open space, particularly Talus Reserve.

The design report said the differing tower heights were intended to “contribute to a varied skyline while responding to the surrounding built form context and solar access considerations.”

<img alt="Aqualand" data-entity-type="file" data-entity-uuid="36da62dc-ff9e-41f2-a7e3-7be38373751c" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-05-28%20at%209.51.45%E2%80%AFAM_0.png?VersionId=Mo6Rp2r.XRLTzIfg_PEEpw8NepDH8UBs" />

The site sits directly opposite Royal North Shore Hospital and within walking distance of both St Leonards Station and the new Crows Nest Metro station.

While the site itself sits just outside the formal Crows Nest Transport Oriented Development boundary, the planning documents repeatedly reference its alignment with the broader TOD objectives reshaping the Lower North Shore.

“The site is located adjacent to St Leonards Station and in close proximity to Crows Nest Metro which is within the Crows Nest Transit Orientated Development Accelerated Precinct which has been identified by the NSW Government to support housing delivery,” the Design Verification Statement noted.

According to fjcstudio, the project has been designed to respond to the broader transition occurring across St Leonards, where increasing residential density is being concentrated around transport infrastructure and employment hubs.

“The broader precinct is undergoing significant change, with a mix of existing mid-rise buildings and newer high-density developments,” the report stated.

“Recent and approved projects indicate a consistent shift toward taller built form, typically organised as tower-and-podium typologies with more active ground levels.”

The proposal includes close to 6,000 sqm of retail and commercial space across the ground floor and podium levels, designed to create a more activated street edge along Herbert Street.

Aqualand’s plans would also introduce a landscaped podium shared between the two towers, with communal open space in the form of a podium rooftop designed to support resident interaction and improve urban greening outcomes. The scheme would also introduce pocket parks at the northern and southern ends of the site, including a landscaped area at the corner of Herbert and Ella streets designed to improve pedestrian amenity and soften the streetscape.

&nbsp;

The proposal is being progressed through the NSW Government’s Housing Delivery Authority pathway, which was introduced to accelerate housing supply across the state. The application was declared State Significant Development in April 2025 following an expression of interest process.

<img alt="Aqualand" data-entity-type="file" data-entity-uuid="faf6d97d-2671-454f-b85a-fe1c6a7be608" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-05-28%20at%209.51.49%E2%80%AFAM.png?VersionId=diVd28OBVr5.YV.7prrOz.uAanwwwm7a" />

St Leonards has been particularly active with new developments in recent weeks. Developer SP Setia’s <a href="https://www.apartments.com.au/news/nsw/first-look-sp-setia-targets-st-leonards-skyline-with-40-storey-tod-tower">plans for a new 42-storey tower</a> recently went on exhibition through the same pathway, while <a href="https://www.apartments.com.au/news/nsw/first-look-stockland-plans-52-storey-538-apartment-st-leonards-tower">Stockland’s 52-storey tower proposal</a> was also recently unveiled.

Aside from the St Leonards project, which is expected to take around nine months to move through the approvals process ahead of a potential 2027 launch, Aqualand is also preparing to launch Boronia, a new apartment project in Roseville comprising around 111 apartments on Larkin Street.

The developer also has approvals in place for the next stage of the Barangaroo precinct, which will feature new residential, retail, hospitality and community uses, alongside a new metro entry across the five-hectare site.

More than 50 new retail destinations are planned for Central Barangaroo, alongside a 270-metre-long boulevard connecting Hickson Park to Nawi Cove. Together with Harbour Park, more than 50 per cent of the precinct will comprise public open space and parkland.

Alastair Taylor

Editor's Picks

Have something to contribute?

Developments

New apartments

New townhouses

News

Alastair Taylor

Editor's Picks

Receive the latest news stories to your inbox

Have something to contribute?

Developments

New apartments

New townhouses

News