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On Saturday the Planning Minister announced that he had approved the twin tower <a href="/buildings/queens-place-157-a-beckett-street-and-370-queen-street-melbourne">Queens Place development located at 350 Queen Street</a> and on Tuesday, <a href="/developers/golden-age-group">Golden Age</a> and Asian Pacific Group announced <a href="/builders/hickory">Hickory</a> has been selected as the builder for <a href="/buildings/opera-450-st-kilda-road-melbourne">Opera on St Kilda Road</a>.

Queens Place is a twin 79 level / 246 metre tower development located in the <a href="/new-apartments/melbourne-vic">CBD</a> annex north of La Trobe Street.  A joint design involving <a href="/architects/cox-architecture">Cox Architecture</a> and <a href="/architects/fk-australia">Fender Katsalidis</a>, the development includes a mix of one, two three and four bedroom units and the approval comes with a condition that both buildings are to be set back at least 4.5 metres from the street.

The Planning Minister Richard Wynne said "good design that responds to the streetscape and provides for good amenity is critical and I'm pleased to clear the way for this project to proceed.  This is a well-designed development that will provide new apartments for our growing city as well as new services to support that population."

<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/queens_place_display_suite.jpg" rel="gallery-all" title="Queens Place display suite under construction - Image by UM user redden"><img alt="" class="image-article-full-width-580px" height="385" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/queens_place_display_suite.jpg?itok=-dXZ5-W1" title="Queens Place display suite under construction - Image by UM user redden" width="580"></a>

<figcaption>Queens Place display suite under construction - Image by UM user redden</figcaption></figure><h2>Opèra heads to construction</h2>

Golden Age and Asian Pacific Group announced the <a href="/architects/bates-smart">Bates Smart</a>-designed Opèra located at 450 St Kilda Road will be built by Hickory.  Opèra is a 19 level, 228 apartment development and is set to commence later this month.

Bates Smart design director Kristen Whittle said the building was a statement and aimed to bring back the beauty and art of architecture in Melbourne.

<blockquote>
"Opèra is designed as a living sculpture that will enrich this historic area of Melbourne through its expressive form that twists and flares with a curvaceous beauty unlike any other building in the city,” he said.

“I hope it stimulates conversation about the next evolution of architecture in Melbourne. The world’s greatest cities place a value on creative architecture as beauty. Melbourne needs to evolve into this space and pursue artistic projects that reshape how we think about architecture, as we hope Opèra does.”

<cite>Kristen Whittle - Bates Smart</cite>
</blockquote>

In an Australian first, Opèra's facade will be created using double curved glazing panels - a process known as cold bending.

<figure><img alt="" class="image-article_full_width_580px" height="336" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/opera_1.jpg?itok=7PFARIMu" title="Opèra - 450 St Kilda Road" width="580"><figcaption>Opèra - 450 St Kilda Road</figcaption></figure>
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Alastair Taylor

Queens Place approved, construction to commence on Opèra

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Subways, metros and undergrounds, whatever you want to call them, they're all a bit glamourous when you don't have them in your city.  And Jeff Kennett was quoted in the <a href="http://www.heraldsun.com.au/news/victoria/melbourne-needs-underground-rail-network-that-rivals-london-and-paris-jeff-kennett-says/news-story/0db880f6acd01aa023d399a9a09a5fa9">Herald Sun</a> - not the first time - as saying the state government should borrow $100 billion and build Melbourne an underground system.

<blockquote>
“If I was premier today I would probably go out and borrow $100 billion and I’d build an underground rail system which would last for years and years and years,” Mr Kennett said.

“You go to every city in the world, whether it’s Moscow, St Petersburg, London, Paris, they’ve all got underground rail systems that were built 50 years ago.

“At today’s (interest) rates, you could borrow that amount of money, stack it away, earn a bit of interest and then slowly roll it out"
</blockquote>

One can never fault Jeff Kennett for having a lack of vision for Melbourne and regardless of your political views, we're all better off that he's still active in the conversation about our city.  I recommend following him on <a href="https://twitter.com/jeff_kennett">twitter</a>.

Perhaps the most refreshing thing Jeff Kennett has said is that public borrowing should finance productive new transport infrastructure.  But is a new, third, tier of rail service in Melbourne the best way to spend $100,000,000,000?

That's right, an underground, metro or 'subway' would be a third tier of rail service in Melbourne - our train network's primary focus is on moving commuters longer distances into the city and of course the trams focus on the inner-to-middle rings of the city.

Notwithstanding PTV's own heavy rail network plan, there's ongoing bus network changes - which have a tendency to slip under the radar - and we tend to ignore the tram network which with a bit of tweaking, extending and creation of new routes would be an even greater asset.

And if we are aiming to become comparable to cities like London and Paris we'd also need to take a leaf our of their book and think seriously about discouraging widespread car use and reallocating road space for cyclists, and of course put the pedestrian first.

<h2>Let's accelerate existing network plans first</h2>

If there were a hypothetical $100 billion for general active and public transport infrastructure investment made available over a period of time then it would be prudent to simply accelerate plans we already have.  

That doesn't mean we shouldn't dream - metros will probably have a place in Melbourne, especially in areas outside the immediate centre - but even in a heavy state borrowing scenario we must prioritise existing plans first, dream second.

Our rail network has a long-term plan, including a second cross-city train line that would function like a metro line, but not much has been made of any public network extension plans for trams or the cycling network.

If we're to borrow like Bolte, the money should be spent across all forms of public and active transport.
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Jeff's 'underground' and the $100 billion in bond money

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<h2>Comment</h2>

Something's amiss. The needs of train passengers don't appear all that highly valued when it comes to the commentary and debate surrounding the level crossing removal authority's preferred elevated rail solution for the Dandenong corridor.

Underground rail lines might be the best type of rail infrastructure from the perspective of not disturbing property owner views and forgetting the fact it's the most expensive way to build (or retrofit) a rail line, the passenger experience is rubbish.

Trains have windows which allow passengers to look out of them and in a tunnel or in a prolonged trench situation passengers are afforded the views of nothingness. Services that run at grade or elevated afford passengers views both near and far.

According to the bastion of Internet encyclopædic accuracy, <a href="https://en.wikipedia.org/wiki/Pakenham_railway_line">Wikipedia</a>, Oakleigh was connected to Dandenong by rail in 1877; Oakleigh and South Yarra were connected by rail in 1879. Five generations have passed since the rail line was built through the area.

If the claims that an elevated rail option was not present in the initial community consultation for the Dandenong corridor turn out to be true then the level crossing removal authority deserves a right royal slapping. There might be an acknowledgement of this as <a href="http://www.theage.com.au/victoria/sky-rail-government-wont-rule-out-elevated-rail-on-frankston-train-line-20160212-gmt7rd">lessons appear to have already been learnt</a>.

The price paid by property owners whose houses back on to the rail corridor will have reflected the decreased general amenity and risk that change is almost guaranteed to occur in the rail corridor in future; and if I were to give any piece of advice to directly affected property owners your energy should be focused on extracting information from the level crossing removal authority, Victrack or PTV on eventual corridor expansion plans.

The most pertinent question to ask of the authorities: 'will my property eventually need to be acquired should the rail corridor expand from two to four tracks?'

<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/clayton_rd_0.jpg" rel="gallery-all" title="The proposed redevelopment of Clayton Station"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/clayton_rd_0.jpg?itok=N4isyL6r" title="The proposed redevelopment of Clayton Station" width="580"></a>

<figcaption>The proposed redevelopment of Clayton Station</figcaption></figure>The rail corridors around Melbourne carry many thousands of people every day - people who would conceivably be driving to their destination if there was no or a really poor, infrequent, rail service - and it follows that these people, their comfort and their needs are also important.

The Government and the community have accepted that level crossings need to be removed in order to squeeze more capacity out of both our principal public transport &amp; road networks. Train passengers are the biggest beneficiaries of the new infrastructure proposals in the Dandenong corridor: less disruption during construction and at the end of it all, passengers will be provided with superior amenity and a new perspective on the areas they've been travelling through prior to the infrastructure changes.

Time will tell if the superior amenity from the train windows in an elevated train situation has induced more passengers on to train services and increased economic activity around the newly rebuilt stations (especially if the Frankston line sees elevated sections retrofitted which in turn would provide grand views across Port Phillip); but one thing is for certain, there has been a proper design process and it's quite rightly focused on train passengers just as much as on lessening the impacts on directly-affected property owners with the inclusion of noise and visual barriers in selected areas.

We have a habit of building freeways at grade with art installations along the corridor which I've always been mildly amused by given that adding distractions along freeways runs counter to the basic requirement of operating a car at higher speeds: driver concentration. Regardless, this to me says designers and engineers understand there's more to transport infrastructure than just providing a right-of-way, there is a thought process which addresses amenity.

So why must we banish mass transit to the underground or in trenches where passenger amenity will be at its poorest?
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Won't someone think of the passengers?

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<h2>Analysis and comment</h2>

Blink and you might have missed it. The $10.9 billion Melbourne Metro Rail project whose business case was finally released yesterday appears to back up some of the rhetoric originating on Spring Street.

Soundbites like 'the biggest overhaul of our public transport system since the construction of the City Loop' as the Premier has been saying on his <a href="https://www.facebook.com/DanielAndrewsMP/?fref=nf">facebook page</a> appear to have merit now that we have a clearer picture of what exactly the Melbourne Metro project is going to do.

Here's why.

If you've only just caught a commercial TV news report about Melbourne Metro you can be forgiven for thinking it's simply about building a tunnel across the city. Back when Spring Street announced the tunnel and 5 station component of the project would be financed through an availability PPP model, we gleaned a little more insight into how the entire project would be packaged.

Present in that original announcement was a 'Wider Network Enhancements' package and at the time it wasn't clear what exactly it was going to entail. With the release of the business case for the entire project, now we do.

In short the Melbourne Metro Rail project has extra rail infrastructure investment in areas that are not directly related to the tunnel project. It's about capitalising on the capacity created by the construction of the new tunnel and increasing services to more rail lines other than the Pakenham and Cranbourne lines which are collectively known as the Dandenong corridor and the Sunbury Line.

Those who seek an urban, rather than suburban, lifestyle are attracted amenities and services right at their fingertips with pedestrian &amp; cycling infrastructure as well as public transport services the key ingredients to making higher-densities more attractive.

<h2>Multiple tiers of service</h2>

In public transport parlance 'multiple tiers of service' generally refers to rail services operating in express and stopping-all-stations service patterns on the same rail corridor.

That, to an extent, will occur on some parts of the network after the Melbourne Metro project is operating (as it does now), however thanks to the wider network enhancements package in the larger Melbourne Metro Rail project, key stations at mid-points along existing lines will have the hard infrastructure that will enable 'short-run' trains to run, therefore enabling greater capacity to run where it's needed.

Essendon, Cheltenham-Moorabbin, Middle Brighton, West Footscray, Gowrie (Fawkner), Westall, South Yarra and Dandenong are the locations where this new infrastructure will be built (or no doubt upgraded in the case where the basic facilities already exist).

The key constraint to having such long train lines like we do in Melbourne is that trains fill up in the outer suburbs and as trains get closer to the city there's severe overcrowding in our more densely populated areas which in turn diminishes the attractiveness of the services that currently operate.

The Public Transport Victoria proposed service plan in the appendix section of the <a href="http://mmrailproject.vic.gov.au/about-the-project/business-case">project's website</a> shows that from day one of operations of the Melbourne Metro Rail tunnel there will be service increases from the outer suburbs but also the Craigieburn, Upfield, Werribee, Williamstown, Frankston and Sandringham lines are going to see an across the board service boost from stations at mid-points over and above the service increases from line terminus.

To give you an example, the Werribee line currently has 7 trains an hour in the morning peak and the proposed service plan shows an impressive 13 trains per hour (a train roughly every 5 minutes), almost doubling the current level of service. Similar to the Werribee Line, the new rail infrstructure at Gowrie on the present Upfield Line will allow the frequency of service between Gowrie and the city to double from a train every 20 minutes to a train every 10 minutes.

<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/proposed_services_melb_metro_0.png" rel="gallery-all" title="The proposed service plan from the Melbourne Metro Rail business case appendix 4"><img alt="" class="image-article-full-width-580px" height="666" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/proposed_services_melb_metro_0.png?itok=YOaUA1_4" title="The proposed service plan from the Melbourne Metro Rail business case appendix 4" width="580"></a>

<figcaption>The proposed service plan from the Melbourne Metro Rail business case appendix 4</figcaption></figure><h2>The new development hotspots? Line by line</h2>

Many of the suburbs below are already seeing a lot of new development activity with many buyers finding favour in the smaller developments located out of the inner-city. The link between public transport and high-density development is well known and understood so here's a comparison of the existing service levels on the current network with how many services are proposed to operate in new corridors.

<h3>The Dandenong corridor and Sunbury lines</h3>

The suburbs/precincts which will see the most trains in peak or off peak all lie between West Footscray in the west and Westall in the south east: Clayton, Huntingdale, Oakleigh, Hughesdale, Murrumbeena, Carnegie, Caulfield, St Kilda Road (Domain), Parkville, Arden-Macaulay/North Melbourne, Footscray and West Footscray. According to the proposed service plan on day one of operations there will be 18-20 trains per hour (a train every 3 to 3.5 minutes); there are currently 15 trains per hour running from Westall to the city in the 7am-8am peak period.

The off peak frequencies proposed on day one of operations are the same on the Dandenong segment - a train every 10 minutes - and this service level will be the same up to West Footscray on the western side of the line.

<h3>The Werribee, Williamstown and Altona Loop lines</h3>

As mentioned earlier, the Werribee line is a big beneficiary of the wider network enhancements with a proposed service level of 13 trains per hour (roughly a train every 5 minutes) compared to the current service level of 7 trains in the morning peak yet it is from Laverton and Newport that will see the greatest frequency increases.

At Laverton there will be 17 trains per hour (13 of them are the aforementioned Werribee services and 4 of them will run via Altona and rejoin the line at Newport). In off-peak there will be a train every 10 minutes from Laverton (3 will go straight to Newport, 3 will go via Altona).

At Newport where the Werribee, Williamstown and Laverton via Altona lines all merge there will be 20 trains per hour (a train every 3 minutes) affording the highest levels of service to Newport, Yarraville, Spotswood, Seddon, Footscray, South Kensington and North Melbourne. There are currently 12 trains an hour running through Newport in the 7am-8am morning peak. In off-peak there 9 trains an hour (a train every 6-7 minutes) proposed to run from Newport toward the city.

<h3>The Sandringham line</h3>

Services on the Sandringham Line are to be through-routed to the Werribee lines (like Pakenham/Cranbourne/Dandenong/Westall services will be through-routed to West Footscray/Watergardens and Sunbury through the new tunnel) and the new infrastructure in Middle Brighton will increase services to Bayside markedly. There are currently 8 trains an hour in the morning peak between 7am and 8am from Sandringham to the city and according to the proposed service plan there will 12 trains an hour (a train every 5 minutes) from Middle Brighton (9 originating in Sandringham, 3 at Middle Brighton) toward the city. In off-peak there are currently 4 trains an hour from Sandringham and the city and on day one of Melbourne Metro operations this will be increased to 6 trains an hour (a train every 10 minutes).

Similarly, the proposed service plan notes that South Yarra station will also be a short-stop station on the Sandringham line and in peak on top of the 12 trains per hour originating at Sandringham and Middle Brighton, an extra 4 trains per hour will begin at South Yarra and head toward the city and out to the Werribee lines. In off-peak an extra 3 trains per hour on top of the 6 from Brighton Beach &amp; Sandringham will begin at South Yarra and head toward the city and out to the west.

Brighton, Gardenvale, Elsternwick, St Kilda East/Balaclava, Windsor, Prahran, South Yarra and Richmond will benefit the most with the increase supply of Public Transport services.

<h3>The Frankston line</h3>

The wider network enhancements section of the Melboune Metro business case name the Cheltenham-Moorabbin area as the likely candidate to receive new rail infrastructure to enable increased services where they are needed. Much like the Werribee Line, the Frankston Line sees a mixture of stopping-all-stations and express services and given the level crossing removal program in the Caulfield-Moorabbin area is making provision for the third track, it would be safe to assume that this service pattern may be maintained upon the commencement of operations of the Melbourne Metro.

The Frankston line benefits greatly by the removal of the Pakenham/Cranbourne/Dandenong/Westall services out of the city loop and into the Melbourne Metro tunnel and the proposed service plan reflects that.

In saying that, the raw numbers in the proposed service plan point to across the board frequency increases. There are at present 'roughly' 12 trains an hour on the Frankston line (only 7 originate in Frankston, the rest orginate at Carrum or Moordialloc) and in the proposed service plan 10 trains per hour will originate in Frankston, 4 trains will begin their city-bound journey at Carrum and the proposed service plan states that 3 trains an hour in peak will begin at either Moordialloc or Cheltenham. That's an extra 5 services an hour over the current timetable.

Key stations like Moorabbin and Cheltenham will feel the full impact of the new services in the middle ring of suburbs. Cheltenham, Highett, Moorabbin, [Patterson], Bentleigh, [McKinnon], Ormond, Glen Huntly, Caulfield, Malvern, Armadale, Toorak, [Hawksburn], South Yarra and Richmond are the suburbs set to benefit the most from the new services across the board.

<h3>The Craigieburn line</h3>

Like Frankston, the Craigieburn (and Upfield) line is a beneficiary of moving services out of the city loop and on to the new Melbourne Metro tunnel. For the Craigieburn, the business case nominates Essendon as the station which will see new rail infrastructure to enable short-run services.

At present there are 10 trains per hour through Broadmeadows between the 7am and 8am morning peak (8 of them originate at Craigieburn) and the proposed service plan states there will be 10 trains an hour originating in Craigieburn, 2 trains an hour at Broadmeadows and 4 trains an hour at Essendon. In off-peak there will be also be service increases from day one, from the 4 trains per hour at present to 6 trains an hour (a train every 10 minutes).

The suburbs set to benefit the most from the new services are Essendon, Moonee Ponds, Ascot Vale, Newmarket, Flemington, Kensington and North Melbourne.

<h3>The Upfield line</h3>

Tram service-rich Brunswick and Coburg is set to get a decent heavy rail boost as well. As we've highlighted on Apartments.com.au before, Brunswick is emerging as a development hotspot already and the proposed increase in services is very much welcome to cater for all the growth.

Upfield is the ugly duckling of Melbourne's rail network, it only manages a train every 20 minutes in peak and off-peak and the new infrastructure at Gowrie and the removal of Sunbury line services from the city loop will enable frequencies to increase on day one of the Melbourne Metro operations.

[Gowrie], Hadfield, Fawkner, [Merlynston], Coburg North, [Batman], Coburg, [Moreland], [Anstey], Brunswick, [Jewell], [Royal Park], Travancore, [Flemington Bridge], Flemington and Arden-Macaulay/North Melbourne will all benefit from increased Upfield services.

<h2>A few final thoughts</h2>

The proposed service plan emphasises that the services I've summarised above are simply just what the case will be on "day one" of operations. The real transformative effect of this project is that it's going to decouple some of Melbourne's rail lines so they can operate independently (or in the case of Craigieburn and Upfield more efficiently) and therefore capacity can better be managed.

The Melbourne Metro Rail project is scheduled to be complete 10 years from now and a lot could change in that time however I wouldn't be surprised if the proposed service plans are revised upwards rather than downwards, i.e even more services begin running from day one, especially the off-peak timetables.

Service, and how frequently it runs, is one of the most important aspects of any Public Transport system and for people who wish to pursue an urban lifestyle this project will have a profound impact on Melbourne in various quarters of the city.

Thanks to the work started under the planning stewardship of Matthew Guy - the new residential zones - and now the current government pursuing the Melbourne Metro Rail project and Level Crossing Removal programme, key ingredients for increasing densities in focused areas located away from the high land prices of the inner-city are falling in to place.

Lead image credit: <a href="http://mmrailproject.vic.gov.au/about-the-project/business-case">Melbourne Metro Rail business case</a>.
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Melbourne Metro Rail: what does it mean for developers and apartment buyers?

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The Melbourne Metro Rail project will be the catalyst for a big shakeup in the way our rail network operates once it's operational in 2026 and the way we refer to individual rail lines will become meaningless for half the network around the same time.

It's clear that from 2026 after the construction work has been completed for the Melbourne Metro Rail project that there will be not one but two cross-town rail routes: Pakenham/Cranbourne-Sunbury and Werribee/Williamstown/Laverton via Altona to Sandringham.

Say those two groups of rail lines out aloud… "Pakenham Cranbourne Sunbury Line" and "Werribee Williamstown Laverton via Altona Sandringham Line". They're excessively long, convoluted, potentially confusing and would be meaningless to those who are not familiar with the system, from interstate or farther afield.

The "if it isn't broke, why fix it?" crowd might feel their noises are being put out of joint but I think the nomenclature of our rail lines needs an update.

The practice of referring to a rail line by its terminus makes sense if all the services run to the end of the line but increasingly this is not going to be the case as the Melbourne Metro project's 'wider network enhancements' and <a href="/news/melbourne-metro-rail-what-does-it-mean-for-developers-and-apartment-buyers">proposed service plan</a> paint a picture of a larger amount of services running shorter distances from mid-points along respective rail lines.

<h2>Colours, letters and numbers: the way forward?</h2>

Continental Europe perhaps shows us the best way forward. Take Paris for example, the metro lines which are concentrated around the centre of the city are all numbered and the RER lines which connect Paris with its suburbs are lettered. In fact the letter plus number system of Paris' RER I think is how we should rebrand rail lines.

Like how the Melbourne network will eventually operate, Paris' RER consists of five trunk lines and all of them eventually split into branches. When Melbourne Metro starts operating there will be one long trunk from Sunbury to Dandenong where the trunk will then split into two branches; ditto a trunk from Sandringham to Newport and then three branches to Werribee, Williamstown and Laverton via Altona.

<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/ile-de-france_rer_map.gif" rel="gallery-all" title="The Paris RER Network. Image from www.ratp.fr"><img alt="" class="image-article-full-width-580px" height="552" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/ile-de-france_rer_map.gif?itok=EWAX8b-I" title="The Paris RER Network. Image from www.ratp.fr" width="580"></a>

<figcaption>The Paris RER Network. Image from www.ratp.fr</figcaption></figure>Every trunk line on Paris' RER network has a distinct colour, letter and a number which corresponds to a terminus on the respective branch line.

The RER A (red) line in the map above has a single trunk through central Paris and then 5 numbered branches beyond; and also note that odd numbers for RER A correspond to branches terminating in the west of the city and even numbers correspond to branches terminating in the east.

<h2>How might this work in Melbourne?</h2>

Passengers will still need to look at the passenger information displays in order to ascertain which train is arriving and whether it is the train they need to jump on. Other big city 'metros' generally do not have branches therefore - for the most part - every train which arrives at the platform you are standing on goes to the same terminus; the passenger's mental effort only has to focus on getting to the correct platform and just hop on the next train.

As there will be timetabled short-running trains operating to and from the new infrastructure to be built as part of the Melbourne Metro project perhaps a way to incorporate this detail into an easily understood identifier is to take the example of the Paris RER trunk/branch numbering and give all the services that will run on the short-stopping lines a letter and number as well.

Pakenham/Cranbourne-Sunbury line would become:

Colour: Red

Letter: A

Numbers (branch/terminus):

West

<ul>
<li>A1 (Sunbury)</li>
	<li>A3 (Watergardens)</li>
	<li>A5 (West Footscray)</li>
	<li>A7 (Melton) - when it is eventually electrified and brought into the metro network</li>
	<li>A9 (Tullamarine Airport) - when it is eventually built</li>
</ul>
East

<ul>
<li>A2 (Pakenham)</li>
	<li>A4 (Cranbourne)</li>
	<li>A6 (Dandenong)</li>
	<li>A8 (Westall)</li>
</ul>
Station signs and platform passenger information displays would be coloured the same as it would be on a map but also list the services that stop on that platform. For example, a station platform sign at Carnegie on platform 1 (westbound) would list A1, A3, A5 and A7 as services which stop at that platform, likewise on the opposite platform 2 (eastbound) A2, A4, A6 and A8 would be listed as services which stop at that platform.

Platform passenger information displays and the equivalent displays located at the front, rear and side of each train would carry the coloured letter + number code along with the familiar destination name (i.e. "A2 Pakenham", "A3 Watergardens") and automated announcements would also prepend the letter + number code to the familiar destination name.

Line maps would list the station name and the letter + number code of the various train services which stop at that station so that when an unfamiliar user is determining their route via a map on a smartphone, a line 'strip' map on the platform or on a network-wide map they can quickly and easily judge which trains will get them to their destination.

Agree? Disagree? What other city rail naming conventions and wayfinding techniques might we use as inspiration?
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After Melbourne Metro: should we rebrand the rail network?

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When you mention <a href="/new-apartments/brunswick-vic-3056">Brunswick</a> to anyone who's from the other side of the Yarra you're quite likely to get a rendition of the Franco Cozzo ad, a massive expletive-ladden anti-hipster tirade or hushed jibes about lefties.

However we need to question how long those stereotypes will last. Apartments.com.au labelled <a href="/news/hotspots-lygon-street-east-brunswick">Lygon Street in Brunswick East a development hotspot</a> in August 2013 and the picture today is dramatically different. Not that Lygon Street is seeing significantly less development, it's that the planning applications are flying in from all over Brunswick and increasingly <a href="/new-apartments/coburg-vic-3058">Coburg</a>.

A quick glance at the <a href="/">data portal</a> for Moreland shows there are currently 69 projects across the municipality yielding a total of 5,575 units across all statuses. 57 of those projects with 4,293 units are located in postcodes 3055, 3056 and 3057: <a href="/new-apartments/brunswick-west-vic-3055">Brunswick West</a>, Brunswick and <a href="/new-apartments/brunswick-east-vic-3057">Brunswick East</a> respectively.

10 of the projects located in either of the three postcodes are under construction, 13 at sales, 18 approved and 16 are currently before council. Most of those projects are located on the Brunswick activity strips of Sydney Road and Lygon Street however this might just be about to change.

<h2>Moreland's Neighbourhood Centres Strategy</h2>

The City of Moreland has liberally applied the residential growth zone to many parts of the municipality outside its three key activity centres of Brunswick, Coburg and <a href="/new-townhouses/glenroy-vic-3046">Glenroy</a> and the draft neighbourhood<a href="http://moreland.vic.gov.au/neighbourhood-centres-strategy"> </a>centres strategy now viewable on Moreland's <a href="http://moreland.vic.gov.au/neighbourhood-centres-strategy">website</a> seeks to clarify the council's vision for its second-tier activity centres.

In a nutshell the strategy aims to introduce controls to 11 of the 12 neighbourhood centres in Moreland. The neighbourhood centres are scattered throughout the municipality and include areas such as Grantham and Union Streets, Melville Road and Victoria Street in Brunswick West. Gaffney Street in <a href="/new-apartments/pascoe-vale-vic-3044">Pascoe Vale</a>, Merlynston, Fawkner and <a href="/new-townhouses/oak-park-vic-3046">Oak Park</a> are also on the list of areas where development will be encouraged.

The aforementioned areas come under the residential growth zone and in some part include mixed use and commercial 1 zones.

More than 50% of the <a href="http://moreland.vic.gov.au/globalassets/areas/amendments/amendmentslib-7208/c159/mcc3068-neighbourhoodcentresstrategy_v3.pdf">draft strategy document</a> is dedicated to design and built-form guidelines for the areas where development up to 4 levels is permissable.

<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/bruns_4_level.png" rel="gallery-all" title="Albert Street, Brunswick East"><img alt="" class="image-article-full-width-580px" height="431" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/bruns_4_level.png?itok=IZus8DTn" title="Albert Street, Brunswick East" width="580"></a>

<figcaption>Albert Street, Brunswick East</figcaption></figure><h2>Should Moreland be aiming higher?</h2>

Great urban initiatives like <a href="/expert-insights/buying/letting-sydney-road-drown-in-a-traffic-sewer-is-not-an-option-its-time-to-revitalise-the-strip">Revitalise Sydney Road</a> are focused on reconfiguring the look, feel and operations of Sydney Road but is it time to think bigger and earmark sites on Sydney Road for future office-only uses?

Say a concept like that outlined by the Revitalise Sydney Road comes to fruition and the public transport capacity of the road is boosted, the amount of people who will be able to travel up and down from Moreland to the new Parkville Station will increase substantially.

Most of the office space on or near Sydney Road is contained above retail shops or as add-on components to warehouses west of the Upfield train line. A company with a requirement for 1000 square metres of modern office space would be hard pressed to find a site suitable in Brunswick which is curious given it is and will be a natural spill-over area for the biotech and health-focused Parkville area.

In a policy document dated 2011-2016, some of they key challenges for Moreland include 'continued loss of land for employment purposes to residential conversion', 'poor perception of the North as the place for business' and 'limited supply of quality office space'. Perhaps it's time for a commercial development and employment-focused strategy.
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Crystal ball gazing: City of Moreland 

<html><body>
The Level Crossing Removal Authority's <a href="http://your.levelcrossings.vic.gov.au/">website has been updated</a> once again with a new consultation space as well as new renders of the proposed station rebuilds.

Similarly a series of videos have been uploaded in a <a href="http://your.levelcrossings.vic.gov.au/meet-experts">'meet the experts'</a> section of the website with members of the team working on different aspects of the project: acoustics, landscaping, urban design and construction.

As with <a href="/news/its-elevated-rail-for-the-dandenong-corridor-level-crossing-removals">Sunday's article</a>, select a title to go to the specific consultation page.

<h2><a href="http://your.levelcrossings.vic.gov.au/sites/Koornang-Road">Carnegie Station</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/sta_carnegie.jpg" rel="gallery-all" title="Proposed Carnegie station layout. Image from your.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="287" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/sta_carnegie.jpg?itok=iOeR76fN" title="Proposed Carnegie station layout. Image from your.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Proposed Carnegie station layout. Image from <a href="http://your.levelcrossings.vic.gov.au/">your.levelcrossings.vic.gov.au</a></figcaption></figure><h2><a href="http://your.levelcrossings.vic.gov.au/sites/Murrumbeena-Road">Murrumbeena Station</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/sta_murrumbeena.jpg" rel="gallery-all" title="Proposed Murrumbeena station layout. Image from your.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="237" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/sta_murrumbeena.jpg?itok=39dREn29" title="Proposed Murrumbeena station layout. Image from your.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Proposed Murrumbeena station layout. Image from <a href="http://your.levelcrossings.vic.gov.au/">your.levelcrossings.vic.gov.au</a></figcaption></figure><h2><a href="http://your.levelcrossings.vic.gov.au/sites/Poath-Road">Hughesdale Station</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/sta_hughesdale.jpg" rel="gallery-all" title="Proposed Hughesdale station layout. Image from your.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="271" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/sta_hughesdale.jpg?itok=suPxZooA" title="Proposed Hughesdale station layout. Image from your.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Proposed Hughesdale station layout. Image from <a href="http://your.levelcrossings.vic.gov.au/">your.levelcrossings.vic.gov.au</a></figcaption></figure><h2><a href="http://your.levelcrossings.vic.gov.au/sites/Clayton-Road">Clayton Station</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/sta_clayton.jpg" rel="gallery-all" title="Proposed Clayton station layout. Image from your.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="271" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/sta_clayton.jpg?itok=njKI7UPr" title="Proposed Clayton station layout. Image from your.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Proposed Clayton station layout. Image from <a href="http://your.levelcrossings.vic.gov.au/">your.levelcrossings.vic.gov.au</a></figcaption></figure><h2><a href="http://your.levelcrossings.vic.gov.au/sites/Heatherton-Road">Noble Park Station</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/sta_noble_park.jpg" rel="gallery-all" title="Proposed Noble Park station layout. Image from your.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="272" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/sta_noble_park.jpg?itok=pIIHCCME" title="Proposed Noble Park station layout. Image from your.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Proposed Noble Park station layout. Image from <a href="http://your.levelcrossings.vic.gov.au/">your.levelcrossings.vic.gov.au</a></figcaption></figure><h2>Comment</h2>

It appears that Carnegie and Clayton Station are set to receive escalators and lifts and Murrumbeena, Hughesdale and Noble Park will have stairs and lifts. The Carnegie and Murrumbeena diagrams highlight how narrow the corridor is and should expansion from two to four tracks be needed in future, significant property acquisition will be required.

At both Carnegie and Murrumbeena bus stops have been given pride of place right out the front of the station ticket barriers. Both stations have two bus routes running past the station at present - Hughesdale's bus bays are located just beyond the station entrance - the question must be asked: will all these Chadstone-centric bus routes see frequency increases?

The physical infrastructure to enhance intermodal connectivity at Clayton is present however whether bus frequencies are increased thus reducing reliance on car parking in the area remains to be seen.

What do you think?
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Further Dandenong corridor design details emerge

<html><body>
<h2>Comment</h2>

The mainstream media have been very quick to highlight community angst at the lack of consultation on the preferred design response to the level crossing removals in the Dandenong corridor. Indeed it is best highlighted with <a href="http://www.heraldsun.com.au/news/breaking-news/fight-with-locals-brews-over-vic-sky-rail/news-story/247b68bd0660a79943ba1a3d28abae4f">this report</a> that public servants were doorknocking just prior to the public announcement over the weekend.

The two newspapers and Channel 7 have both given a lot of column space and air time to the community pushback with the President of the No Sky Rail Group centred around Murrumbeena and Carnegie being quoted extensively.  The Herald Sun especially has provided a lot of <a href="http://www.heraldsun.com.au/news/victoria/sky-rail-protesters-vow-to-fight-victorian-governments-plans/news-story/487f10877a3963ac5333d1c6fa530120">exposure</a>.

<blockquote>
“It’s a visual blight on my property and I don’t want it. Nobody asked for my say — I have had no choice, I have had no voice in this whole consultation process.”

“I fear my property will be overshadowed, and for the privacy of my young children playing in the backyard and in the pool, and I hold grave concerns for the impact on my property value.”

<cite>Karlee Browning, No Sky Rail Group spokesperson, <a href="http://www.heraldsun.com.au/news/victoria/sky-rail-protesters-vow-to-fight-victorian-governments-plans/news-story/487f10877a3963ac5333d1c6fa530120">Herald Sun</a></cite>
</blockquote>

Ever present in all the media coverage, the shadow planning spokesperson and Leader of the Opposition have been swift in capitalising on the community angst claiming that certain design responses - rail under road / in a trench - were 'promised' by the current Government.  

Likewise the height of the proposed elevated rail guideways and now the height of the stations as depicted in the level crossing removal authority's graphics and animation are now being used.

<blockquote class="twitter-tweet" data-partner="tweetdeck">
Nine metre high rail and 20 metre high stations coming for the Frankston line courtesy of Daniel Andrews. <a href="https://twitter.com/hashtag/howtoruinthesandbelt?src=hash">#howtoruinthesandbelt</a>
— Matthew Guy MP (@MatthewGuyMP) <a href="https://www.propertyobserver.com.au/https://twitter.com/MatthewGuyMP/status/696872195612520448">February 9, 2016</a>
</blockquote>
<script async src="//platform.twitter.com/widgets.js" charset="utf-8"></script>The City of Glen Eira was the first local government area to have its reformed residential zones ticked off by the then Planning Minister and now Leader of the Opposition, Matthew Guy.  

It was Glen Eira's liberal use of the neighbourhood residential zone that locks out significant change in suburban areas which drew the ire of the planning profession and set off a debate where most recently the present Planning Minister Richard Wynne <a href="http://www.premier.vic.gov.au/residential-zones-state-of-play-reports-released/">announced a review</a> into lop-sided implementation of the new residential zones throughout the metro area.

<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/glen_eira_carnegie_murrumbeena_zones.png" rel="gallery-all" title="Zone map from Glen Eira planning scheme - planningschemes.dpcd.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="378" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/glen_eira_carnegie_murrumbeena_zones.png?itok=Fkq-3jYh" title="Zone map from Glen Eira planning scheme - planningschemes.dpcd.vic.gov.au" width="580"></a>

<figcaption>Zone map from Glen Eira planning scheme - <a href="http://planningschemes.dpcd.vic.gov.au/__data/assets/pdf_file/0005/179591/gleneira02zn.pdf">planningschemes.dpcd.vic.gov.au</a></figcaption></figure>Carnegie was one area of Glen Eira that has some application of the Residential Growth Zone - the zone which broadly allows for residential development up to 4 levels and in Glen Eira's case, <a href="http://planningschemes.dpcd.vic.gov.au/schemes/gleneira/ordinance/32_07s01_glen.pdf">RGZ1 outlines</a> a maximum building height of 13.5 metres.

If the success of the residential growth zone is measured purely by the number of applications that have been lodged in an area where the new zone applies then Carnegie is the poster child.

<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/carnegie_rgz.png" rel="gallery-all" title="Screen capture over Carnegie from the Urban.com.au Project Database map"><img alt="" class="image-article-full-width-580px" height="440" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/carnegie_rgz.png?itok=BI71uBa8" title="Screen capture over Carnegie from the Urban.com.au Project Database map" width="580"></a>

<figcaption>Screen capture over Carnegie from the Apartments.com.au <a href="/developments">Project Database map</a></figcaption></figure><h2>Reality Check Time</h2>

Carnegie won't be a <a href="http://www.theage.com.au/comment/the-age-editorial/is-elevated-rail-really-the-right-way-to-go-20160208-gmoj0i">"mostly flat"</a> suburb for long - it even had multi-level higher-density development before the new residential zones were applied (at the end of <a href="https://goo.gl/maps/FAfmdvyjBn12">this street</a>).  The new residential zones are driving investment into this pocket of Melbourne and buildings of a similar height or even higher than the proposed Carnegie Station have either been constructed or have been lodged with Glen Eira council - they are attached to this article below.  

One project on Dandenong road just north of the station precinct has 10-11 levels and is currently <a href="http://www.princesdomain.com/">taking registrations</a>.

Based on current planning activity and the potential new residents flowing into places like Carnegie, I think the State Government was right to go with an elevated design response and focus on turning the land occupied by rail track into new public space.  

The stretch of rail corridor between Grange Road and Murrumbeena Station is the most narrow part of the Dandenong corridor and legitimate questions on how this corridor will be expanded to four tracks are being asked - and they need to be answered so a backlash like the current one in Carnegie-Murrumbeena does not flare up once again.  

Just west of Carnegie station the distance between fences across the rail corridor measures a very narrow 20-21 metres - the absolutely bare minimum needed for a four track railway.  In contrast further down the line near Clayton the corridor measures 40 metres.

The State Government seems content on squeezing more capacity out of two tracks by extending platforms and running trains more frequently for the time being and this, on the face of it, is quite sensible.

However when you take into account the Plan Melbourne projections for the southern sub-region - an extra 400,000-500,000 extra people living from Police Road right out to the fringe - and the need to provide a decent VLine service to the La Trobe Valley, not to mention continue to use the rail line for freight, extra track will eventually be needed.  

Perhaps the biggest stuff-up with this announcement has been the lack of foresight with regards to eventual expansion and the State Government should do the right thing now and work out which properties will need to be compulsorily acquired between Caulfield and Dandenong to make this happen.  

It would be far more prudent to put the community which resides next to the rail corridor out of its misery and acquire now at current market rates before the prices go up even further as developers jostle for sites contained within the residential growth zones.  
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Was the Dandenong corridor's fate sealed with the new residential zone rollout?

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Back in March 2013 when Denis Napthine assumed the role of Premier, under his leadership the PTV heavy rail network plan was released.  Contained within it were four distinct stages of network infrastructure development and subsequent service alterations.

See the <a href="/news">PTV Network Development Plan for Metropolitan Rail forum thread</a> where a summary of the four different stages have been posted.

There's been no reference to an updated plan under the Andrews Government nor was there any public update to the plan when the previous Napthine Government announced their altered Melbourne Rail Link cross-town tunnel proposal.

However it's been useful to glance back at the forum thread every now and again when a new announcement has been made by the current government to see how it relates to the only publicly available network development plans.  

Despite the large level crossing removal program currently underway not explicitly referenced in the 2013 plan - as it was primarily an election-initiated suite of projects in 2014 - many of the improvements required as referenced in the 2013 plan can be box-ticked.

The first stage map below merely depicted projects that were either underway or announced back in 2013 - Regional Rail Link, Epping line extension to South Morang, the electrification project from Watergardens to Sunbury and the four new stations scattered around the network: Lynbrook, Cardinia Road, Southland and Williams Landing.

<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/projects_2016_post_rrl.png" rel="gallery-all" title="Stage 1 of PTV's 2013 network development plan"><img alt="" class="image-article-full-width-580px" height="417" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/projects_2016_post_rrl.png?itok=p3gv5Ewq" title="Stage 1 of PTV's 2013 network development plan" width="580"></a>

<figcaption>Stage 1 of PTV's 2013 network development plan</figcaption></figure>Of note, three of the four new stations have been built and are now in service with the fourth, Southland, about to get underway with a completion date set for 2017.  Waurn Ponds (Grovedale) is now open; the Regional Rail Link now has Bendigo, Ballarat and Geelong line trains running over its rails; Sunbury has been electrified and now sees every second train extend beyond Watergardens; Greensborough to Hurstbridge has seen upgrades; and the Epping Line is now called the South Morang line.

Moving to Stage 2, all the big ticket items from the 2013 have largely been announced.

<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/projects_stage_2_after_melb_metro.png" rel="gallery-all" title="Stage 2 of PTV's 2013 network development plan"><img alt="" class="image-article-full-width-580px" height="416" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/projects_stage_2_after_melb_metro.png?itok=IFaTswyx" title="Stage 2 of PTV's 2013 network development plan" width="580"></a>

<figcaption>Stage 2 of PTV's 2013 network development plan</figcaption></figure>The big ticket items that can be box ticked (or partially ticked) are the Melbourne Metro Rail project which is now underway, a new signalling system trial on the Sandringham line has been announced and with this weekend's announcement that Caulfield-Dandenong will be grade separated using an elevated rail design response, this aspect of the 2013 plan is partially ticked.

Likewise last year a Request for Proposal was put to the market for the next generation fleet of trains which included the construction of a dedicated maintenance and storage facility in Pakenham and this week's media release for the Dandenong corridor level crossing project points to what future announcements might entail:

<blockquote>
Thirty platforms along the Cranbourne Pakenham line will be lengthened to support 37 high-capacity metropolitan trains. The combined package will create space for 11,000 extra passengers in peak hour.
</blockquote>

Blink and you'd miss it however the animation for the Dandenong corridor depicted 9 carriage trains gliding through the new stations.  

Does this mean that 9 carriage trains are coming to the Pakenham and Cranbourne line in 2018?  I highly doubt it because the Pakenham/Cranbourne lines are still firmly running through the existing City Loop which won't fit them but if I were a betting man the second stage of the Dandenong corridor upgrades - last weekend's announcement being the first stage - which is likely to be the large-scale extension of platforms throughout South east Melbourne will probably occur two to three years before the Melbourne Metro Rail tunnel is completed.

Recent reports involving the VLine wheel flange issues quoted remarks by train drivers that the Deer Park junction between the Ballarat Line and the Regional Rail line have become a choke point - will the Deer Park-Melton duplication and 'supporting works' as shown on the 2013 plan include a proper flyover junction?

Projects that are on the stage 2 map but have not been publicly announced thus far include 'signalling upgrades' of the existing system on the Werribee Line and inside the Northern Loop where Watergardens, Craigieburn and Upfield line trains currently run and the various turnbacks, expanded stabling facilities throughout the network and the duplication of the single-track tunnel between Heidelberg and Rosanna.   

Another choke point, albeit a Metro one, is Clifton Hill where a flat-bed junction still exists between the South Morang and Hurstbridge lines: citybound South Morang trains can be blocked by Hurstbridge-bound trains departing Clifton Hill station.  Note a train was derailed in this area over the weekend - perhaps we'll see movement on this part of the network development next?

For the crystal ball gazers, you can see the original plan's stage 3 and 4 summaries in this <a href="/news">forum thread</a>.
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Cross-referencing heavy rail project announcements and PTV's 2013 heavy rail plan

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The Victorian Government has announced that it will proceed with an elevated rail solution for grade separating the nine level crossings that currently exist between Caufield and Dandenong stations.

Likewise on Sunday afternoon the Level Crossings Removal Authority website has released a video and provided details on each of the sites where a level crossing will be removed.

The project is set to cost $1.6 billion in total and by elevating the rail lines above the ground level, the <a href="http://www.premier.vic.gov.au/no-more-level-crossings-between-dandenong-and-the-city/">media release</a> states 225,000 square metres (22.5 hectares) of new public space will be created in three separate locations between Caulfield and Dandenong.

The winner of the tender is a consortium of <a href="http://www.cpbcon.com.au/">CPB Contractors</a> and <a href="http://www.lendlease.com/site%20settings/splashpage.aspx">Lend Lease</a> and construction is set to begin this year and completed in 2018, just in time for the next state election.

<iframe allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/SYT5F-gcr40" width="100%"></iframe>

The following renders are from the Level Crossing Removal Authority's website, select the title above each image to read about the proposed design.

<h2><a href="http://levelcrossings.vic.gov.au/crossings/grange-rd,-carnegie">Grange Road, Carnegie</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/grange_rd.jpg" rel="gallery-all" title="Grange Road in Carnegie. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="390" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/grange_rd.jpg?itok=ryUeiyeA" title="Grange Road in Carnegie. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Grange Road in Carnegie. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure><h2><a href="http://levelcrossings.vic.gov.au/crossings/koornang-rd,-carnegie">Koornang Road and Carnegie Station</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/koornang_rd.jpg" rel="gallery-all" title="Koornang Road and Carnegie Station. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/koornang_rd.jpg?itok=ENdaByQm" title="Koornang Road and Carnegie Station. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Koornang Road and Carnegie Station. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure><h2><a href="http://levelcrossings.vic.gov.au/crossings/murrumbeena-rd,-murrumbeena">Murrumbeena Road and Murrumbeena Station</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/murrumbeena_rd.jpg" rel="gallery-all" title="Murrumbeena Road and Murrumbeen Station. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/murrumbeena_rd.jpg?itok=ME1gE6so" title="Murrumbeena Road and Murrumbeen Station. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Murrumbeena Road and Murrumbeen Station. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure><h2><a href="http://levelcrossings.vic.gov.au/crossings/poath-rd,-hughesdale">Poath Road and Hughesdale Station</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/poath_rd.jpg" rel="gallery-all" title="Poath Road and Hughesdale Station. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="390" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/poath_rd.jpg?itok=pQY7N6Xg" title="Poath Road and Hughesdale Station. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Poath Road and Hughesdale Station. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure><h2><a href="http://levelcrossings.vic.gov.au/crossings/clayton-rd,-clayton">Clayton Road and Clayton Station</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/clayton_rd.jpg" rel="gallery-all" title="Clayton Road and Clayton Station. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/clayton_rd.jpg?itok=-HNsqCGb" title="Clayton Road and Clayton Station. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Clayton Road and Clayton Station. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure><h2><a href="http://levelcrossings.vic.gov.au/crossings/centre-rd,-clayton">Centre Road, Clayton</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/centre_rd.jpg" rel="gallery-all" title="Centre Road, Clayton. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/centre_rd.jpg?itok=zZ_Xfn5I" title="Centre Road, Clayton. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Centre Road, Clayton. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure><h2><a href="http://levelcrossings.vic.gov.au/crossings/corrigan-rd,-noble-park">Corrigan Road, Noble Park</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/corrigan_rd.jpg" rel="gallery-all" title="Corrigan Road, Noble Park. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/corrigan_rd.jpg?itok=uW7kukUZ" title="Corrigan Road, Noble Park. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Corrigan Road, Noble Park. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure><h2><a href="http://levelcrossings.vic.gov.au/crossings/heatherton-rd,-noble-park">Heatherton Road and Noble Park Station</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/heatherton_rd.jpg" rel="gallery-all" title="Heatherton Road and Noble Park Station. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/heatherton_rd.jpg?itok=KzYmTu3L" title="Heatherton Road and Noble Park Station. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Heatherton Road and Noble Park Station. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure><h2><a href="http://levelcrossings.vic.gov.au/crossings/chandler-rd,-noble-park">Chandler Road, Noble Park</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/chandler_rd.jpg" rel="gallery-all" title="Chandler Road, Noble Park. Image courtesy of www.levelcrossings.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/chandler_rd.jpg?itok=kp9RwUDS" title="Chandler Road, Noble Park. Image courtesy of www.levelcrossings.vic.gov.au" width="580"></a>

<figcaption>Chandler Road, Noble Park. Image courtesy of www.levelcrossings.vic.gov.au</figcaption></figure>More comment and analysis will be published later this week.
</body></html>

It's elevated rail for the Dandenong corridor level crossing removals

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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