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As someone who grew up in the outer South East beyond Dandenong, the announcement - made yesterday by the Planning Minister - where Greater Dandenong reformed Planning Zones have been implemented has perked a fair bit of personal interest.

For more than a decade Greater Dandenong has been in and out of the planning news with many attempts to kick of the revitalisation of Central Dandenong - it comes as no surprise Greater Dandenong is one of the first cabs off the rank (<a href="http://www.gleneira.vic.gov.au/Council/Media_and_news/News/Height_limits_over_all_residentially_zoned_land" target="_blank">Glen Eira</a> was the first).  

Whilst reading <a href="http://www.theage.com.au/comment/councils-opt-for-nimby-approach-on-growth-20131106-2x1kg" target="_blank">this</a> interesting piece in The Age yesterday, I pondered what it will eventually be like to compare the various council's proposed or now gazetted new zones.  I had hoped to provide a map for Greater Dandenong similar to the Glen Eira and <a href="/news/reformed-planning-zones-city-of-moreland" target="_blank">Moreland</a> maps previously linked to / posted, however the community consultation material is not readily available on the web.  

Central Dandenong is one to watch: <a href="http://www.revitalisingcentraldandenong.com/cs/Satellite?c=VPage&amp;cid=1191565185337&amp;pagename=RCD%2FLayout" target="_blank">Lonsdale Street</a> works, the <a href="http://www.drumtheatre.com.au/" target="_blank">Drum Theatre</a> and a <a href="/news">large amount of commercial/office development and investment</a> represent a positive direction for this major South East centre.  

One notable aspect of the press release, below, is the rezoning of the <a href="http://www.estate1.com.au/" target="_blank">"Estate One" </a>area in Dandenong South - the area made famous by manufacturing in the 1950s.  Past and present Pakenham train line commuters will recognise the location as being right next door to the now closed General Motors station, time to re-assess the station's closure?  

Planning Minister's Media Release in full:

<p style=" margin: 12px auto 6px auto; font-family: Helvetica,Arial,Sans-serif; font-style: normal; font-variant: normal; font-weight: normal; font-size: 14px; line-height: normal; font-size-adjust: none; font-stretch: normal; -x-system-font: none; display: block;"><a href="http://www.scribd.com/doc/182275632/131107-Guy-New-residential-zones-for-Dandenong-pdf" style="text-decoration: underline;" title="View 131107 Guy - New residential zones for Dandenong.pdf on Scribd">131107 Guy - New residential zones for Dandenong.pdf</a>

<iframe class="scribd_iframe_embed" data-aspect-ratio="undefined" data-auto-height="false" frameborder="0" height="600" id="doc_77694" scrolling="no" src="//www.scribd.com/embeds/182275632/content?start_page=1&amp;view_mode=scroll&amp;show_recommendations=true" width="100%"></iframe>

As further details emerge, I'll update this post.
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Alastair Taylor

Greater Dandenong reformed planning zones implemented

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The Planning Minister has announced the creation of an independent assessment committee which will review public submissions received during the exhibition of the <a href="http://www.linkingmelbourne.vic.gov.au/pages/comprehensive-impact-statement.asp" target="_blank">Comprehensive Impact Statement</a> for the East-West Link.  
An event to watch next month will be forum the City of Yarra will be holding to discuss the CIS on <a href="http://www.yarracity.vic.gov.au/News/public-forum-planned-to-discuss-east-west-link-impacts/" target="_blank">Thursday 7th November at the Fitzroy Town Hall, 6pm</a> - the feedback Yarra receive at the forum will be used for the City of Yarra's own submission.
The Terms of Reference for the new committee can be found <a href="http://www.dpcd.vic.gov.au/planning/environment-assessment/projects/east-west-link" target="_blank">here</a>.    
Urban.com.au will be watching with great interest if individuals and organisations address point 7a from public hearing matters directly:
<blockquote>
	Whether the impacts of the project on the traffic performance of roads connecting to the project, and the surrounding road network, as well as on connectivity for public transport, cycling and pedestrians, have been appropriately addressed.
</blockquote>
 Planning Minister's press release in full:
<p style=" margin: 12px auto 6px auto; font-family: Helvetica,Arial,Sans-serif; font-style: normal; font-variant: normal; font-weight: normal; font-size: 14px; line-height: normal; font-size-adjust: none; font-stretch: normal; -x-system-font: none; display: block;"><a href="http://www.scribd.com/doc/178943356/Independent-assessment-for-East-West-Link-impact" style="text-decoration: underline;" title="View Independent assessment for East West Link impact on Scribd">Independent assessment for East West Link impact</a>
<iframe class="scribd_iframe_embed" data-aspect-ratio="undefined" data-auto-height="false" frameborder="0" height="600" id="doc_46628" scrolling="no" src="//www.scribd.com/embeds/178943356/content?start_page=1&amp;view_mode=scroll&amp;show_recommendations=true" width="100%"></iframe>
 
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Independent assessment for East-West Link Comprehensive Impact Statement

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It's that time again; other media outlets are reporting on Melbourne Airport's most up-to-date figures regarding its ever expanding car parking revenues.  And cue the inevitable uproar on the lack of perceived non-car access methods to the airport. 

As we've seen, even on Apartments.com.au, there's a lot of debate on how to provide alternative access methods to Tullamarine.  Martin Mankowski dished up a thought provoking piece during June on <a href="/news/melbourne-a-city-of-two-tales-skybus-vs-the-airport-train" target="_blank">Skybus versus Airport Rail</a> while back in March I wrote that <a href="/news/half-of-the-melbourne-airport-rail-link-is-currently-under-construction" target="_blank">half of the Melbourne Airport Rail Link is already under construction</a> in the form of the Regional Rail Link.

This regular cycle of mainstream reporting and subsequent commentary doesn't appear to be going away and unless norms (read: PTV Melbourne Metro dependencies, notions that the Regional Rail Link should be treated as a sacred cow for regional passengers) are challenged the same cycle will be repeating itself a decade from now.   The East-West freeway tunnel is likely to soak up many years worth of capital which could be redirected into Public Transport projects so the not-so-new question is: how best to get non-road transport out to Tullamarine?

I still form the view V/Line would be the best operator to run trains to and from the Airport mainly because the Regional Rail Link will be injecting additional capacity into and out of the inner city: an asset that could get a higher return - for more Victorians - if it were at least initially used for Airport rail services.  Conjointly the rolling stock V/Line utilise is presently better suited for passengers with bags compared to a standard metro train configuration whilst little thought is given to the fact that auxiliary trains required to operate these services would be built in Dandenong - adding more local jobs to the equation.  

<img alt="" class="image-article_full_width_702px" height="318" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/VLocitySet36.jpg?itok=dPALl6mU" title="Vlocity at Southern Cross - Image credit: Wikipedia: http://commons.wikimedia.org/wiki/File:VLocitySet36.jpg" width="702">

Image credit: <a href="http://en.wikipedia.org/wiki/VLocity_160" style="font-size: 10px;" target="_blank">Wikipedia</a>

In light of the amount of capital that will be sucked out of Spring Street's budget to facilitate the East-West freeway project, further measures to deliver an Airport Rail service need to be looked at.  Australia Pacific Airports (Melbourne) Pty Ltd - the owner of Melbourne Airport - favours an underground station in the Terminal precinct (refer to <a href="http://melbourneairport.com.au/docs/MasterPlan_2013_PreliminaryDraft_s9_Ground_Transport.pdf" target="_blank">Ground Transportation Plan, Page 129</a>) - however is this the best option?  

Given the airport is set to receive a large elevated road structure to better interface with the new Terminal development to the South of the existing T3 (Virgin), is an elevated rail line completely out of the question?  An underground station will mean passengers using the trains will need to ascend multiple floors to get to the departures level of the terminals and not to mention underground stations are invariable the most costly to build.

An elevated solution, like that of Brisbane's Airtrain Station seen below, has the advantage of easily traversing the horrific amount of car parks that currently surround the airport.  The station itself isn't overly fancy (we should remove the thought from our minds of building a grand terminal like the proposals we saw recently for Flinders Street), it's pleasant enough and gets the job done - just what  a train station should be.  Not to mention it would have been a darn site less expensive to build than a tunnel and two platforms underground.

<img alt="" class="image-article_full_width_702px" height="468" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/Brisbane_Airport_domestic_terminal_Vabre.jpg?itok=UL_ttNVa" title="Brisbane Airport Domestic Station - Image credit: Wikipedia http://en.wikipedia.org/wiki/Domestic_Terminal_railway_station,_Brisbane" width="702">

Image credit: <a href="http://en.wikipedia.org/wiki/Domestic_Terminal_railway_station,_Brisbane" target="_blank">Wikipedia</a>

Attempts to ask APAM about whether an elevated structure could well be looked at the next iteration of the Airport's master plan were met with an automated message on the phone number listed on Melbourne Airport's site for the Master Plan.  Suffice it to say not much effort thereafter was employed to pursue the matter.

Reflecting on deleting Footscray as a V/Line stop, as mentioned in the March piece, the recent release of Plan Melbourne seems to work with this idea quite well.  Sunshine is highlighted as an emerging employment cluster and having a major transport interchange located within it - especially with traffic going to and from the airport - would go a long way to ensuring this planning initiative is successful.  Should Sunshine be the primary western suburban stop for regional services, the emerging area will be the first port-of-call for all Geelong, Ballarat and Bendigo V/Line services; having a regular CBD-Airport rail service stop via a potential Sunshine V/Line hub allows seamless connectivity for regional passengers, removing the need to travel into an already congested city station.

Once the Regional Rail Link is complete, effectively the start of works to build an airport rail link will be in Sunshine.  A structure to remove potential conflict between Airport bound trains and the Sydenham line would need to be built around Albion and at least initially, a single bi-directional track could be laid alongside the existing Albion corridor (therefore reducing capital expenditure).  Factor in an elevated station at Tullamarine and the comparisons to a dual electrified track with metro services terminating at an underground station are stark, particularly in construction costs.  The newly formed Metropolitan Planning Authority will have two clear choices upon which to advise Government no doubt.

Leap forward 10 years after an airport link is complete, the Melbourne Metro tunnel is operational and the pressure on Regional Rail Link capacity increases; maybe then could the 'norm' be implemented.  

In saying that however, I dare say the faster  V/Line service would be sorely missed if an airport rail link switched to a stopping all stations slower metro service as outlined in the PTV Heavy Rail plan.
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Reflecting on the Melbourne Airport Rail Link

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Today we're pleased to announce further details on 'Guiding Melbourne's Urban Growth' - a free event presented by Apartments.com.au and held as part of Melbourne Knowledge Week 2013.
On Friday 1st of November from 6:30pm a panel of five speakers will be giving their thoughts and insight in answer to the following:
<a href="https://www.melbourne.vic.gov.au/AboutMelbourne/KnowledgeMelbourne/Pages/KnowledgeWeek.aspx" target="_blank"><img alt="" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/imgad.jpg" style="width: 300px; height: 250px;"></a>
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	If Melbourne is to fulfil its own motto of gaining strength as it grows, planning policy must shift away from the auto-centric low-density suburban growth patterns of the past. Cities which encourage diverse human interaction through policies which enable increased residential and employment densities benefit from increased localised economic and social activity. With the great Australian dream of owning a home becoming increasingly unattainable where spiralling congestion and travel distance to employment and services offset the lower prices of new fringe suburban development, how can Melbourne make medium and high-density living more attractive to individuals and families at a price they can afford?
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The speakers
Sarah Backhouse - CEO of prefabAUS www.prefabaus.org.au
William McDougall - Transport Planner/Principal at Sinclair Knight Merz www.globalskm.com
Adam Borowski - Development Manager at Small Giants www.smallgiants.com.au
John Carfi - CEO Residential at Mirvac Group www.mirvac.com
Laurence Dragomir - Urban Designer and Apartments.com.au writer 
 
Laurence will provide a synopsis of Fishermans Bend, and as part of his talk will present the only available renders with all planning applications to date included, plus a few other surprises.  A preliminary low resolution sneak peek is seen below
<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/Image1_36.jpg" rel="gallery-all" title="A sign of things to come within Fishermans Bend?"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/Image1_36.jpg?itok=1XHUZI-2" title="A sign of things to come within Fishermans Bend?" typeof="foaf:Image"></a>
Each speaker will give a 10 minute presentation and following the presentations an audience Q&amp;A session will be held.
The venue is the Village Roadshow Theatrette at the State Library of Victoria.  Entrance is from La Trobe Street entrance 3 (not the main entrance fronting Swanston Street) - click <a href="http://www.slv.vic.gov.au/sites/default/files/floormap_entrance_2011.gif" target="_blank">here</a> to see a map of entrances.
Guiding Melbourne's Urban Growth is a free, but ticketed event - to attend, simply click the link below, book and print your ticket and present it upon entry.  Doors open at 6:20pm and we anticipate finishing the Q&amp;A session at 8:15pm
* Please print out your ticket and bring it with you on the night - we will not be admitting anyone without a valid ticket.  
If you can't make it or the session is all booked out by the time you read this - never fear!  Our video partners <a href="http://imageination.tv/" target="_blank">IMAGEination</a> will be filming the entire event and we'll publish the videos in the following week.
As always, enjoy!
 
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Guiding Melbourne's Urban Growth - presented by Urban.com.au

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As the first in a series of articles revolving around an interview held with State Planning Minister Matthew Guy in the wake of the <a href="http://www.planmelbourne.vic.gov.au/" target="_blank">Plan Melbourne</a> strategy release, today's article centres around the <a href="http://www.gaa.vic.gov.au/" target="_blank">Metropolitan Planning Authority</a> (MPA) which was similarly launched last week; as a successor to the Growth Areas Authority .  Whilst still in its infancy, the Metropolitan Planning Authority's website carries the following description:

<blockquote>
The MPA has been created to implement the initiatives and vision set out in the Victorian Government’s metropolitan planning strategy, Plan Melbourne. As well as working with its partners in planning, the MPA will implement plans to achieve real outcomes. It will also focus on planning and infrastructure coordination in key strategic areas that are of significance to the state, throughout Melbourne’s inner and outer suburbs as well as regional centres. The MPA is an independent statutory body with a broad, facilitative role to work with local councils, other government agencies and the planning and development industry to help deliver exciting Greenfield and Urban Renewal projects across Victoria.
</blockquote>

The MPA will have a wide-ranging city development policy brief to advise Spring Street on, and one area of particular interest is transport.  As stated by the Planning Minister in our interview last week, currently there are multiple agencies - the likes of VicRoads and PTV to name a few - which advise Government on infrastructure investment priorities.  

Going forward this is set to change with a single body - the MPA - assuming the role of primary provider of advice once analysis drawn from existing agencies is complete.  

<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/mpa-slider.jpg" rel="gallery-all"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/mpa-slider.jpg?itok=86LMLUPd" typeof="foaf:Image"></a>

The Minister's words from Friday:

AT: Will government decisions on how to prioritise large transport infrastructure projects - both in designated urban renewal areas and in areas which councils rezone - be influenced by the Metropolitan Planning Authority?

MG: Very much so, one of the key reasons to establish the MPA is because in the past we've had transport projects that are being funded to areas that are being developed in say 10 years time, but areas that are being developed now having no transport infrastructure projects underway - we need to refocus priorities in this area. Current advice comes from a range of sources: PTV, VicRoads, The Department, Growth Areas authority, Water Authorities - it comes from so many bodies.

It [the MPA] is the first time we've actually said the advice on transport infrastructure priorities will come into one body - the Metropolitan Planning Authority - and the single authority will then provide advice to Government to say for example "it's Government's decision but we (the authority) would recommend Government should look at putting A, B and C project into a given area because population growth is coming through now or in two years time". It's about having one agency give advice to government on how to co-ordinate infrastructure.

AT: So that advice provided by the MPA, will that also include funding options for individual projects as well?

MG: No.

Editor's note: An answer to a separate follow up question - post interview - on which authority or mechanism will explore funding options for projects which the MPA advises the Government to proceed on received after original publish time, the answer provided by a spokesperson for the Planning Minister is provided:

The Treasury department will remain responsible for determining funding options for transport projects, including public transport, road and cycling projects. However the MPA will be able to propose options. For instance, the Growth Areas Authority (now MPA) already does long-term planning and projections of DCP and GAIC revenues in growth areas, and how they can fund a planned roll out of infrastructure.

On the topic of <a href="http://en.wikipedia.org/wiki/PANS-OPS" target="_blank">PANS-OPS</a> and its impact on tall buildings in Central Melbourne, the Planning Minister made it quite clear he intends to work with the new Federal Government to rectify aviation-related issues which recently dogged the <a href="/buildings/australia-108-southbank-70-southbank-boulevard-southbank">Australia 108</a> proposal.  It is the Minister's strong view development in Central Melbourne should not be constrained by aviation regulations.  

The Minister stated (on the topic of Australia 108) "The PANS-OPS issue hasn't gone away, I have been up before the Federal election and will go again to talk with Warren Truss because in our view the CBD and Southbank should be treated like a geographic constraint"  The Minister went on to clarify the issues for height in Central Melbourne only relate to the potential scenario of "a twin engine aircraft taking off in distress from Essendon airport's East-West runway - Melbourne airport was never an issue".  

 

On Friday Laurence Dragomir will be back with our <a href="/news/conversations-with-matthew-guy-episode-ii-in-the-zone">next installment on our conversation with the Planning Minister</a>.
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Matthew Guy on the MPA, Transport advice and PANS-OPS

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<a href="http://www.docklandsnews.com.au/editions/article/yarras-edge-tram-bridge-outrage_9122/" target="_blank">Docklands News</a> reported (01/10/13) Yarra's Edge residents were growing increasingly worried about the proposed tram bridge as outlined in the Fishermans Bend draft vision.  Under the headline "Yarra's Edge tram bridge outrage", Docklands News quoted boat owners as saying they would oppose any low-level bridge that would restrict access to the Marina.

The article similarly quotes the Planning Minister as saying "the bridge was more than 20 years off from being built" and then quotes a Places Victoria representative as saying "a tram link between Collins Street and Yarra's Edge would be in place within 10 years".  Confused?  You're not alone.

Whilst a tunnel might keep the boat owners of Yarra's Edge happy, we need to look at the overall benefits of building the cheaper option: a low-level bridge:

<ul>
<li>cheaper to construct than a tunnel</li>
	<li>more likely to provide pedestrian &amp; cycle links adjacent to tram tracks</li>
	<li>ability to place a tram stop right on the southern bank of the river - injecting people into an otherwise inactive urban environment</li>
	<li>no unsightly ramp in the middle of Collins Street in Victoria Harbour.</li>
</ul>
One potential idea is to slowly move the berths to the west of the proposed bridge alignment as leases in their current position expire therefore allowing a fixed bridge to be built maximising the public's return on investment in the bridge.  

If you're to believe the Places Victoria representative's timeframe of 10 years then an opening bridge could be built with a view to lock it in position over a longer timeframe once the berths have moved away from their current position.   In 10 years, Fishermans Bend (in particular the Lorimer precinct) isn't likely required to have super-high frequency services traversing the river (therefore periods each hour for opening could be catered for), but in 20 years time (the Planning Minister's quoted timeframe) demand for high frequency access to and from Fishermans Bend is likely to be much greater with the entire redevelopment zone underway in some shape or form.

On the loss of open / green space, it is well within the realms of possibility to acquire the site on the opposite side of Lorimer street (pan the street view below around 180 degrees) to even increase the amount of open space available to existing Yarra's Edge residents, mitigating the obvious loss of existing green space should a low-level bridge be the preferred option.

<iframe frameborder="0" height="400" marginheight="0" marginwidth="0" scrolling="no" src="https://www.google.com.au/maps?t=h&amp;ie=UTF8&amp;layer=c&amp;cbll=-37.824158,144.942455&amp;panoid=ZWn0RAEWSz6zODMx3I5zag&amp;cbp=13,34.19,,0,4.79&amp;source=embed&amp;ll=-37.824793,144.942777&amp;spn=0.001331,0.003015&amp;z=18&amp;output=svembed" width="100%"></iframe> <a href="https://www.google.com.au/maps?t=h&amp;ie=UTF8&amp;layer=c&amp;cbll=-37.824158,144.942455&amp;panoid=ZWn0RAEWSz6zODMx3I5zag&amp;cbp=13,34.19,,0,4.79&amp;source=embed&amp;ll=-37.824793,144.942777&amp;spn=0.001331,0.003015&amp;z=18" style="color:#0000FF;text-align:left">View Larger Map</a>

As I <a href="/news/an-overview-of-fishermans-bends-transport-vision" target="_blank">wrote</a> two weeks ago, the most interesting part of the Fishermans Bend draft vision was the eventual form this new link would take.  I just didnt think it would be this quick for the locals to fire up.

 
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Rumble in Yarra's Edge

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The Fishermans Bend draft vision released last week included some interesting infographics to support the associated statements, below is a selection of them. All images taken from the <a href="http://www.fishermansbend.vic.gov.au/cs/Satellite?c=VPage&amp;cid=1316149683199&amp;pagename=Places%2FLayout" target="_blank">Fishermans Bend Draft Vision documents</a>. Click on each for a larger view.
<h2>
	Boulevards look set to play an ongoing role in Melbourne</h2>
St. Kilda and Flemington roads, Royal and Victoria parades, they're the wide thoroughfares that have been with us since not long after first European settlement and throughout all the infographics the extension of Collins Street to the bay (Plummer Street below) looks set to continue this grand tradition. With Plummer Street's inclusion alongside the existing boulevards in the above infographic, one can get a sense of how the redevelopment civic spine should eventually end up, assuming this vision becomes a plan set in stone. Note the inclusion of Alexandra Parade, no doubt on the radar post East-West tunnel completion.
<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/boulevards.png" rel="gallery-all" title="Potential and Future Boulevards - Image © www.fishermansbend.vic.gov.au"><img alt="" class="image-article-full-width-702px" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/boulevards.png?itok=9Mm8ZLuh" title="Potential and Future Boulevards - Image © www.fishermansbend.vic.gov.au" typeof="foaf:Image"></a>
<h2>
	Collins Street to the Bay</h2>
Building on from the Boulevards above, the infographic below outlines the vision for connecting the CBD to Fishermans Bend. No significant detail but it appears a tram/bus/cycle only bridge will be built across the Yarra from Victoria Harbour to Yarra's Edge. Throws up some curly questions about the marina which currently exists to the east of the bridge as rendered below.
<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/collins_st_extension.png" rel="gallery-all" title="Extending Collins Street to the bay - Image © www.fishermansbend.vic.gov.au"><img alt="" class="image-article-full-width-702px" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/collins_st_extension.png?itok=xtV2gelG" title="Extending Collins Street to the bay - Image © www.fishermansbend.vic.gov.au" typeof="foaf:Image"></a>
<h2>
	Surface public transport in context</h2>
The proposed high frequency corridor (yellow lines) which intersects the 'extension of Collins Street' sets the scene for connectivity with Melbourne Metro; that is, a two-seat journey from Pakenham/Cranbourne lines which will eventually run through the Melbourne Metro tunnel at Domain. Likewise this is a good infographic which illustrates that even though Fishermans Bend will be a major precinct to watch over the next half century, there's equally just as much to the North of Docklands through Arden and E-Gate (immediately south west of North Melbourne station).
<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/full_integrated.png" rel="gallery-all" title="A look at the future for mass public transport for Fishermans Bend - Image © www.fishermansbend.vic.gov.au"><img alt="" class="image-article-full-width-702px" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/full_integrated.png?itok=3UDOc_2l" title="A look at the future for mass public transport for Fishermans Bend - Image © www.fishermansbend.vic.gov.au" typeof="foaf:Image"></a>
<h2>
	The heavy stuff</h2>
It's pretty self-explanatory. The two new mooted stations have the same spacing between them placed in new higher-density nodes (refer to height limits map at the bottom). This along with Melbourne Metro is the big question mark hanging over the entire vision; the density this precinct promises to have, as per this vision, is well and truly in the realm where heavy rail is warranted. One would also hope once the vision becomes a plan, a real funding and construction timetable for Melbourne Metro and Clifton Hill; Fishermans Bend tunnel is likewise set in concrete (sorry about concrete references!).
<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/metro_line_extension.png" rel="gallery-all" title="Mooted Stations for Fishermans Bend - Image © www.fishermansbend.vic.gov.au"><img alt="" class="image-article-full-width-702px" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/metro_line_extension.png?itok=BKcXd3v7" title="Mooted Stations for Fishermans Bend - Image © www.fishermansbend.vic.gov.au" typeof="foaf:Image"></a>
To put the two station locations into present day context, here's the current look of easterly station site at Ingles and Fennell Street:
<iframe frameborder="0" height="400" marginheight="0" marginwidth="0" scrolling="no" src="https://www.google.com.au/maps?t=h&amp;ie=UTF8&amp;ll=-37.827586,144.939486&amp;spn=0.002059,0.004699&amp;z=19&amp;layer=c&amp;cbll=-37.827675,144.939582&amp;panoid=gY7bixOYfzPysmROaH_RWg&amp;cbp=12,316.78,,0,6.56&amp;source=embed&amp;output=svembed" width="100%"></iframe> <a href="https://www.google.com.au/maps?t=h&amp;ie=UTF8&amp;ll=-37.827586,144.939486&amp;spn=0.002059,0.004699&amp;z=19&amp;layer=c&amp;cbll=-37.827675,144.939582&amp;panoid=gY7bixOYfzPysmROaH_RWg&amp;cbp=12,316.78,,0,6.56&amp;source=embed">View Larger Map</a>
And the more westerly station at Plummer and Salmon Street:
<iframe frameborder="0" height="400" marginheight="0" marginwidth="0" scrolling="no" src="https://www.google.com.au/maps?t=h&amp;ie=UTF8&amp;ll=-37.832775,144.924533&amp;spn=0.002072,0.004699&amp;z=19&amp;layer=c&amp;cbll=-37.832751,144.924665&amp;panoid=94CgXBuWE0iDp85-1j1QnQ&amp;cbp=12,270.18,,0,4.91&amp;source=embed&amp;output=svembed" width="100%"></iframe> <a href="https://www.google.com.au/maps?t=h&amp;ie=UTF8&amp;ll=-37.832775,144.924533&amp;spn=0.002072,0.004699&amp;z=19&amp;layer=c&amp;cbll=-37.832751,144.924665&amp;panoid=94CgXBuWE0iDp85-1j1QnQ&amp;cbp=12,270.18,,0,4.91&amp;source=embed">View Larger Map</a>
<h2>
	Height limit overview</h2>
Not exactly transport, just thrown in for context:
<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/height_limits.png" rel="gallery-all" title="Proposed height limits in Fishermans Bend - Image © www.fishermansbend.vic.gov.au"><img alt="" class="image-article-full-width-702px" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/height_limits.png?itok=8KzbcOAk" title="Proposed height limits in Fishermans Bend - Image © www.fishermansbend.vic.gov.au" typeof="foaf:Image"></a>
I've left my comments brief. I'm more interested to hear others' thoughts on the infographics above or any other part of the transport vision I may have missed. Over to you.
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An overview of Fishermans Bend's transport vision

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The City of Moreland has been busy drafting new zones made possible by the Planning Minister's state-wide planning zone <a href="http://www.dpcd.vic.gov.au/planning/theplanningsystem/improving-the-system/new-zones-for-victoria" target="_blank">reform</a> and has kicked off a mail &amp; online campaign to get its residents engaged on the proposed new residential zones their strategic planners have drafted.  At first glance. Moreland have been quite liberal in their proposal now open for public comment - click <a href="http://www.morelandplanning.com/" target="_blank">here</a> to view the dedicated site and full supporting document suite.

For convenience, here is the map of the proposed zone changes - copyright to City of Moreland, click for (much!) larger view.

<a href="http://www.morelandplanning.com/themes/bootstrap/img/ZoningMap.jpg" target="_blank"><img alt="" class="image-article_full_width_702px" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/moreland_zoning_map.jpg?itok=TQ3ivNRY" style="width: 702px; height: 886px;" title="City of Moreland proposed zone changes"></a>

What are the new reformed planning zones?  With many thanks to the City of Moreland, they have produced a succinct two-pager outlining it clearly which can be viewed <a href="http://www.morelandplanning.com/themes/bootstrap/pdf/newzones/New%20Residential%20Zones%20Info.pdf" target="_blank">here</a> (PDF).  

Analysis

The backbone of Brunswick &amp; Coburg - Sydney Road - along with Glenroy &amp; Brunswick East (Lygon/Nicholson Streets) keep their own structure plans but interestingly in the south west of the Local Government Area (LGA), Brunswick West has a proposed widespread application of the new Residential Growth Zone intermixed with the strict Neighbourhood Residential zone furthermore protected with a heritage overlay.  From the southern boundary with the City of Melbourne on Park Street all the way to the intersection of Melville &amp; Moreland roads, the #55 tram and various cross-town bus routes look set to have patronage increase considerably should this new zoning be applied and redevelopment kick off soon after.  

I've <a href="/news/bus-routes-which-need-improvement-the-506" target="_blank">previously written</a> about the #506 bus route and should the proposed zone map look somewhat like the map Moreland have produced for public comment, the need to fix idiotic leftovers from the days when trams and buses competed for passengers will become even more apparent - more so north of Bell Street.  

Melville &amp; Albion Brunswick West, set to change under the proposed reformed zone implementation.

<iframe frameborder="0" height="400" marginheight="0" marginwidth="0" scrolling="no" src="https://www.google.com.au/maps?dg=opt&amp;ie=UTF8&amp;t=h&amp;layer=c&amp;cbll=-37.759206,144.944789&amp;panoid=gJla4R3amfQJH0grVGdrYQ&amp;cbp=13,7.97,,0,1.23&amp;source=embed&amp;ll=-37.761127,144.944794&amp;spn=0.006684,0.01502&amp;z=16&amp;output=svembed" width="100%"></iframe> <a href="https://www.google.com.au/maps?dg=opt&amp;ie=UTF8&amp;t=h&amp;layer=c&amp;cbll=-37.759206,144.944789&amp;panoid=gJla4R3amfQJH0grVGdrYQ&amp;cbp=13,7.97,,0,1.23&amp;source=embed&amp;ll=-37.761127,144.944794&amp;spn=0.006684,0.01502&amp;z=16" style="color:#0000FF;text-align:left">View Larger Map</a>

In the far south east of the LGA, Nicholson St - partly covered by an existing structure plan - appears to be headed for zoning consistency.  The land not covered by the existing structure plan along the corridor is set to have the residential growth zone applied which just so happens to be the same region the <a href="/news/transforming-australian-cities-a-must-read" target="_blank">Transforming Australian Cities</a> strategy used as one of its 3 case studies.

The Bell Street corridor west of Sydney Road, specifically around the terminus of the #55 tram in Pascoe Vale South looks set to be protected which is curious given Bell Street has one of the best middle-ring suburban bus routes (actually, multiple routes) as well as radial tram access.  With the advent of the Boondoggling East-West tunnel, if you were the State Government one would assume traffic through this corridor will reduce and therefore with a calmer road, building density could be increased creating a more appealing urban environment.  Maybe City of Moreland doesn't see it that way? 

Regardless, the video produced by Moreland (see their <a href="http://www.morelandplanning.com/" target="_blank">website</a>) talks about increasing development intensity around existing shopping strips as well as Public Transport corridors - Melville Road and Bell Street has both yet it is proposed to be protected under the Residential Neighbourhood Zone.

Melville &amp; Bell Pascoe Vale South - all the public transport infrastructure is here as well as existing retail space, yet is not set to receive new Residential Growth Zoning under the current Moreland proposal.

<iframe frameborder="0" height="400" marginheight="0" marginwidth="0" scrolling="no" src="https://www.google.com.au/maps?dg=opt&amp;ie=UTF8&amp;t=h&amp;layer=c&amp;cbll=-37.739263,144.945708&amp;panoid=7FQtSVfAiMGz0zc2SDI8bg&amp;cbp=13,301.06,,0,8.62&amp;ll=-37.740532,144.94635&amp;spn=0.002664,0.00603&amp;z=17&amp;source=embed&amp;output=svembed" width="100%"></iframe> <a href="https://www.google.com.au/maps?dg=opt&amp;ie=UTF8&amp;t=h&amp;layer=c&amp;cbll=-37.739263,144.945708&amp;panoid=7FQtSVfAiMGz0zc2SDI8bg&amp;cbp=13,301.06,,0,8.62&amp;ll=-37.740532,144.94635&amp;spn=0.002664,0.00603&amp;z=17&amp;source=embed" style="color:#0000FF;text-align:left">View Larger Map</a>

Up in the north of the LGA, Hadfield / West Street looks set to have the residential growth zone - where apartments/units up to 4 levels can be built. If you look at the current LGA map from Moreland on <a href="http://ptv.vic.gov.au/assets/Maps/Localities/PDFs/37_Moreland_LAM.pdf" target="_blank">PTV's site</a>, there's a single bus route which, like many all over the city, zig zags around back streets trying to do too many things at once.  Serious input from Spring Street and PTV is required to streamline the routes north of Bell Street - applying a zone which could result in near 250-350 people/hectare living in buildings up to 4 levels away from the primary public transport corridors and the existing bus system is going to require work.  

So Moreland residents, you can go here: <a href="http://www.morelandplanning.com/your-suburb">http://www.morelandplanning.com/your-suburb</a> enter your address and see the proposed changes relative to your address.

 
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Reformed planning zones: City of Moreland

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Was Kevin Rudd's "Minister for Cities" policy announcement in Perth on Friday (30/8/13) tokenistic, policy-on-the-run or about time?  A mixture of all three. 

Let's be clear - urban planning is firmly the role of State Governments and Local Governments to implement.  The States and Territories are the ultimate service providers we interact with the most - hospitals, schools, roads, public transport; they are the cornerstone of our federation, yet since the 1940s the States' ability to raise revenue - levy taxes - has diminished leaving them to look up to Canberra for help to implement their policy.  Where historically Australia's political scene has been city versus rural (and in some respects this hasn't changed to this day) with one political party dedicated to the bush - The Nationals, the ALP and Liberal Party have been left to fight over the seats in our capital cities. 

Over the past 70-80 years, on both the ALP and Liberal Party's watch (and in Victoria's case earlier last century, the Country party's watch), we've seen Australia's cities grow on the back of the automobile and for many the insatiable desire to own a house with a backyard in a suburb not too far from family and employment. Yet the problem we have, highlighted so perfectly by Kevin Rudd's speech, is the people who choose to rent, own, play or work in the outer growing fringe areas are running into the ultimate 'gotcha' hat-trick:  

<ul>
<li>private transport has nasty external factors affecting affordability (volatile petrol prices) as well as direct negative effects when solely relied upon (congestion),</li>
	<li>the slow roll out of other essential infrastructure along with the early isolation that is associated with the standard suburban development phenomenon and,  </li>
	<li>access to employment diminishes the further you live away from job clusters.</li>
</ul>
Central Melbourne is now on its own development trajectory.  It's a trajectory that we can quite easily sit back and say we don't need to passionately advocate continuing the momentum for thanks to the work carried out by the visionaries of late last century and the new market which has sprung up around the vision.  The density debate in Melbourne is shifting toward how can the city better utilise its vast array of brownfields sites and under-developed corridors to increase localisation of services whilst also meeting the housing needs through sustainable development patterns.   As our <a href="/developments" target="_blank">Project Database</a> illustrates, urban development has already begun spread beyond the traditional centre of the city - but equally you didn't hear Kevin Rudd talk about increasing density, rather it was a speech targeted directly at the voter-land of the outer swinging seat suburbs regardless of the public transport emphasis.

Kevin Rudd's speech emphasis on Public Transport is a breath of fresh air, but to my mind he lost marks where made an apparent pitch to bringing jobs closer to where people live.  Mass government-funded incentive-driven private sector job decentralisation is a repulsive thought and a rebuke to the quality work that's been happening over the past few decades to make central areas of Melbourne more attractive for business to grow and prosper.  What's needed is leadership in driving new development into existing areas which have scope to cater for increased housing diversity and density allowing the workers to move closer to the workplace - not move their workplace closer to them.  

If it is the Federal Government's job to lead on mitigating the effects of climate change and grow a more prosperous nation, then serious policy leadership on weaning Australian cities off the car and continual low-density suburban expansion (under the misguided "housing afforability" banner) must come from them.  <a href="http://www.carbonneutral.com.au/climate-change/australian-emissions" target="_blank">15% of Australia's emissions come from Transport</a> - of which the private car is the biggest polluter and even if we switched the power source for every car in the country to some as yet mass-marketed device, we still will have congestion and isolating distance problems.   State Governments understand and are actively refreshing and implementing metropolitan strategies which are attempting to curb fringe development (Melbourne 2030, Melbourne @ 5 million and the upcoming Napthine Government planning strategy) and redirecting capital and investment into existing areas but given the same Governments' willingness to shift growth boundaries we're likely to be dealing with the suburban problem for many years yet.  The extra oompf from a small but well resourced Federal ministry in Canberra could be beneficial in keeping States and their strategies in check, as long as they same Federal Government resists the urge to use the same ministry to pander to the interests of the land-owners on the fringes of our cities.

Given the context of the speech - the final week of the Federal election campaign, polls pointing to a wipe out - the policy announcement appeared extremely meek and garnered little analysis on Friday night's news.  Actually, when talked about on the <a href="https://www.propertyobserver.com.au/http://www.abc.net.au/iview/#/view/41909" target="_blank">ABC's The Drum</a> (fast forward to 27m30s) that night, it was tacked on to other policy discussion from the day and then quite literally scoffed off the show by the panelists!

That, right there, is the challenge for urbanists: getting air time and providing proper analysis.  The direction of our cities is not just about big ticket projects like the ALP-favoured Melbourne Metro or the Coalition-favoured East-West link, it's about the sum of the whole.  Canberra holds the considerable purse strings - and always will hold them unless we change our constitution (and the relationship Canberra has with the states) - we should be demanding leadership from this sphere of government, not just having Federal agencies like Infrastructure Australia working within its silo.  As Kevin Rudd said, 80% of this country's economic output is from cities - what's wrong with having leadership ensuring all the policies of the Federal Government and the tools it has its disposal are given a proper urban planning context?
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Federal Government leadership on cities? Yes please

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Asia Pacific Airports (Melbourne) Pty Ltd - the owner and operator of Melbourne's Tullamarine airport - released its <a href="http://melbourneairport.com.au/About-Melbourne-Airport/Media/Media-releases/melbourne-airports-july-passenger-traffic-results" target="_blank">July year-on-year passenger statistics</a> yesterday.  Standing out amongst all other statistics in the media release, was that Tullamarine has for the first time registered more than 30 million passengers passing through its terminals.

Likewise more than 2 million passengers passed through the domestic terminals and as stated in media release, APA have acknowledged early works have begun on expanding Terminal 4 - the low-cost terminal which Tiger Air currently operates out of.  You can see some of the renders posted on our forum back in April <a href="/news/tullamarine-joins-the-30-million-passengers-per-year-club" target="_blank">here</a>.

I've always liked to think growth in airports - be it passenger numbers, aircraft movements or infrastructure growth - are a reflection of the city they're located in.  When an airport is growing through passenger numbers and therefore aircraft movements, it's generally a good sign the city the airport is attached to is likewise seeing healthy growth.  

It's not all about Melbourne's profile being expanded through the greater connectivity afforded by airlines increasing frequencies, such as Singapore airlines recently moving to 4 x daily operations between Melbourne &amp; Singapore, or creating new routes like Air India will be soon to Delhi; it's just as much a reflection of the mood of Melburnians and their happiness/ability to splurge and go see the rest of the world.

<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/air-india-boeing-787-dreamliner-during-paris-air-show.jpg" rel="gallery-all" title="Arriving within days, an Air India 787 Dreamliner. Image © Indian Economic Times "><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/air-india-boeing-787-dreamliner-during-paris-air-show.jpg?itok=PigXJ7Iu" title="Arriving within days, an Air India 787 Dreamliner. Image © Indian Economic Times " typeof="foaf:Image"></a>

Image Credit: Indian Economic Times.  Click <a href="http://www.airliners.net/search/photo.search?aircraft_genericsearch=%3D%22boeing+787-8+dreamliner%22&amp;airlinesearch=%3A%28%22air+india%22+OR+%22air-India%22+OR+%22%28air+india%29%22+OR+%22%28air-india%29%22+NOT+%22express%22+NOT+%22regional%22%29&amp;countrysearch=&amp;specialsearch=&amp;keywords=&amp;sort_order=photo_id+desc&amp;page_limit=15&amp;daterange=&amp;range=&amp;thumbnails=&amp;engine_version=6.0" target="_blank">here</a> for more photos of Air India's 787.

Despite a general belief that a high-speed rail corridor between Melbourne, Canberra and Sydney would be good thing for the environment (as long as the power generated for the new line was from a renewable or cleaner-than-coal source) as well as capacity issues in Sydney, we're likely to be stuck with Tullamarine as our primary entry and exit point for many years yet.   It's encouraging to see the many-times-over refreshed masterplan is slowly coming to fruiting through the recently announced 3rd runway planning project and the ongoing terminal expansion projects but as I and others have written on UrbanMelbourne.info before, one of the main issues which will remain with Tullamarine is ground transport access.  

It might take another decade for Tullamarine to reach 40 million passengers a year - the passenger figure generally thought to be where there will be a definite "<a href="http://www.news.com.au/breaking-news/six-million-people-would-use-train-to-melbourne-airport/story-e6frfkp9-1226647198690" target="_blank">need</a>" for a rail line to and from the centre of the city - but it will be an interesting decade given the push to expand the Tullamarine Freeway between the Western Ring Road and the airport.  

Will we see more frequent skybus services in the interim?  Who knows, but it's a sure bet on the road to 40 million passengers, the pressure to service Tullamarine from a ground transport perspective is going to increase and here's also hoping the State Government comes to a better agreement to channel more non-skybus services into the precinct from areas where most airport employees live.
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Tullamarine joins the 30 million passengers per year club

<a href="https://www.apartments.com.au/developments/broadbeach-qld-4218">Broadbeach</a> offers plenty of reasons to live vertically, but moving from a substantial family home into an apartment can expose the compromises of high-density living. Privacy, room for guests and usable living space tend to matter more when an apartment is intended as a permanent home rather than an occasional coastal base.

A typical residential floor at <a href="https://www.apartments.com.au/new-apartments/the-eveleigh-broadbeach-7-9-surf-parade-broadbeach-qld-4218">The Eveleigh</a>, on Surf Parade,&nbsp;contains just four apartments. The 94-residence development by <a href="https://www.apartments.com.au/developers/hirsch-faigen">Hirsch &amp; Faigen</a> is predominantly made up of expansive three-bedroom homes, with a limited collection of half-floor penthouses above.

Across the apartment floors, <a href="https://www.apartments.com.au/architects/rothelowman">Rothelowman</a> has used the relatively limited number of residences to give each home greater access to natural light and outlook. Living spaces extend towards full-height glazing, while a series of bay windows frame selected views across the Pacific Ocean, city and hinterland rather than treating the building edge as a continuous wall of glass.

&nbsp;

[smartcode_project:default project_id=149670 project_image_fid=360965]

“The apartment floors deliver a collection of homes that embrace controlled outlook via a series of bay windows deliberately framing moments of view,” Rothelowman Director Kim Lowman said.

From outside, those projecting forms contribute to the tower’s faceted profile. Strong horizontal and vertical elements establish its proportions, while the changing position of the sun alters the light, shadow and reflection across the façade throughout the day.

The same attention moves inside the apartments, where the material palette combines warm timber, natural stone, metallic detailing and softer curved forms. Kitchens sit within the main living zone, with stone island benches, integrated joinery and European appliances, before the living areas extend towards the glazing and the outlook.

&nbsp;

[smartcode_project:default project_id=149670 project_image_fid=360981]

Three genuine bedrooms provide room to accommodate family and guests, while two secure car spaces and storage address some of the practical considerations that can become more noticeable when moving from a larger home. Feedback from the display suite has centred on the warmth and restraint of the interiors, with buyers commenting that the residences feel like homes rather than conventional coastal apartments.

A limited collection of half-floor penthouses occupies the upper levels, increasing the scale of the living spaces and adding private balconies and elevated finishes. From this position, the outlook extends between the ocean and hinterland.

Outside the private residences, The Eveleigh separates its shared spaces between the podium and rooftop. The podium is centred on wellness, with subtropical landscaping surrounding a swimming pool and pool terrace, yoga garden, private gymnasium, sauna and hot and cold plunge facilities. Landscaped retreats and pavilions provide additional places to sit away from the main recreation areas.

&nbsp;

[smartcode_project:default project_id=149670 project_image_fid=360966]

Higher in the building, a rooftop pavilion and private dining suite sit alongside resident lounge, barbecue and outdoor dining areas, opening towards panoramic views across the ocean, city and hinterland.

“Buyers are no longer just looking for an apartment, but a lifestyle where they can relax, reset, and enjoy a balanced way of living,” Hirsch &amp; Faigen Director of Sales Matt George said.

Interest to date has come from established owner-occupiers and interstate lifestyle purchasers, including buyers planning a future move to the Gold Coast. Many are coming from larger homes and want to reduce ongoing maintenance without giving up space for family and guests, privacy, two car spaces or the ability to entertain at home.

&nbsp;

[smartcode_project:default project_id=149670 project_image_fid=360969]

Much of that daily life can also take place beyond the building without requiring a drive. Kurrawa Beach and Pratten Park are an easy walk from Surf Parade, while Pacific Fair, Oracle Boulevard, The Oasis, restaurants, cafés, entertainment and public transport are also within walking distance.

The Eveleigh is Hirsch &amp; Faigen's fourth Gold Coast development since entering the market in 2021, following The Hemingway at Palm Beach, The Emerson at Kirra and Yves at Mermaid Beach. Each of the preceding projects sold out before completion.

“Broadbeach had been on our radar throughout our time operating on the Gold Coast,” the developer said. “Following our projects in Palm Beach, Kirra and Mermaid Beach, Broadbeach represented the natural next step for the business.”

The Surf Parade site brought together proximity to the beach, protected coastal outlooks and walkability to dining, shopping and recreation. Hirsch &amp; Faigen also identified the street as an emerging premium residential address, with enough separation from Broadbeach's busier destinations to retain a quieter environment at home.

The Eveleigh is now under construction by Maxcon, with completion forecast for mid-2028. Three-bedroom residences are currently available from $2.87 million.

[smartcode_project_cta:default project_id=149670]

Joel Robinson

The Eveleigh brings house-like apartments to Broadbeach

A long-stalled Campbelltown development site is back in play, with new plans for 139 apartments set to supersede a mixed-use scheme approved almost a decade ago but never built.

The new proposal for 28 Cordeaux Street would deliver 116 market and 23 affordable apartments in a part 14-storey building, bringing a substantial new project into a Campbelltown market where new apartment supply remains limited.

Plans have been filed over the 3,092 sqm corner site at Moore-Oxley Street, around 600 metres from Campbelltown Railway Station and the city-centre retail core.

The site already carries a mixed-use residential approval dating to 2016. Doroch Architects has now been engaged on a larger replacement scheme, which is progressing as a State Significant Development Application following a Housing Delivery Authority determination in August 2025.

The apartment mix comprises 39 one-bedroom, 72 two-bedroom and 28 three-bedroom residences. Two-bedroom apartments make up just over half of the project, while three-bedroom homes account for 20 per cent.

<img alt="First look: New 139-apartment plans revive long-stalled Campbelltown city centre site" data-entity-type="file" data-entity-uuid="136dd5b9-3791-4da6-9e31-76f533f5b4de" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Campbelltown%20da2.png?VersionId=LgOSy9nwf5u.MGswBBwaGGxuX8QpHSl_" />

Of the 139 apartments, 23 will be delivered as affordable housing under the in-fill affordable housing provisions of the Housing SEPP. The affordable component represents 15 per cent of the residential gross floor area and will be managed by a registered Community Housing Provider.

Doroch has sought to break the scale of the building into two distinct elements, with a masonry podium of around four storeys establishing the street edge before the residential tower steps back above.

The corner position has shaped that approach. Cordeaux Street faces toward the commercial and civic centre, while Moore-Oxley Street leads into the lower-scale residential neighbourhood to the south, and the design verification report describes the site as "bridging the commercial core to the north and established residential areas to the south."

The podium will be expressed predominantly in face brick, while the upper levels shift to brushed and grooved concrete cladding with darker metal detailing. Recessed sections, deep balcony edges and landscaping break down the upper form, with an approximately 11.8-metre setback to the northern boundary addressing the adjoining St Peters Anglican School.

<img alt="First look: New 139-apartment plans revive long-stalled Campbelltown city centre site" data-entity-type="file" data-entity-uuid="c8b3d2d3-c561-4bfc-a5d9-a68c0c10dac1" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Campbelltown%20da1.png?VersionId=AeAEyJU02Gk2k5noUj2StziCvdQ7fW4B" />

Campbelltown has been starved of new residential developments in the last decade.

The only other notable development set to come to market this year is ALAND's Queen Square, a mixed-use precinct on over two hectares that will comprise apartments above a vibrant ground-level retail and hospitality dining precinct.

First look: New 139-apartment plans revive long-stalled Campbelltown city centre site

First Look: Sherlock Construction pitches apartments for low-rise Deception Bay

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

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

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

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