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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

Queensland builder-developer MAYD has revealed the first look at its major North Kirra beachfront development, lodging amended plans that reduce the number of apartments and increase the proportion of larger residences.

The project is planned across a substantial 4,742 sqm amalgamated site spanning seven lots at <a href="https://www.apartments.com.au/new-apartments/2-6-pacific-parade-bilinga-qld-4225">2-6 Pacific Parade</a> and 27-33 Golden Four Drive in Bilin​ga, directly opposite Nor​th Kirra Beach.

<a href="https://www.apartments.com.au/developers/mayd-group">MAYD</a> secured the site for $32.5 million in 2025, in what was one of the Gold Coast's largest property transactions of the year.

The development will be delivered across two stages, with the first stage carrying an estimated gross realisation value of around $360 million.

The latest amendments seek to reduce the overall apartment count and shift the project further toward the owner-occupier market, with larger residences designed for buyers wanting considerably more space than traditionally offered in a beachfront apartment.

The residential mix will include townhomes, oversized two-bedroom apartments, substantial three-bedroom residences and four-bedroom homes.

MAYD has appointed Cera Stribley to lead the architecture and interiors, with the Melbourne-based design practice drawing on the beachfront setting through a series of ocean-facing terraces and heavily landscaped balconies.

Strong horizontal forms and curved balconies will define the exterior, with subtropical landscaping integrated throughout the building to soften the built form and increase the connection between the residences and the beachfront.

The project will also include an extensive collection of resident wellness and lifestyle facilities, continuing the broader shift across the Gold Coast's luxury apartment market toward larger homes supported by resort-style amenity.

<img alt="MAYD" data-entity-type="file" data-entity-uuid="d1bcbb05-e659-4b47-8bd4-1e595315e2ad" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-27%20at%202.05.03%E2%80%AFPM.png?VersionId=jj0XEud1X1DuLt7_KyElhjMdZGOXmLHP" />

MAYD Founder Todd Mould said North Kirra was increasingly appealing to buyers attracted to the more established, lower-density character of the southern Gold Coast.

"North Kirra presents one of the most compelling luxury residential opportunities currently emerging in Australia, combining absolute beachfront with the character and authenticity that buyers are increasingly seeking, and the same sense of tight-knit community that defined Burleigh and Currumbin perhaps 10 or 15 years ago," Mould said.

"With Gold Coast Airport on its doorstep, it also offers a level of accessibility that broadens its appeal across almost every market demographic."

The project comes as the southern Gold Coast continues to attract an increasing share of high-end apartment development and buyer activity.

Kirra in particular has emerged as one of the region's more tightly held beachfront markets, with its relatively low-density character, established surf and hospitality scene and proximity to Gold Coast Airport differentiating it from the higher-density markets further north.

Mould said those characteristics had informed the approach MAYD and Cera Stribley had taken to the project.

"We've worked closely with Cera Stribley to create a vision that is deeply connected to its surroundings," he said.

"Inspired by the coastline itself, the architecture has been shaped around space, privacy and resort-style living, creating a collection of homes that reflects the next generation of luxury on the southern Gold Coast."

MOTIV Managing Director Carly Cottam, who has been appointed to market the project, said buyer attention had continued to move south along the Gold Coast.

"Purchasers who may once have defaulted to Broadbeach, Main Beach or Surfers Paradise are increasingly recognising the value of a genuine beachfront location that offers lower density, strong amenity and a more established sense of community," Cottam said.

"Kirra has a powerful combination of growing demand and genuine scarcity. Beachfront supply is inherently constrained, the area remains relatively low density, and buyers are increasingly placing a premium on locations that feel established, uncrowded and authentic rather than heavily developed."

Cottam said the proximity to Gold Coast Airport was also proving increasingly important for interstate and second-home buyers.

"Being minutes from Gold Coast Airport makes it particularly compelling for interstate buyers, frequent travellers and second-home purchasers who can access an authentic coastal lifestyle almost immediately after stepping off a flight."

The acquisition takes MAYD's active development portfolio to more than $500 million, with the North Kirra project representing one of its largest undertakings to date.

MAYD is targeting an early 2027 launch.

Joel Robinson

First look at MAYD's North Kirra mixed-use precinct

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Castle Hill, the longtime hub of the Hills District, has been one of the major beneficiaries of Sydney's Metro expansion, with improved connectivity helping drive continued population growth, development and buyer demand across the Hills District.

But despite that growth, the suburb has seen relatively few major new apartment projects brought to market over the past 18 months.

Hills District developer Reve Group is looking to fill that gap with <a href="https://www.apartments.com.au/new-apartments/nova-r-ve-castle-hill-2-garthowen-crescent-castle-hill-nsw-2154">Nova Rêve</a>, a major new mixed-use precinct on the corner of Garthowen Crescent and Old Castle Hill Road, a short walk from Castle Hill Metro Station and Castle Towers.

[smartcode_project:default project_id=152737 project_image_fid=377679]

The project will comprise three residential towers alongside a hotel, restaurants, cafes and a skybar, more than 1,600 sqm of ground-floor retail and almost an acre of landscaped gardens.

It represents the largest project undertaken by Reve Group, the development arm of the Kassis family, which has been building across the Hills District for more than 30 years through Kassis Homes.

[smartcode_project:default project_id=152737 project_image_fid=377675]

Nova Rêve also represents a significant step up from the family's first apartment development, Grand Rêve, which was delivered nearby on Garthowen Crescent.

Grand Rêve introduced larger, house-like apartment layouts and premium inclusions including Wolf and Sub-Zero appliances to the Castle Hill market.

Nova Rêve takes that approach to a precinct scale, combining the residential component with hospitality, retail and substantial public and resident landscaping.

[smartcode_project:default project_id=152737 project_image_fid=377685]

Reve Group Managing Director Sam Kassis said the project reflected the family's three decades of building in the Hills, which has evolved from trophy homes on quarter-acre blocks to larger-scale apartment development.

"Grand Rêve was our first apartment project here and it showed us what this pocket of Castle Hill could be. Nova Rêve is the refinement of that idea: not just apartments, but a place the whole suburb can use," Kassis said.

A key part of that approach is the hotel, which has been designed to operate as an amenity for the wider Castle Hill community rather than solely hotel guests.

It will include restaurants, cafes, skybars and all-day dining, alongside conference and event facilities catering to business functions, community groups and private events.

At ground level, more than 1,600 sqm of shops and cafes will open onto the surrounding streets and landscaped areas.

Almost an acre of gardens designed by Land and Form Studios will run through the precinct, incorporating pathways, seating, barbecue areas and children's play spaces.

[smartcode_project:default project_id=152737 project_image_fid=377680]

Reve Group's Romio Georges said creating an active ground plane had been central to the planning of Nova Rêve.

"There are gardens with pathways, barbecues, seating and play areas, shops and cafes opening onto the street, and a hotel with restaurants and a skybar that anyone in Castle Hill can walk into," Georges said.

The project's elevated position on one of Sydney's highest ridgelines will also provide apartments with outlooks toward the Sydney skyline, surrounding parkland and the Blue Mountains.

More than 80 per cent of the apartments will occupy corner positions, with Turner responsible for both the architecture and interiors.

&nbsp;

[smartcode_project_cta:default project_id=152737]

<h3 data-end="3697" data-section-id="q3n5ak" data-start="3672">&nbsp;</h3>
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Nova Rêve arrives as Reve Group bets on Castle Hill's next growth phase

A collection of just 25 large-format apartments and penthouses overlooking Goodwin Park is entering the Coolangatta market, with <a href="https://www.apartments.com.au/new-apartments/marea-residences-coolangatta-27-27a-dixon-street-coolangatta-qld-4225">Maréa Residences</a> combining a low-density, residential-only approach with uninterrupted park and Pacific Ocean outlooks.

Located at 27 Dixon Street, Maréa comprises three and four-bedroom residences alongside a limited number of dual-level penthouses, with the project positioned between Goodwin Park and <a href="https://www.apartments.com.au/developments/coolangatta-qld-4225">Coolangatta</a>’s coastal precinct.

Construction has commenced, with completion currently estimated for late 2027. Three-bedroom residences are priced from $1.8 million.

[smartcode_project:default project_id=150999 project_image_fid=374005]

The project has been designed around its northern outlook across the park, with the building’s architecture, landscaping and material palette intended to establish a connection with the neighbouring green space. The residences have been configured to maximise natural light and views across Goodwin Park towards the ocean.

Inside, the material palette incorporates timber, stone and brushed brass, complemented by curved detailing and ambient lighting. Kitchens and bathrooms carry the same natural material approach, while residences also include basement parking, storage and lift access.

Maréa’s penthouses are arranged over two levels and include private pools, adding another layer to the project’s focus on larger-format apartment living. Across the development, residences are configured with three or four bedrooms rather than the broader mix of smaller apartment types commonly found in larger projects.

[smartcode_project:default project_id=150999 project_image_fid=374010]

Resident amenity is concentrated at rooftop level, where landscaped entertaining terraces and pools take advantage of elevated views across Coolangatta and the Pacific Ocean.

The project has so far been particularly well received by local owner-occupiers and downsizers, according to Urban Activation Property Sales and Marketing Director Matt George, with the residential-only format, construction quality and northern park outlook among the features resonating with purchasers.

“The uninterrupted northern aspect overlooking Goodwin Park has been a key point of difference, with buyers attracted to the sense of serenity and open space the park provides, while still enjoying easy access to the ocean and being within walking distance of the lifestyle and amenities Coolangatta has to offer,” George said.

[smartcode_project:default project_id=150999 project_image_fid=374002]

“The combination of high-quality construction, a residential-only building, park outlook and proximity to the beach has resonated strongly with the local downsizer market.”

The Dixon Street address is within walking distance of Coolangatta Beach and the broader southern Gold Coast coastline, including the surf breaks at Snapper Rocks and Kirra. Coolangatta’s cafés, restaurants and retail are nearby, while Gold Coast Airport is also within close proximity.

[smartcode_project_cta:default project_id=150999]

Maréa Residences brings parkside apartments to Coolangatta

Melbourne developer PDG has secured Victorian Government approval for its $1.5 billion Southbank development <a href="https://www.apartments.com.au/new-apartments/the-one-1-queens-bridge-street-southbank-vic-3006">The One</a>, clearing the way for the long-dormant riverfront site opposite Crown to finally be developed.

The Minister for Planning has approved the project at 1-29 Queens Bridge Street, with the Department of Transport and Planning issuing the planning permit following its assessment.

The approval will allow PDG to develop the prominent 5,059 sqm site with a major mixed-use tower comprising premium apartments, including branded residences, a luxury hotel and boutique office space.

PDG acquired the site in late 2024, with its position directly opposite Crown's main entrance and near Melbourne's Arts Precinct making it one of Southbank's most significant remaining development opportunities.

<img alt="PDG" data-entity-type="file" data-entity-uuid="3933013e-6332-4386-b9be-089df05caf17" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-27%20at%209.29.22%E2%80%AFAM.png?VersionId=sITIgBqDL0N3VNSMwWEmF5UA.uvcsRyu" />

Designed by COX in collaboration with ODO and PDG, the tower's architecture draws on the movement of the Yarra River, with six vertical pleats running the height of the sculpted facade.

The project will also see the heritage-listed Queens Bridge Hotel restored and incorporated into the development&nbsp;with new hospitality and public uses, including a rooftop venue.

A significant component of The One will be its residential amenity.

More than 5,000 sqm of resident facilities will be delivered across a single level, making it one of the largest consolidated residential amenity offerings proposed in an Australian apartment development.

The planning approval also incorporates a major upgrade of Queensbridge Square, which PDG will deliver in partnership with the City of Melbourne.

<img alt="PDG" data-entity-type="file" data-entity-uuid="73167fcd-1031-4b6f-a408-a064cfe45ed1" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-27%20at%209.29.17%E2%80%AFAM.png?VersionId=Pf1AEWxw6SNmBqR0zQW5lyEze.MtxgFp" />

The existing square will be revitalised as a new civic and pedestrian space along the Yarra River, strengthening the connection between the project, Southbank and the riverfront.

PDG Founder and Managing Director Vince Giuliano said the approval represented a major milestone for a site which has remained largely underutilised for more than 15 years.

“This is the most significant Planning Permit approval Melbourne has seen in recent years,” Giuliano said.

“For more than 15 years, this site has remained underutilised. This approval enables us to deliver a project that will contribute meaningfully to the revitalisation of Southbank, restore and reactivate an important heritage building, and create a new civic and hospitality destination for Melbourne.”

The latest approval follows an earlier planning permit issued by the City of Melbourne covering demolition works across part of the site at 9-29 Queens Bridge Street. Those demolition and early works are already underway.

PDG has also started generating early interest in the residential component from owner-occupiers ahead of a planned public launch in early 2027.

PDG secures approval for $1.5bn Southbank apartment development, The One

Local developer Harridan is seeking to turn its Woolloongabba apartment project into the first stage of a broader transformation of Burke Street, using a new 16-storey mixed-use building to establish a greener pedestrian connection toward the rapidly evolving Boggo Road transport and knowledge precinct.

The South East Queensland developer has filed plans for 154 apartments on the <a href="https://www.apartments.com.au/new-apartments/4-burke-street-woolloongabba-qld-4102">southern side of Burke Street</a>, where its proposal has been designed alongside a wider vision by LatStudios for the street.

That vision positions the southern side of Burke Street for buildings of 15 storeys and above, while envisaging lower-rise development of up to five storeys on the northern side to transition into Woolloongabba's existing character housing. It also proposes wider pedestrian verges, deep planting, new street trees and upgrades to the pedestrian approach to Boggo Road Station.

The Harridan development itself has been designed by Brisbane-based Arqus Design and will comprise 154 apartments across 16 storeys. The mix is weighted heavily toward two-bedroom apartments, with 121 proposed alongside 10 one-bedroom and 23 three-bedroom residences. There will typically be around 14 units per floor.

A lower-ground car park and three podium levels will accommodate 156 resident parking spaces, along with visitor and commercial parking. There will also be 154 resident bicycle spaces and 40 visitor bicycle parks.

&nbsp;

Harridan is a family-owned developer and part of the Holmwood Highgate Group, with more than three decades of development activity across South East Queensland. Its portfolio spans residential, commercial and industrial property, with current residential projects including Riverbank on Byron in Bulimba, Esperance Residences in Carina and The Precinct at Kinross Road in Thornlands.

Wooloongabba has been popular for apartment developers, particularly since the announcement of the 2032 Summer Olympics games in Brisbane.

While there have been a lot of development applications, it has failed to materialize into real supply.&nbsp;

Sarazin has been the major player in the area. They are under construction at Murcia Residences, on the fringe of East Brisbane and Woolloongabba. They have just launched <a href="https://www.apartments.com.au/new-apartments/the-stanley-residences-woolloongabba-8-trafalgar-street-woolloongabba-qld-4102">The Stanley Residences</a>, in Woolloongabba on Trafalagar Street. They also have Nuage coming soon on the nearby <a href="https://www.apartments.com.au/new-apartments/nuage-woolloongabba-14-wellington-road-woolloongabba-qld-4102">Wellington Road</a>.

Alastair Taylor

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