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The Mandarin Oriental Hotel Group has signed a management contract for a new hotel and branded residences to be located in the late Dame Zaha Hadid-designed 582-606 (600) Collins Street.  Planning permits were signed off by the Minister on the 20th of June.

The building will include 196 guestrooms and suites over the lower floors and the upper floors will be known as the Residences at Mandarin Oriental.  The Mandarin Oriental Hotel group will manage the 148 residences.

Likewise, the build will carry 1,742sqm of office space and a hefty 6,500sqm of retail space.

<blockquote>
Mandarin Oriental, Melbourne will feature 196 spacious, contemporary guestrooms and suites designed to reflect local culture, together with features inspired by Mandarin Oriental’s oriental heritage.

The Group will also manage 148 Residences at Mandarin Oriental, located on the tower’s upper floors, which will provide some of the most luxurious private homes in the city. Owners will have exclusive access to the luxury hotel experience, as well as their own bespoke amenities including a private residents’ lounge.
</blockquote>

<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/151214_1039_closeup_hires.jpg" rel="gallery-all" title="Collins Street perspective - planning scheme images"><img alt="" class="image-article-full-width-580px" height="327" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/151214_1039_closeup_hires.jpg?itok=2ZfnWGOJ" title="Collins Street perspective - planning scheme images" width="580"></a>

<figcaption>Collins Street perspective - planning scheme images</figcaption></figure>Mandarin Oriental Melbourne as it is to be known will feature an all-day dining restaurant and a bar with a landscaped roof terrace.  The building will also house several meeting spaces, an executive club lounge and a Spa at Mandarin Oriental.

The managing director of developer Landream says "we are proud to bring the award-winning Mandarin Oriental brand to Melbourne.  Mandarin Oriental Melbourne will set a new standard for luxury service in the city and will offer a preferred choice to travelers and potential homeowners who desire the finest accommodation".

Group Chief Executive of Mandarin Oriental stated "we are delighted with this opportunity to open our first hotel in Australia.  This new development will be a welcome addition to the brand's growing global portfolio".

A construction start date has not been set however the Mandarin Oriental Melbourne is expected to open in 2023.
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Alastair Taylor

Mandarin Oriental to open its first hotel & residence property in Australia

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100,000 jobs, 80,000 residents and 50,000 students.  They're big numbers and if it goes ahead, the Australian Education City in Werribee East will revolutionise Melbourne's West.

The Herald Sun has been running an interesting week-long series on what Melbourne might look like in future and in John Masanaukas' - the Herald Sun's City Editor - piece on Australian Education City we learnt that a decision on the proposal is due to be made later in the year.

Specifically, the <a href="http://www.heraldsun.com.au/news/victoria/future-melbourne/australian-education-city-one-step-closer-in-melbournes-western-suburbs/news-story/de7f28255d509ed632b14d329b8b0d17">HUN report</a> cites State Finance Minister Robin Scott as saying the AEC's exclusivity period for the area had been extended to September.

<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/aec_ewez_1.jpg" rel="gallery-all" title="Mega masterplanned development comes to Melbourne - image via the Herald Sun"><img alt="" class="image-article-full-width-580px" height="327" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/aec_ewez_1.jpg?itok=0LkMa3zN" title="Mega masterplanned development comes to Melbourne - image via the Herald Sun" width="580"></a>

<figcaption>Mega masterplanned development comes to Melbourne - image via the <a href="http://www.heraldsun.com.au/news/victoria/future-melbourne/australian-education-city-one-step-closer-in-melbournes-western-suburbs/news-story/de7f28255d509ed632b14d329b8b0d17">Herald Sun</a></figcaption></figure>Stepping dramatically away from how we've built new university campuses in the past - think Monash Clayton and La Trobe Bundoora, expansive areas dedicated to education &amp; research - Australian Education City's headline numbers point to a highly integrated, multi-use precinct which would likely result in abnormal transport demands.

Like any other jobs hub, there would be significant demand on getting to the precinct in the morning and departing in the evening, however the 80,000 residents would also increase demand for travel from the precinct in the morning and back to it in the evening.  

Throw in a lot of a students who by their very nature have highly variable transport needs that correlate with their variable university timetables and you have a recipe for disaster if the precinct is not planned with high-quality public transport.

One of the primary features of the area is the existing Werribee line which skirts just outside the northern end of the precinct.  And what's more, it's the same line that would be connected to 'Melbourne Metro 2'.

The site is somewhat unique in that it's likely to attract significant amounts of people from two different city metros and therefore the transport network would need to adapt to cater for this.  Likewise, AEC sits in a prime position to radically alter the way we deliver road-based public transport in the outer suburbs. 

On the eastern side of the Princess Freeway lies Point Cook that looks set to be in pole position in regards to access to the precinct thanks to the Sneydes Road work that's already been implemented.  And herein lies the rub - if rail is put at the heart of the AEC project, the road-based PT network would naturally suit converging on AEC as well.

There is perhaps a unique opportunity to expand the Werribee line's coverage in relation to AEC by building a new diversion which would put a rail station at the very heart of the precinct.

The proponent, through the Herald Sun, is portraying the project as one on the same level as Fishermans Bend - a project that will be ongoing and likely to span multiple decades.  And it's with this in mind coupled with the big numbers that have been reported on, should we not be demanding the precinct be directly served by rail?

Consider the context: Infrastructure Victoria has found Metro 2 to be a candidate project for further consideration and study - despite the fact it came out with a preliminary negative BCR.   The Metro 2 project would see a single rail line run from the northern suburbs right through the heart of the city and out to the south western suburbs in Werribee.

The site as it stands today is lightly developed and is in the truest sense of the word a Greenfield.  Given the vision to build an intensive, integrated precinct, would it not be prudent to take advantage of the sparsely developed land and build a cut and cover tunnel that would divert the Werribee line from Hoppers Crossings into the heart of the site and then back out to Werribee station?

Cut and cover is broadly regarded as a cheaper method of tunneling - except in already built-up areas where disruptive costs become prohibitive - and in the case of AEC, here we have a golden opportunity to put proper high-quality PT infrastructure into a precinct before the artificial lake and street grid is created, with a cheaper-to-construct cut and cover tunnel.

Both Werribee and Hoppers Crossing stations are likely to have their respective level crossings removed in due course and connecting a new tunnel through the heart of AEC to the existing lines would require other non-cut and cover methods of tunneling in order to avoid property acquisition.

The premise is that all metro services would deviate via the tunnel with a second layer of rail service to Geelong on top of the faster Southern Cross services extending from Werribee, therefore servicing AEC from both Melbourne &amp; Geelong, when the line is electrified as outlined in the 2012 Heavy Rail Network Development Plan.

<iframe frameborder="0" height="480" scrolling="no" src="https://www.google.com/maps/d/embed?mid=1uW1QnoZ-BUuhGyljrlTb_yQJYjE&amp;hl=en&amp;z=14" width="100%"></iframe>

Blue line: cut and cover tunnel through the majority of the site, built before the street grid and water features are implemented and major development work kicks off. (Approximately 3.3km)

Red line: traditional mined/bored tunnels to connect the cut and cover tunnel to the main line. (Approximately 1.4km)

Brown lines: two possible major BRT routes linking the local area directly into the heart of the precinct.
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East Werribee, Australian Education City and what to do about public transport

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Last week <a href="https://www.o.bike/">oBike</a> - a Singaporean-based dockless bike sharing scheme - began a <a href="http://www.theage.com.au/victoria/are-you-curious-orange-when-it-comes-to-shared-cycling-obike-is-the-new-blue-20170608-gwmz3u">pilot</a> in Melbourne. It's the first of what may be many private-sector bike sharing schemes that could start to proliferate the public realm right across the city and it's worth pondering what this means for the transport network and for local government.

In a nutshell, the system works like this: you download the app on your phone, sign up (which includes a one-time deposit), and then find a bike near you in the app's map user interface. You can reserve a bike near you for ten minutes or if you're near a bike, you can reserve through the app and then scan a QR on the bike's handlebars to unlock it.

The unlocking process gives you access to a helmet that comes with the bike and then you're free to make your trip. At the end of the trip, you go back into the app and then lock the bike; your account will then be debited the charge for the time you've used on the bike.

As wearing a helmet is required to legally ride a bike in Victoria, oBike are starting off on the right foot by providing them for free. Whether the helmets indeed stay with each bike is another story, but it goes a long way to removing the inconvenience factor of cycling on short trips, especially if you intend to use oBike as an extension of the public transport network.

Also benefitting oBike, according to the report in The Age, is the intention to expand the bike-sharing scheme to areas that aren't even covered by the existing Melbourne Bike Share Scheme. Brunswick and South Yarra are notable for having no coverage at present.

And the dockless concept lends itself to providing coverage areas beyond the more densely populated areas right out into the middle ring and perhaps some outer ring suburbs. Especially if councils or the state government incentivise concentrations of bikes at stations.

All that new space under each of the new elevated stations on the Dandenong corridor, for example, are candidates for dedicated mass bike parking areas.

<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/bikes_parking_in_amsterdam_central_station.jpg" rel="gallery-all" title="Amsterdam station bike parking: a multi-level parking structure any urbanist can get behind (Wikipedia)"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/bikes_parking_in_amsterdam_central_station.jpg?itok=Z60Z-KQZ" title="Amsterdam station bike parking: a multi-level parking structure any urbanist can get behind (Wikipedia)" width="580"></a>

<figcaption>Amsterdam station bike parking: a multi-level parking structure any urbanist can get behind (Wikipedia)</figcaption></figure>And what to do if oBike and any subsequent competing schemes are embraced take off? Might we go down the Amsterdam path?

We've got time before we'll need anything like they have in Amsterdam, but it's conceivable infrastructure will need to change both in the inner city and elsewhere. Natural destinations for bikes like the Queen Victoria Market, Flinders Street, Southern Cross, The MCG, Richmond Station, North Melbourne Station, Crown and many other points in Southbank and Docklands could see a lot of footpath congestion if there's no decent way to manage an influx of bikes.

And what should we do if things get that popular that people can barely walk down streets because footpaths are overflowing with parked bikes? It would seem it's fun times ahead for councils under a scenario where private bike share schemes are embraced en masse.

Working on the assumption that many of these new operators will expand into multiple Australia cities, a nationally consistent database of bike infrastructure might have a sharpened focus. Knowing where each piece of bike infrastructure is - from bike lanes and trails to footpath hoops and new spaces to be created for an increasing amount of parked bikes - would be valuable for app developers to use.

If one council wants bike share users to utilise new parking spaces over leaving bikes randomly locked to road-side posts, the council need only flag it in the database and the bike share apps can then use this information and direct users to those areas.

Anonymised usage data would conversely be extremely useful for transport planners and encouraging each bike share scheme operator to open this data up would be informative for the public debate on transport policy.

Over to you.

Lead image credit: Twitter: <a href="https://twitter.com/australiaobike">@Australiaobike</a>
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Pondering what oBike and other dockless cycle schemes mean for Melbourne

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The Age's transport reporter Adam Carey broke the news that Transdev - the operator of one-third of Melbourne's bus network - has initiated a market-lead proposal to bring a modern Bus Rapid Transit (BRT) system to Melbourne's East.

The proposal would see road and freeway medians taken over by dedicated bus lanes - including using the wide median in the Eastern Freeway - as well as raised platform stops scattered along the line, The Age <a href="http://www.theage.com.au/victoria/bid-to-pave-over-doncaster-rail-reserve-for-melbournes-first-rapid-busway-20170601-gwie1z">reports</a>.

A dedicated fleet of new vehicles would operate the services and as the bus lanes would be located in road medians, the vehicles would require doors to be located on both sides to allow for boarding/disembarking on the right side.

The Age's report states that Transdev proposes services run every three minutes in peak with a journey time of 30 minutes to a new Southern Cross terminus and the vehicles would have a capacity of 150 passengers. In short, the proposed system would operate much like a rail line, just with large capacity buses.

<h2>Comment</h2>

Busways have been proposed in Melbourne in the past and there are a myriad of international examples to look at for inspiration - Transdev in a media release even pointed out it runs similar systems in <a href="https://www.transdev.com.au/media/13417/20170608-doncaster-brt-media-statement-final.pdf">Bogotá, Nantes and Rouen</a> - however this would appear to the be first with any teeth.

Transdev has outlined that the proposal will evolve as consultation begins and thankfully they have committed themselves to this. Because, from the initial reports, there is a yawning gap in the scope: The Age reports that the infrastructure (and I'm assuming the premium-level services) would begin at Donvale, opposite Tunstall Square.

The gap is between Tunstall Square and Nunawading, a natural terminus for the BRT if ever there were one. Nunawading is a premium station which sees good weekday and weekend services that can connect passengers from the BRT to Ringwood, Box Hill and beyond. It could also connect passengers from the outer reaches of the Lilydale/Belgrave lines with a fast and frequent service into Doncaster.

New pieces of public transport infrastructure, as a rule, should maximise connectivity, not simply pushing the same barrow of, for the most part, ferrying suburban commuters to the inner-city like all our current rail lines do.

Notwithstanding the governance merits of this proposal being implemented as a PPP with the terms highlighted in The Age report (it appears Transdev would lock themselves into operating the services for 30 years), terminating this infrastructure at Nunawading naturally leads into turning the entire Springvale Road corridor - all the way to the bay - into a BRT at a later stage.

Melbourne's smartbus routes are routinely hailed as a success and at a conceptual level, this Transdev proposal - if the same type of infrastructure and new bus fleet were to be implemented in other parts of the city - would be an upgrade to the smartbus services in the Springvale Road corridor.

Heading south from Nunawading station, Springvale Road serves many of eastern Melbourne's primary job centres: The Tally Ho business park at Burwood Highway, Glen Waverley &amp; station, Brandon Park at Ferntree Gully Road, the entire eastern edge of the Monash NEC with two high profile intersections at Wellington Road and Springvale junction, Springvale &amp; station, Keysborough and Edithvale station.

Many more major arterial roads which have either 4 or 6 lanes and a median would also be an obvious candidate for study on how to bring high-quality, fast and frequent public transport to the suburbs as well.

One wonders what could have been possible had the infrastructure to support BRT operations as part of the recently announced <a href="https://www.vicroads.vic.gov.au/planning-and-projects/melbourne-road-projects/outer-suburban-arterial-roads">$1.8 billion PPP to upgrade arterial roads in Melbourne's west</a> been included.

In fact, this should be part of VicRoads modus operandi, how to get higher people, not vehicles, throughput on our arterial roads in part by sequestering existing lanes and in another part adding new dedicated bus lanes for high-frequency bus services.

Overall, it's a welcome addition to the debate on how to transport Melburnians around Melbourne and the consultation process will be one to watch.

Lead image credit: <a href="https://railgallery.wongm.com/melbourne-buses/E106_3866.jpg">Marcus Wong</a>.
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Transdev's Doncaster & Donvale BRT proposal: a welcome addition to the public transport debate

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Two important stories which traverse both transport and housing topic areas were highlighted on Apartments.com.au this week.

The news that the medium and high-density components of <a href="/news/targets-williams-landing-hq-a-boon-for-the-wests-commercial-prospects">Williams Landing will ramp up</a> highlight what some might gloss over but what I think is the correct 'order' of doing things: the rail station is built first, developers then piggyback off the new infrastructure second.

Likewise, this morning's report on <a href="/news/xo-projects-first-database-entry-makes-for-a-sleek-alphington-addition">XO Project's first foray into the UM database</a> is a good example of how the apartment market in Melbourne more broadly is maturing.

<h2>Alphington</h2>

Putting aside price per square metre and whether this (or any) development has a certain percentage of units targeted for affordable housing (at or below market prices for purchasers or units made available for affordable housing associations); putting aside whether the building is "too tall"; putting aside whether the apartments are the "right" internal square metre size - basically putting aside all the standard arguments which have multiple proponents and opponents across academia, the industry, government and the community at large - let's devote our attention to this one aspect for a moment.

It's this one line in Mark's <a href="/news/xo-projects-first-database-entry-makes-for-a-sleek-alphington-addition">article</a>: 

<ul>
<li>109 apartments: 31 x one-bedroom, 56 x two-bedroom, 22 x three-bedroom</li>
</ul>
One project out of 1400 on our database doesn't make a trend, yet this is what I'd call a balanced configuration.  One that should be highlighted given the current set of planning regulations and real estate dynamics that define our current market.

(Apologies for going all Kevin '07), there's merit in calling affordability and housing equity issues the great moral, city-building, challenge of our time, but just for a moment let's pause and celebrate the fact that developers are confident enough to take a development to market that for all intents and purposes will smash the stereotype pedalled by some that apartments are just for singles, couples or investors.

In the arbitrary world of measuring the size of a development by height or number of floors (which I freely admit does the planning world &amp; profession a disservice), I like to call the residential growth zone the Goldilocks Zone: not too small and not too big - the 'just right' size of [potential] development that's not going to send too many members of the community out into the streets with pitchforks. It's the 'just right' compromise that is easily understood.

Despite this development's size not fitting within Goldilocks Zone parameters (it's 9 levels as opposed to the Goldilocks Zone standard of 4 levels), I'm hereby dubbing this and all future projects like it to be a Goldilocks Development.  This is based purely on the diversity of unit configurations available off plan.

A sizeable chunk at the larger end that could conceivably be considered family-friendly and the bulk of the units in the mid-sized configuration.  

If more and more projects currently on the drawing board or those that will be proposed in the future have a similar level of 'off plan' diversity then Melbourne's apartment market will have said goodbye to its formative teenage years and made that first step into adulthood.  

There's a long way to get there, however confirmation that the city's apartment market has moved well and truly into adulthood will happen when we get policy and planning settings right on affordability and when the city's citizens don't feel the need to automatically look to the fringe to start a family.

<h2>Williams Landing</h2>

In Williams Landing we have a small scale but clear cut example of doing things in the right order.  Williams Landing station was opened in April 2013 and thereafter the medium and high-density components kicked off with both the Newton and Oxford apartment buildings entering their registration and sales phases in 2015 and 2016.

Now we have a new catalyst, a commercial building with a well-known brand to have its head office housed there.

In the world of gazing into the crystal ball on how to expand and ultimately augment Melbourne's rail network, talk on how the land surrounding the rail network inevitably gets discussed.  What's now happening in Williams Landing stands as a great example of can happen when we get the order of development right.

Unfortunately for Geelong, its loss is Melbourne's gain with Target moving its head office right next to the Williams Landing station.  

While I have and will continue to applaud businesses who employ large numbers of people under one roof and then choose to locate themselves next to the transport mode which will have the most dramatic impact on lessening our insidious car culture, the way the rail network now operates will make it hard for those who would presumably like to remain living in Geelong but follow their job to Williams Landing.

Geelong trains now run around the back of Werribee and there is a bus that links Tarneit - where some Geelong trains stop - and Williams Landing station, however the frequency of service leaves little to be desired.  That said, rail and bus frequencies can (and do) increase over time; however what's the bet that joining the hordes of people on the Princes FWY will be the favoured journey to work from Geelong?

Spring Street has already signalled that it intends to hold back the more intensive redevelopment of the Arden precinct until the new metro station opens - it gets to dictate these terms directly in this case as the state government is a major landholder in the area.  In my view, again, this is the correct order of doing things however what of Fishermans Bend?

Despite its purchase of the former GMH site, the state government is not in the same position as Arden when it comes to south of the Yarra - already developments have kicked off in the eastern end around Montague and in this early stage the 109 tram might be able to cope with a small increase in residents and workers, over the medium to long-term it'll be - excusez mon français - a shit fight.

The cat's out of the bag and Melbourne can't do a Williams Landing on a much larger scale in Fishermans Bend, however that doesn't mean the state government shouldn't reprioritise and play catch up so that proper transport for the precinct is provided in the earlier, rather than later stages of this multi-decade redevelopment zone.

A final framework for Fishermans Bend without a clear picture of how heavy rail will work (and perhaps more importantly when it will begin operations) will mean it's dead on arrival.
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Reflections on doing it right: Alphington, Williams Landing and Fishermans Bend

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<h2>Comment</h2>

At first, there was $10 million on the table in the Victorian Budget.  And when it was time for Canberra to hand down its budget, that figure swelled to $30 million.  In short, whatever the final figure will be, a sizeable chunk of dough is to be spent executing a proper feasibility study on a Melbourne Airport Rail Link.

The study will look a number of aspects, most notably what form a high-capacity rail link would take (its corridor, its technology, its transit time etc) and how building and operating it will be funded (via a PPP, government debt, the Federal Government's new National Rail building fund).  This funding aspect seems to be key, not least because the Victorian State Government to date has been reluctant to commit to any airport link project, except during this year's budget time.

Firstly, let's look back at what's already been studied.

In 2013 the <a href="https://static.ptv.vic.gov.au/siteassets/PTV/PTV%20docs/Feasibility-Studies/Melbourne-Airport-Rail-Link-Study-Overview-brochure.pdf">Melbourne Airport Rail Link (MARL) Study</a> was completed.  Its findings primarily focus on corridors - working on the assumption a MARL would be an extension of the existing network (or utilise network-compatible rail equipment).

Here are the corridors that were looked at in the study.

<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/melair_corridors.png" rel="gallery-all" title="MARL Study (2013) - corridors"><img alt="" class="image-article-full-width-580px" height="650" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/melair_corridors.png?itok=l2jbrN3a" title="MARL Study (2013) - corridors" width="580"></a>

<figcaption>MARL Study (2013) - corridors</figcaption></figure>And here's the assessment of each corridor.

<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/melair_corridors_assessment.png" rel="gallery-all" title="MARL Study (2013) - corridor assessment"><img alt="" class="image-article-full-width-580px" height="303" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/melair_corridors_assessment.png?itok=YgV11hLG" title="MARL Study (2013) - corridor assessment" width="580"></a>

<figcaption>MARL Study (2013) - corridor assessment</figcaption></figure>The conclusion from this study is that the Albion East corridor best meets the various criteria each corridor was assessed against.  It is a very safe assumption to make that should a standard heavy-rail / existing rail network compatible solution be chosen, the Albion East corridor will remain top dog.

On Wednesday 31st of May, RMIT's Centre for Urban Research held the latest in its series of Talking Transport seminars which focused on the Melbourne Airport Rail Link.  One of the panellists was John Hearsch from the Rail Futures Institute and he spoke about <a href="http://www.railfutures.org.au/wp-content/uploads/2017/05/170409-Airport-brochure-v6.pdf">RFI's proposal</a>. 

RFI's Airtrain proposal &amp; documentation is a subset of its larger InterCity study which aims to completely separate all regional and metropolitan rail traffic over the longer term and while at the conceptual level, it's no doubt going to be a reference point for the new study.

At the seminar John Hearsch also provided greater context for the RFI proposal in that it would likely be a 3 phase implementation, done under a public-private partnership with the first phase being the most capital intensive: building the three tunnels, airport train shuttle maintenance and storage facility over a 4 year planning and 4 year build timeframe.

The transit time of 15 minutes would be made possible through the combination of tunnels and at-grade sections having a track speed (and operational service) in the same realm as the regional lines outside Melbourne: 160kph.

It takes inspiration from the 2013 MARL Study and John Hearsch made particular mention of the connectivity benefits in that from either Melbourne Airport, Sunshine or Southern Cross stations, the RFI proposal railway would be a 1 train change from any rail destination in Victoria.

The other public-domain proposal that the new feasibility study should look at is the <a href="http://www.airshuttleaust.com.au/">Airshuttle Australia express train project</a>.  This is a proposal to use different rail technology on more direct corridors - in the Citylink median or a combination of above the existing Craigieburn rail corridor and the Tullamarine Freeway median north of Essendon.

As it is technology independent and wouldn't directly interface with the existing network, the Metro Tunnel dependency that has been used as an excuse to not talk about the Airport link in any great detail by the State Government - up until this year's budget - is irrelevant.  In fact, both public domain concepts propose operationally separate railways with no dependency on the existing network; in both cases thne real sticking point is narrowing down the costs, potential benefits and how to fund them.

Of course, we shouldn't discount another well-rounded solution to the long-term needs of passengers at the airport and the employees who work within the vicinity of it to come out of this process either.

<h2>The road public transport network should also be a study priority</h2>

As PTUA's president Tony Morton mentioned at the Talking Transport seminar, the rail link should be ambitious and aim to do most of the heavy lifting; it should aspire to carry a high proportion of trips to and from the airport but we musn't also exclude other modes of public transport.

More than one panellist made mention of the 903 Smartbus that connects the airport with the Craigieburn line and going forward this is likely to remain the primary public transport connection for those who live in this area. But what other opportunities are there for a large airport-focused high-frequency bus network to the east of the airport?

Should money be invested in expanding 24-hour bus lanes &amp; bus priority on Broadmeadows Road, Mahoneys Road, Pascoe Vale and Cooper Street? How much would it cost to operate a 15-minute frequency service from places like South Morang, cross-town, through outer north to Broadmeadows and onto the airport? What would patronage be like?

And a shout out for the tram network, the #59 tram terminates at Airport West, just short of the southern airport employment precinct and terminals.  How much would it cost to extend this tram route out to the airport to compliment the bus network to the airport's east and the heavy lifting rail line?

Servicing the areas directly to the east and south-east of the airport should be within the scope of the new study.

<h2>Strategic land-use context</h2>

<iframe allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/ZBdK2sX3DFo" width="100%"></iframe>

It's also worth reminding ourselves that there is a significant body of strategic planning work underway in the region, most notably the <a href="https://vpa.vic.gov.au/project/sunshine-employment-cluster/">Sunshine National Employment and Innovation Cluster</a> shown in the video above.  

'All rails lead to Sunshine' when it comes to the metropolitan and regional network in this part of Melbourne - the Ballarat Line has budgeted work coming online soon where the line will be duplicated to Melton in preparation for electrification and the Sunbury line is directly benefiting from the Metro Tunnel project.

It's a combination of this already budgeted for or investment that's underway, minimal property acquisition/re-use of existing surplus land in existing rail corridors, coupled with the Victorian Planning Authority's planning work that makes Sunshine such a potent inclusion to a rail link to the airport.

In short, the promised cash should not be limited to just studying how to get an airport rail link up and running sooner, it should be a holistic airport ground transport plan for the next 50 years.
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Setting the scope for the upcoming $30 million Melbourne Airport Rail Link study

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On Wednesday next week, <a href="http://cur.org.au/">RMIT's Centre for Urban Research</a> is holding its third monthly Talking Transport event: The Melbourne Airport Rail Link, are we there yet?

It is a free, <a href="https://www.eventbrite.com.au/e/the-melbourne-airport-rail-link-are-we-there-yet-tickets-34843527930">ticketed event</a>, to be held at RMIT's Building 80 - located at 445 Swanston Street - level 11, room 10 from 6:00 pm.

<blockquote>
<h3>Description</h3>

Recently, the Australian Government pledged $30 million in addition to the Victorian Government's $10 million for the development of a business case for a rail link between Melbourne's Tullamarine Airport and city, much to the delight of many Victorians.

A train between the airport and city may seem like a no-brainer for Melbourne, but are there details that may derail our expectations?

Join us for the third instalment of RMIT Centre for Urban Research’s Talking Transport series where we bring together leading experts from government, academia, industry and the community sector, to explore and identify real solutions for our city’s future mobility.

The panelists will be seeking to address:

<ul>
<li>Should the link be privately or publicly owned?</li>
	<li>How will that affect ticket pricing?</li>
	<li>What route should the link take?</li>
	<li>Should it be part of the Melbourne Metro?</li>
	<li>Should it be built before or after the Metro?</li>
	<li>What mistakes have other cities similar to Melbourne made and how can we avoid it?</li>
	<li>Should the airport rail should be our #1 priority or are there other public transport projects or issues more deserving of immediate attention?</li>
</ul>
Speakers:

<ul>
<li>
<a href="https://www.ptua.org.au/team/tonymorton/" rel="noopener noreferrer nofollow" target="_blank">Anthony Morton</a>, President PTUA</li>
	<li>
<a href="http://www.impa.org.au/peoplek/" rel="noopener noreferrer nofollow" target="_blank">Marianne Richards</a>, Vice-President Inner Melbourne Planning Alliance</li>
	<li>
<a href="http://www.railfutures.org.au/about-rail-futures/" rel="noopener noreferrer nofollow" target="_blank">John Hearsch</a>, President, Rail Futures Institute</li>
	<li>
<a href="https://www.linkedin.com/in/edward-smelt-327b3242/?ppe=1" rel="noopener noreferrer nofollow" target="_blank">Edward Smelt</a>, Principal Engineer Infrastructure Victoria</li>
</ul>
* More speakers to be announced

Moderator:

<ul>
<li>
<a href="http://cur.org.au/people/professor-michael-buxton/" rel="noopener noreferrer nofollow" target="_blank">Michael Buxton</a>, Professor of Environment and Planning RMIT University</li>
</ul>
Date/Time:

Wednesday 31st May, 6:00pm-7:15pm.
</blockquote>

To book a free seat, please see this link on <a href="https://www.eventbrite.com.au/e/the-melbourne-airport-rail-link-are-we-there-yet-tickets-34843527930">Eventbrite</a>.

The Centre for Urban Research also streams its events on <a href="https://www.facebook.com/RMITCUR/">Facebook live</a>. Shown below are the first two seminars.

April 26th:

<iframe allowfullscreen="true" allowtransparency="true" frameborder="0" height="350" scrolling="no" src="https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FRMITCUR%2Fvideos%2F1259704960794910%2F&amp;show_text=0&amp;width=560" style="border:none;overflow:hidden" width="100%"></iframe>

March 22nd:

<iframe allowfullscreen="true" allowtransparency="true" frameborder="0" height="350" scrolling="no" src="https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FRMITCUR%2Fvideos%2F1221957964569610%2F&amp;show_text=0&amp;width=560" style="border:none;overflow:hidden" width="100%"></iframe>
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Event: The Melbourne Airport Rail Link, are we there yet?

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<h2>Comment</h2>

Sub-optimal outcomes, perceived or otherwise, were always going to be included in the wider level crossing removal project, and Buckley Street in Essendon just so happens to be one of them.

In 2015, <a href="/news/essendon-junction-structure-plan-and-buckley-street-grade-separation">Urban.com.au took a look</a> at the Moonee Valley-led council proposal to remove the level crossing at Buckley Street and apply a new structure plan to Essendon.  

To this day, the notion of removing the existing rail-over-road bridge at Mount Alexander Road and sinking the whole rail corridor under both a restored Mount Alexander Road and Buckley street appears to be the best case scenario.

However, if we take a look at it with fresh eyes after seeing the process of rolling out other level crossing removal projects, the gloss starts to wither away.

For starters as one commenter made mention in the original article, the originally predicted price tag of near $200 million would eat away into the overall budget and take funds away from completing another removal project in metro Melbourne.

Disruption would be huge and quite frankly unacceptable - removing an already grade-separated crossing, filling in the void created over a century ago and then digging another wide trench to fit a 3 platform station - is both profligate and would put the Craigieburn (and Seymour) lines out of action for months.  

Absolutely yes, if a rail line were to be taken out action for that amount of time, it would make sense to do other level crossings - Glenroy is also on the list - but budget for doing other local crossings like Park St and Puckle Street/Holmes Road in Moonee Ponds needs to come from somewhere.

The urban outcomes of the council-led plan tick a lot of boxes - better integration between rail and tram services, and they correct the wanton waste of land that is the Essendon station car park by developing on top of it as well as the sunken rail corridor - but it all comes down to disruption and budget.

One sledge against the preferred option for removing the Buckley Street level crossing is that it is a cheap solution.  Which in and of itself is interesting.  The detailed render in the lead image above depicts a far better urban realm than what currently exists at Buckley Street.

Employing Urban Designers does not come cheap and there's clearly been a lot of thought put it into the pedestrian realm.  In fact it's a massive upgrade over the current dominance of a 4 lane road choked with cars - never forget that, a level crossing is always the worst outcome, everything else is always better.

Whether this is an optimal or sub-optimal outcome, the land around Essendon station is changing and the station will solidify itself as the centre of the suburb soon enough - see the list of projects below.
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Give the road under rail grade separation at Buckley Street a chance

<html><body>
Forever present when there's a large amount of construction happening around the city, recent photographic updates by UM users in the projects &amp; construction threads on the forum have seen a large number of pits highlighted throughout the city.

<h2>Collins Arch - CBD</h2>

<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/p5151469_redden.jpg" rel="gallery-all" title="Image by redden, originally posted 16/05/2017"><img alt="" class="image-article-full-width-580px" height="435" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/p5151469_redden.jpg?itok=AB2U3iMR" title="Image by redden, originally posted 16/05/2017" width="580"></a>

<figcaption>Image by redden, originally posted 16/05/2017</figcaption></figure>See more photos in the <a href="/news">Collins Arch forum thread</a>. 

<h2>Capitol Grand - South Yarra</h2>

<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/p5151419_redden.jpg" rel="gallery-all" title="Image by redden, originally posted 16/05/2017"><img alt="" class="image-article-full-width-580px" height="435" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/p5151419_redden.jpg?itok=bj7dJtge" title="Image by redden, originally posted 16/05/2017" width="580"></a>

<figcaption>Image by redden, originally posted 16/05/2017</figcaption></figure><a href="/news">Capitol Grand forum thread</a>.

<h2><a href="/buildings/premier-tower-134-160-spencer-street-melbourne">Premier Tower - CBD</a></h2>

<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/p5151463_redden.jpg" rel="gallery-all" title="Image by redden, originally posted 16/05/2017"><img alt="" class="image-article-full-width-580px" height="435" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/p5151463_redden.jpg?itok=Jz_5kZCN" title="Image by redden, originally posted 16/05/2017" width="580"></a>

<figcaption>Image by redden, originally posted 16/05/2017</figcaption></figure> 

<a href="/news">Premier Tower forum thread</a>.

The southern edge of the former markets site in Moonee Ponds is now in full swing with the northern edge the last remaining section to see excavation occur.

<h2>Former markets site - Moonee Ponds</h2>

<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/img_9469_0_mb.jpg" rel="gallery-all" title="Image by Mark Baljak, originally posted 12/05/2017"><img alt="" class="image-article-full-width-580px" height="870" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/img_9469_0_mb.jpg?itok=8Hmp38Br" title="Image by Mark Baljak, originally posted 12/05/2017" width="580"></a>

<figcaption>Image by Mark Baljak, originally posted 12/05/2017</figcaption></figure> 

<a href="/news">Moonee Ponds forum thread</a>.

The cluster of CBD top-end talls also continues to feature heavily on the forum, including Victoria One whose floorplates are still playing catch up with the core box. 

<h2>Victoria One - CBD</h2>

<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/img_0083_mb.jpg" rel="gallery-all" title="Image by Mark Baljak, originally posted 12/05/2017"><img alt="" class="image-article-full-width-580px" height="870" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/img_0083_mb.jpg?itok=mgCLnRUD" title="Image by Mark Baljak, originally posted 12/05/2017" width="580"></a>

<figcaption>Image by Mark Baljak, originally posted 12/05/2017</figcaption></figure> 

<a href="/news">Victoria One forum thread</a>.

Victoria One's next-door neighbour, Light House Melbourne, gets a lot of attention now that it is externally complete.

<h2>Light House Melbourne - CBD</h2>

<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/img_0245.jpg" rel="gallery-all" title="Image by Mark Baljak, originally posted 17/05/2017"><img alt="" class="image-article-full-width-580px" height="870" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/img_0245.jpg?itok=xTMYSR4R" title="Image by Mark Baljak, originally posted 17/05/2017" width="580"></a>

<figcaption>Image by Mark Baljak, originally posted 17/05/2017</figcaption></figure> 

<a href="/news">Light House Melbourne forum thread</a>.

Australia 108 continues its march through the slower-to-build podium levels.

<h2>Australia 108 - Southbank</h2>

<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/6670d0d6effb0d46ce79a60408dc42ce.jpg" rel="gallery-all" title="Image by Ryan Seychell, originally posted 10/05/2017"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/6670d0d6effb0d46ce79a60408dc42ce.jpg?itok=bJQfNWpT" title="Image by Ryan Seychell, originally posted 10/05/2017" width="580"></a>

<figcaption>Image by Ryan Seychell, originally posted 10/05/2017</figcaption></figure><a href="/news">Australia 108 forum thread</a>.

<h2>Empire Melbourne - CBD</h2>

<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/img_9568.jpg" rel="gallery-all" title="Image by Mark Baljak, originally posted 17/05/2017"><img alt="" class="image-article-full-width-580px" height="870" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/img_9568.jpg?itok=baMQfiTy" title="Image by Mark Baljak, originally posted 17/05/2017" width="580"></a>

<figcaption>Image by Mark Baljak, originally posted 09/05/2017</figcaption></figure>Click here to see the most recent article in this series: <a href="/news/the-state-of-construction-in-melbourne-mid-april-2017">The state of construction in Melbourne: </a><a href="https://urban.melbourne/development/2017/04/19/state-construction-melbourne-mid-april-2017">mid April</a>.
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The state of construction in Melbourne - mid May 

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Calling all developers interested in affordable housing, the University of Melbourne's Transforming Housing network is set to host the Transforming Housing in 2017 Summit on Friday 2nd June.

The summit organisers would particularly like to hear from developers who have a genuine interest in delivering affordable and social housing. Please use the form below to register your interest.

<h2>About the summit</h2>

<blockquote>
The event, hosted by the University of Melbourne’s Transforming Housing network, will bring together 60 stakeholders from the affordable housing sector including researchers; state government; local government; private developers; the investment community; and not-for-profit housing associations. It will be an opportunity to contribute to current housing debates, create solutions to pressing housing problems and network with others who have a genuine interest in supporting, funding, designing and delivering affordable and social housing for very low to moderate-income households.

Given the changes to tax incentives, access to land, and opportunities for funding related to affordable housing announced in this week’s Federal Budget and the Homes for Victorians strategy, this is an opportunity for interested developers to build both their knowledge and networks in Victoria.

If you wish to be part of the conversation, we invite you to register your interest by contacting Sarah Backhouse using the form below and by briefly stating why you’re interested in participating. As this event is capped at 60 participants, we cannot promise that all registrants will be able to attend, so early registration is encouraged.
<cite>University of Melbourne Transforming Housing network, summit invitation</cite>
</blockquote>

<h2>Event details</h2>

<dl>
<dt>Date</dt>
 <dd>Friday 2nd June</dd>
	<dt>Time</dt>
	<dd>9:00am - 4:30pm, followed by networking drinks</dd>
	<dt>Location</dt>
	<dd>10th floor, Melbourne Law (Building 106), 185 Pelham Street, Carlton VIC 3053</dd>
	<dt>Website</dt>
	<dd>https://msd.unimelb.edu.au/events/the-housing-summit-transforming-housing-in-2017</dd>
</dl>
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Event: Transforming Housing in 2017 Summit

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

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