The residential transformation of St Kilda Road is set to continue into with more new apartment plans for the sought-after boulevard.

Wing Tai Asia has lodged plans for a major residential tower at 464-466 St Kilda Road, replacing the former VACC House with an 18-storey mixed-use development designed around a retained heritage podium and a sculpted contemporary tower.

The proposal, prepared under Victoria’s Significant Residential Development with Affordable Housing pathway, would deliver 325 apartments and ground-floor retail across the prominent 4,653 sqm boulevard site in Melbourne’s St Kilda Road North Precinct.

The project centres on the adaptive reuse of the site’s heritage-listed VACC Building, an eight-storey office designed by Bernard Evans that has occupied the address for decades. Planning documents state the development would involve “carefully dismantling and conserving off-site the original metal fabric of the podium visible from St Kilda Road,” before reinstating it as the defining frontage of the new scheme.

Above the restored podium, Wing Tai is proposing a curvilinear residential tower. The scheme includes 172 one-bedroom apartments, 63 two-bedroom apartments, 66 three-bedroom apartments, and 24 four-bedroom apartments, alongside two ground-floor food and beverage tenancies fronting St Kilda Road.

The tower has been designed with substantial articulation and variable setbacks to minimise perceived bulk and maintain view corridors along the boulevard. Urbis, which prepared the planning report, said the design “has been significantly articulated through a curvilinear design” with “an interplay with materials, façade expression and depth” to create visual separation and visual interest.

The proposal also includes 254 basement car spaces, landscaped pedestrian links connecting St Kilda Road and Queens Lane, and a biophilic landscape strategy featuring canopy trees, raised planters, cascading greenery and a glass oculus pool overlooking the eastern frontage.

Planning documents confirm the $270.1 million development will contribute 3 per cent of project costs to the Social Housing Growth Fund as part of the application process.

Wing Tai acquired the St Kilda Road property in 2018 alongside Abacus Property Group for $95.38 million, before later consolidating ownership of the site. The property previously served as the Victorian Automobile Chamber of Commerce headquarters for around 60 years.

The transformation of the St Kilda Rd boulevard is already beginning to materialise, with a number of high-profile projects recently completed, launched, or approaching launch as developers continue to back the long-term appeal of the precinct.

Among the most notable recent completions is Louise by Samuel Property Group, just off the strip on Queens Lane, the same pocket Hirsch &amp; Faigen recently launched The Queensbury. Mirvac is too on the same street with The Albertine, which is approaching completion.

Dexus recently secured approval for its slice of St Kilda Road, while Gurner also has approved plans for the precinct.

Joel Robinson

Wing Tai unveils 325-apartment St Kilda Road tower on former VACC House site

Malaysian developer <a href="https://www.apartments.com.au/developers/s-p-setia">SP Setia</a> is the latest to jump into St Leonards booming Transport Oriented Development precinct.

The developer, which has previously delivered Sapphire by the Gardens apartment development in Melbourne, identified the Atchison Street site in 2023. It filed a Scoping Report around 12 months ago, and now has revealed the designs for the new&nbsp;40-storey mixed-use tower.

The State Significant Development Application covers <a href="https://next-portal.urban.com.au/projects/14650/summary">20-22 Atchison Street</a>, a 1,374 sqm site positioned between St Leonards Station and the new Crows Nest Metro station.

Designed by <a href="https://www.apartments.com.au/architects/cox-architecture">COX Architecture</a>, the project would deliver 181 apartments, above a four-storey commercial podium, five basement levels, and new public domain works along Mitchell Street. The apartment mix comprises 35 one-bedroom apartments, 39 one-bedroom-plus-study apartments, 85 two-bedroom apartments, and 22 three-bedroom residences.

The proposal has been lodged as a shop-top housing development under the NSW Government’s TOD planning pathway, which allows increased density around key transport infrastructure. The site sits within the recently rezoned Crows Nest Accelerated TOD Precinct.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="b799673d-48e2-46b0-801a-0e33a9330100" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/atchinson%20site.png?VersionId=dPh0UfwfaHpbFL1R7H1cbZNbIW0CHbCC" />

SP Setia acquired the Atchison Street site as part of its continued expansion into the Australian apartment market. In comments made to City &amp; Country (The Edge Malaysia) in 2023, SP Setia President and CEO Datuk Choong Kai Wai described the acquisition as “a strategic move” aligned with the group’s post-pandemic market recovery strategy.

“Our target for this exceptional development is local and overseas buyers, including first-home buyers, downsizers and investors,” Choong said.

The tower has been designed as a slender vertical form rising from a mixed-use podium, with COX Architecture positioning the development as a response to the evolving St Leonards and Crows Nest skyline.

“The purpose of the project is to facilitate the delivery of high-quality housing at a strategically located site and deliver a built tower outcome that is consistent with the desired future character of St Leonards and aligns with the TOD controls,” the design report stated.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="b1a85eee-76f7-436c-a6da-73ba827b9b13" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/atchinson%20entry.png?VersionId=dA9jHGPMcm.dDbwk4QfxqWiY5bfh3UVt" />

The podium would incorporate retail uses fronting Atchison Street, commercial tenancies, landscaped communal areas, and pedestrian improvements along Mitchell Street. Vehicle access and loading would be consolidated via Atchison Lane.

Residents would have access to more than 665 sqm of communal indoor and outdoor spaces, while the development proposes 96 parking spaces across five basement levels.

The proposal also includes a commitment for 10 per cent of residential floor space to be allocated toward affordable housing through a monetary contribution.

COX said the tower form responds directly to the emerging high-density character of the precinct while seeking to maximise solar access, cross ventilation, and outlook from apartments.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="2163f85c-f63b-4be3-aafa-f8763976cec5" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Article%20Feature%20Image%20%28Grid%29_5.png?VersionId=WiAmtIKJ6.ZQ41EtYEQ1fol7AeorKBlL" />

“The building is orientated towards north,” the Apartment Design Guide compliance report noted, adding that the tower’s slim form was driven by the constrained inner-urban site dimensions.

The design also incorporates landscaped setbacks and communal open space at podium level, intended to soften the interface with surrounding streets and improve pedestrian amenity.

The project adds to a growing wave of redevelopment proposals reshaping St Leonards and Crows Nest following the opening of the Sydney Metro City line and the NSW Government’s push for higher-density housing around major transport nodes.

Last week Stockland filed plans just down the road. They want to build a <a href="https://www.apartments.com.au/new-apartments/601-pacific-highway-st-leonards-nsw-2065">52-storey tower on Pacific Highway</a>.

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/first-look-stockland-plans-52-storey-538-apartment-st-leonards-tower">First look: Stockland plans 52-storey, 538-apartment St Leonards tower&nbsp;</a>

First look: SP Setia targets St Leonards skyline with 40-storey TOD tower

<a href="https://www.apartments.com.au/developers/urban-property-group">Urban Property Group</a> has revealed plans for a new mixed-use tower at 10 Dangar Street, Wickham, advancing a proposal that would reshape the southern gateway to Newcastle’s city centre with one of the city’s tallest residential buildings.

The State Significant Development proposal, now on exhibition, seeks approval for a <a href="https://www.apartments.com.au/new-apartments/bowline-10-dangar-street-wickham-nsw-2293">43-storey tower</a> immediately adjacent to the Newcastle Interchange. The project would deliver around 200 apartments, including 42 affordable housing dwellings, alongside 99 co-living units, a 171-room hotel, retail space, and new public domain integrated through the site.

The scheme marks a significant escalation of plans previously approved for the site. Urban Property Group took over the prominent 2,904 sqm parcel, where excavation and demolition had already commenced under an earlier consent for a 14-storey mixed-use development.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="58a96dd9-407f-4d20-86b4-94e4bfeef74b" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20podium.png?VersionId=LGlf08pdFGAZDzvx_CXC4XakHNZRuEE0" />

Designed by <a href="https://www.apartments.com.au/architects/sjb-architects">SJB</a>, the tower has been conceived as a landmark transit-oriented development anchored to the Newcastle Interchange precinct. The proposal includes 245 build-to-sell apartments across a mix of one, two, and three-bedroom residences, as well as two penthouses. Fifteen apartments and one operational unit are earmarked for NDIS housing. The co-living component would add a further 99 units, while the podium would accommodate retail uses and hotel facilities.

SJB said the site presents “a valuable opportunity to anchor the precinct by setting the standard for design, active ground planes and character at the key southern gateway.”

The architecture responds directly to the site’s position beside major transport infrastructure and within one of Newcastle’s fastest-evolving urban renewal precincts. The tower form sits above a sculpted podium designed to frame new public spaces, including a through-site pedestrian link connecting Station Street to Hannell Street, landscaped plazas, and activated retail edges.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="a7bd6ff0-f7db-4ce8-a6dc-ea56e72c6149" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20lanne.png?VersionId=xzf39VADyhj7zBQY2I9fx9vI62u2tuSb" />

The design report describes the project as part of the broader transition of Wickham into “a vibrant, high-quality mixed-use urban precinct” that leverages proximity to the station, open space, and regional connectivity.

A detailed public art strategy has also been prepared for the development. The strategy positions the project as “a transit-oriented development of state significance at the gateway to Newcastle’s city centre” and outlines a series of integrated artworks responding to Newcastle’s industrial and transport heritage.

Creative Road’s curatorial framework for the project, titled Unveil, draws on “stratified surfaces, carved volumes, and light-filled apertures” while referencing Newcastle’s transformation from an industrial city into a contemporary education and technology hub.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="77a882bb-14b1-4d28-99ff-9438e39508c0" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20site.png?VersionId=cevgo_vN0eKPK78P8YcEu3mKPLkpFqE7" />

The proposal is being advanced through the NSW Housing Delivery Authority pathway after being declared State Significant Development in June 2025. The accompanying scoping report states the development aims to “maximise the site’s proximity to the Newcastle Interchange by delivering transit-oriented development” while increasing housing supply and affordable housing provision within the Newcastle LGA.

Urban Property Group’s plans align with the long-term strategic vision established under the Wickham Master Plan, which identified the interchange precinct as suitable for substantial uplift in height and density. The current proposal would significantly intensify that vision, positioning the tower among the tallest developments proposed for Newcastle.

The site sits immediately north of the Newcastle Interchange, bounded by Dangar Street, Hannell Street, and Charles Street. It is surrounded by a rapidly growing cluster of residential towers and mixed-use projects that have emerged following the completion of the light rail and transport interchange.

First look: Urban Property Group unveils Newcastle’s latest tower at Wickham interchange

Bottega House has completed settlement of a landmark riverfront site in Macquarie Street, St Lucia, representing its first major Brisbane development.&nbsp;

Positioned on the banks of the Brisbane River, the <a href="https://www.apartments.com.au/new-apartments/180-macquarie-street-st-lucia-qld-4067">premium site at 180 Macquarie Street</a> features uninterrupted river frontage in one of Brisbane’s most tightly held residential precincts.&nbsp;

The proposed development, currently under assessment with Brisbane City Council, has been designed by <a href="https://www.apartments.com.au/architects/plus-studio">Plus Studio</a> with interiors by <a href="https://www.apartments.com.au/interior-designers/mim-design">Mim Design</a> and will deliver a boutique collection of premium residences positioned specifically for owner occupiers and downsizers.&nbsp;

The residences are set to redefine luxury apartment living in the area, with a focus on architectural quality, refined finishes, landscape integration and elevated amenities including curated wellness facilities, resort-style pools and recreation spaces rarely seen in the local market.&nbsp;

Exclusive sales for the project will be led by Keenan &amp; Byrne, ahead of an anticipated launch later this year.&nbsp;

Bottega House Managing Director Nick Malloch said the project reflects the group’s ambition to deliver a highly curated residential offering within one of Brisbane’s most tightly held precincts.&nbsp;

“This is an incredibly rare riverfront opportunity and one we have approached with a long-term perspective,” Malloch said.&nbsp;

“Our vision from the outset was to create a boutique collection of residences that feel more like private homes than traditional apartments, with generous proportions, refined finishes and exceptional amenity throughout."

Malloch says there is a&nbsp;lack of premium owner-occupier stock of this quality in the market, particularly for downsizers wanting space, privacy and a true lifestyle offering without compromise.&nbsp;

"Demand is expected to be strong given the scarcity of premium riverfront opportunities of this nature within Brisbane’s inner-west."&nbsp;

Bottega House secures landmark riverfront site in St Lucia 

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The arrival of the first piling rig officially marks the commencement of construction at SIERA’s new beachside apartment development, Exhale, in Northcliffe.

<a href="https://www.apartments.com.au/new-apartments/exhale-surfers-paradise-8-enderley-avenue-surfers-paradise-qld-4217">Exhale</a>, a glass-encased tower featuring 54 large-scale apartments at 8 Enderley Avenue, is SIERA’s third Gold Coast development. It follows the recently completed PIPIS Bilinga beachfront project, which achieved suburb-record prices, and the soon-to-be-completed Chevron Island development, Tapestry.

[smartcode_project:default project_id=112661 project_image_fid=359603]

<a href="https://www.apartments.com.au/developers/siera">SIERA</a> Founder and Managing Director Brent Thompson said the arrival of the piling rig represented a significant milestone for the development, which is scheduled for completion in late 2028.

Over the next month, around 260 piles are expected to be installed as work progresses on the basement structure. The building is anticipated to rise above ground level early next year, before unveiling its sculptural glass curtain wall, developed in collaboration with specialist façade engineers.

“The façade was designed to maximise panoramic coastal views while creating a distinctive architectural identity,” Thompson said.

[smartcode_project:default project_id=112661 project_image_fid=355935]

Designed by BDA Architecture, Exhale will comprise just 54 two- and three-bedroom residences across 26 levels, a level of low-density living rarely delivered in this beachside pocket between Surfers Paradise and Broadbeach.

The project has been conceived as a resident-only building, with no short-stay accommodation permitted. SIERA says the model is intended to appeal to long-term owner-occupiers rather than transient holiday demand.

[smartcode_project:default project_id=112661 project_image_fid=361052]

Residences have been designed with large-format layouts and expansive glazing, with most apartments featuring more than 30 metres of glass frontage to maximise natural light and ocean views.

The amenity offering spans two levels and centres on wellness and lifestyle, including a heated magnesium pool, sauna, yoga and Pilates studio, gymnasium, private dining facilities, cinema lounge, and dedicated surfcraft storage.

[smartcode_project:default project_id=112661 project_image_fid=359607]

More than half of the apartments have already sold. SIERA has also opened a sales gallery for Exhale at its Chevron Island commercial premises, near its Tapestry tower and the site of its second Chevron Island apartment development, which is slated to launch in early 2027.
</section>
</section>

[smartcode_project_cta:default project_id=112661]

SIERA kicks off construction at Northcliffe tower Exhale

Planning

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The Property Council of Australia has launched its Great Cities research project that aims to provide an 'outside in' perspective on Australia's cities based on megatrends, case studies and benchmarks.

The PCA commissioned Professor Greg Clark and Dr Tim Moonen of <a href="http://thebusinessofcities.com/">The Business of Cities</a> to author the reports.  Prof. Greg Clark also appears alongside the PCA's Chief Executive Ken Morrison in many video summaries now published on the PCA's <a href="https://www.propertycouncil.com.au/greatcities">website</a>. 

'Low public-investment model of urbanisation that served to support cities with smaller populations and less urbanised economies' is a phrase that is often referred to in the research project and reflects the light-touch approach to infrastructure provisioning and land development which Australian cities have traditionally undertaken when compared to cities overseas.

The metropolitan age, which the research papers say we are currently living in, is characterised by the global urbanisation &amp; population growth concentrating in cities; employment growthalong with it, and in an Australian context, the PCA's Great Cities thought-leadership piece argues Australia needs to change.

Change in the way planning is conducted in multi-council metropolitan areas, change in the way we finance infrastructure and change in what we build to house growing populations.

Professor Greg Clark said Australia is not alone in facing these challenges.

<blockquote>
All of the great cities of the 21st century have been through some version of this trek. Australian cities are starting from further behind, but they can also benefit from the experience of comparable cities around the world.

Australians are being challenged to rethink their traditional ideas about their cities, including a future that involves shifting from the low-density sprawl of the past to high quality, medium density living.

Addressing the challenges and opportunities of the metropolitan century is not just an agenda for politicians, urbanists, metropolitan elites or city planners.

It needs to be a national project that touches every aspect of public life and demands the support of every Australian.
<cite>Professor Greg Clark, Lead researcher on the Property Council's Great Cities research project</cite>
</blockquote>

<iframe allow="autoplay; encrypted-media" allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/5DYpiumOk3E" width="100%"></iframe>

There is an emphasis on the jobs of the future contained within the research as well - with case studies highlighting how cities and metropolitan areas are working together to carve out niche &amp; focus on a specific sector of an industry and calls for Australian cities to do the same.

The research also calls for a broad brush stroke view of making cities more polycentric across metropolitan areas and introduces an interesting term to the Australian urban debate: unicorn cities. The term relates to encouraging cities to focus on building ecosystems that foster innovation and then commercialise the ideas - Stockholm is cited as an <a href="http://knowledge.wharton.upenn.edu/article/how-stockholm-became-a-unicorn-factory/">example</a>.

Great Cities is broad in that it touches a lot of governance, planning, business and industry issues and the full document suite along with summary videos can be seen on the PCA's <a href="http://www.propertycouncil.com.au/greatcities">website</a>.
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Alastair Taylor

Property Council weighs into urban debate with its Great Cities research project

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VCAT has handed down decisions in recent weeks regarding two major developments in Melbourne's suburbs.

Last week the tribunal ruled on a proposal for Brunswick's 8 Ballarat Street. The Plus Architecture-designed apartment building included 147 apartments and 158 car parking spaces as originally submitted; apartments in the 8 level proposal are split between 50 single bedroom and 97 double bedroom options.

Developer 8 Ballarat Street Pty Ltd challenged Moreland City Council's conditions for the substantial development, one of which would have seen the top two floors sheared off the design.

In light of amended plans amended plans prepared by Plus Architecture, the full 8 level form was given the green light, albeit with reworked setbacks across upper levels. 

Now approved, 8 Ballarat Street joins the hundreds of additionally approved apartments across a gamut of residential projects that have yet to be delivered across Brunswick. VCAT's decision may also influence future intentions for the adjoining 10 Ballarat Street which was offered for sale during 2017.

Across a 4,247 square metre land plot, the site's sale was handled by Colliers and came with indicative design also spanning 8 levels.

<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/image3ballarat.jpg" rel="gallery-all" title="8 Ballarat Street alongside a conceptual 10 Ballarat Street"><img alt="" class="image-article-full-width-580px" height="205" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/image3ballarat.jpg?itok=ilsbYmh-" title="8 Ballarat Street alongside a conceptual 10 Ballarat Street" width="580"></a>

<figcaption>8 Ballarat Street alongside a conceptual 10 Ballarat Street</figcaption></figure>Meanwhile, VCAT last month also ruled in favour of a major stand-alone Box Hill hotel development.

LongRiver Group can now make good on the prospect of delivering a DoubleTree by Hlton onsite. The Buchan Group's design sees a woven facade over the tower's 25 levels. Expected within the tower are 200 rooms according to Development and Project Manager APP.

VCAT for their part noted that Whitehorse City Council did not object to this proposal on the basis of the appropriateness of the land use, but on grounds relating to the appropriate level of car parking required to service the project.

With conditions ruled upon, the design at 874-878 Whitehorse Road can join LongRiver Group's other Box Hill tower, namely <a href="/buildings/east-central-tower-820-whitehorse-road-box-hill">East Central Tower</a> at 820 Whitehorse Road.

<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/image4_20.jpg" rel="gallery-all" title="Buchan Group's woven facade across 874-878 Whitehorse Road"><img alt="" class="image-article-full-width-580px" height="290" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/image4_20.jpg?itok=VyzZ_wmV" title="Buchan Group's woven facade across 874-878 Whitehorse Road" width="580"></a>

<figcaption>Buchan Group's woven facade across 874-878 Whitehorse Road</figcaption></figure>
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silvermb

VCAT rules in favour of two major Melbourne developments

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The latest prospective development looking to add to the nation's largest office market landed at planning earlier this month.

City of Sydney has fielded a request to add a slim 13 storey office building at 4-6 York Street, just south of Wynyard Station which is itself subject to a substantial commercial development. The $29 million York Street development bid also includes alterations and refurbishments to the adjoining 341 George Street building. 

In vogue design practice Candalepas Associates was tasked with design duties by development entity 6 York Street Pty Ltd which is controlled by NGI Investments.

<h2>4-6 York Street application summary</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/image14_17.jpg" rel="gallery-all" title="Planning image: Doug &amp; Wolf"><img alt="" class="image-article-full-width-580px" height="587" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/image14_17.jpg?itok=2PkENVF9" title="Planning image: Doug &amp; Wolf" width="580"></a>

<figcaption>Planning image: Doug &amp; Wolf</figcaption></figure>Candalepas Associates' designs intentions sees the tight 611 square metre site which is now an at grade car park and single storey building adorned with a tower spanning 55.4 metres. Owing to the site's small footprint, ground floor amenities within the scheme are contained to 143 square metre cafe/bar alongside lobby requirements.

Thereafter "the new building will be physically connected to the existing building at 341 George Street, and there will be access between most floors of the two buildings which will necessitate some alterations to the existing building." A typical floorplate within the new addition spans 500 square metres, with a project Gross Floor Area of 6,128 square metres.

Further design detail for the York Street proposal is <a href="https://architectureau.com/articles/candalepas-associates-designs-marble-and-scalloped-concrete-tower/">outlined on ArchitectureAU</a>.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/image15ca.jpg" rel="gallery-all" title="Planning image: Doug &amp; Wolf"><img alt="" class="image-article-full-width-580px" height="314" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/image15ca.jpg?itok=lP5gNZrn" title="Planning image: Doug &amp; Wolf" width="580"></a>

<figcaption>Planning image: Doug &amp; Wolf</figcaption></figure>The combined size of the York and George Street buildings will still see the overall development at the lower end of the size scale relative the healthy number of substantial office towers proposed and in development through Sydney's core.

Perhaps most noteworthy is AMP's Quay Quarter Sydney project designed by 3XN. The 200 metre redevelopment of AMP's existing headquarters has just received its first tower crane that will in part facilitate the delivery of a new 102,000 head office for the financial services company.

It along with 55,500 square metre Circular Quay Tower at 182 George Street, 60 Martin Place and the aforementioned 59,000 square metre Wynyard Place are among Sydney's largest office developments under construction.

Further developments in their infancy include the approximately 40,000 square metre Metro Martin Place development.

<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/image31_10.jpg" rel="gallery-all" title="Quay Quarter Sydney and Circular Quay Tower"><img alt="" class="image-article-full-width-580px" height="348" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/image31_10.jpg?itok=7z4jbrxB" title="Quay Quarter Sydney and Circular Quay Tower" width="580"></a>

<figcaption>Quay Quarter Sydney and Circular Quay Tower</figcaption></figure>
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Candalepas Associates delivers the latest for Sydney's burgeoning office market

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The ‘Agent of Change’ provision has been cited by respondents in relation to a planning application seeking an 8 storey apartment development adjacent to live music venue Howler.

Introduced by the Victorian state government during 2014, the ‘Agent of Change’ principle effectively protects live music venues from residential development. A key planning consideration for Brunswick's <a href="/buildings/archer-8-14-michael-street-brunswick">8-14 Michael Street</a> was whether future occupants would be protected from unreasonable noise impacts emanating from Howler.

Moreland City Council's failure to determine the application within prescribed timelines has seen the proposal book a date with VCAT, with negotiations scheduled prior to a June 25th hearing.

VCAT's involvement though may be streamlined given that Council has been urged by internal planners to recommend a permit be granted by VCAT subject to conditions.

8-14 Michael Street's application garnered 426 objections and presentations to Council from Howler owner Brendan Brogan and Music Victoria. Despite Council planners recommending approval, Moreland City Council elected to reject the application based upon the weight of public discourse.

Brendan Brogan <a href="http://themusic.com.au/news/all/2018/04/27/howler-bar-safe-after-council-rejects-proposed-developments/">was quoted in The Music as follows</a>:

<blockquote>
The councillors rightly believed that 74 apartments next to a live music venue would be problematic. They saw that the design didn’t take into account the Agent Of Change principle and that more design would be needed to enable residents and Howler to co-exist.

It is a massive win for the music industry. It means music venues are genuinely starting to feel the protection of the Agent Of Change law.

They saw that Moreland needed development, but they also saw that live music formed a key part of why people would live in Brunswick.
</blockquote>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/image116_2.jpg" rel="gallery-all" title="8-14 Michael Street is still up for approval. Image: SJB"><img alt="" class="image-article-full-width-580px" height="378" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/image116_2.jpg?itok=B62xf8MO" title="8-14 Michael Street is still up for approval. Image: SJB" width="580"></a>

<figcaption>8-14 Michael Street is still up for approval. Image: SJB</figcaption></figure>Moreland City Council's Deputy Mayor, Natalie Abboud was also quoted in The Music regarding the application's perceived shortcomings. "We felt that the interface between it and Howler was too sensitive and the requirements regarding Agent Of Change and sound assessments (specifically related to vibration) had not been fully met."

To counter this, acoustic attenuation recommendations form part of the planning officers report on the intended development which will carry on to VCAT. Acoustic modelling prior to occupancy and testing post occupancy are recommended in order to satisfy concerns, with further works mandated if needed in order to make the apartments compliant with noise level guidelines.

Moreland City Council fielded the initial application for the intended development during December 2016.

Designed by SJB the application includes a mix of 33 single, 38 double and 3 triple bedroom apartments for developer Brunswick Holdings, with apartment sized ranging between 50 and 127 square metres.
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VCAT now the 'Agent of Change' for Brunswick's Michael Street apartments

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This week Laurence &amp; I sit down with Stuart Moseley, the CEO of the Victorian Planning Authority.

We talk about the role the Victorian Planning Authority plays in the state, the challenges Victoria may face and where consultation is heading in the context of new ways to undertake it.   We also chat about Melbourne's employment clusters and how the VPA interfaces with other government departments and authorities.

You can also subscribe to the podcast through <a href="https://itunes.apple.com/us/podcast/urban-melbournes-weekly-podcast/id1356864009?mt=2">iTunes</a>!

<iframe allow="autoplay" frameborder="no" height="300" scrolling="no" src="https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/425516658&amp;color=%23ff5500&amp;auto_play=false&amp;hide_related=false&amp;show_comments=true&amp;show_user=true&amp;show_reposts=false&amp;show_teaser=true&amp;visual=true" width="100%"></iframe>

 

 

 
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Weekly Podcast: Episode 9 - Special guest Stuart Moseley, CEO of the Victorian Planning Authority

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We're back and we have our very first special guest, Professor Carolyn Whitzman.   

Two weeks ago the ABC kicked off a national debate on Australia's population which after a 4 Corners and Q &amp; A back-to-back, the debate was side-tracked &amp; got bogged-down in the country's immigration intake.  

Lot's of arm-flapping as Professor Whitzman describes it.

One of the biggest gaps in those two hours was the complete lack of planning, urban design or even architectural voices.  We're here to close that gap.

<iframe allow="autoplay" frameborder="no" height="300" scrolling="no" src="https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/417404946&amp;color=%23ff5500&amp;auto_play=false&amp;hide_related=false&amp;show_comments=true&amp;show_user=true&amp;show_reposts=false&amp;show_teaser=true&amp;visual=true" width="100%"></iframe>
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Weekly Podcast: Episode 7 - Special guest Carolyn Whitzman

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Citizen engagement is, or should be, central to city planning. When it comes to planning and implementing transport infrastructure the focus tends to be on how to engage the public, when to engage, and what form this should take. But we should be asking another, more important question: how can citizen engagement make infrastructure planning more democratic?
In many cases proposed transport infrastructure and the conflicts and debates it provokes are actually about much more than the project proposal. If the project is a new light rail system, for instance, the questions are: Who and what will it serve? What will it look like? And what impacts (positive and negative) will it have on the city over time?
Any efforts then to reduce citizen participation, to stifle the question “What kind of city do we want to be?”, will meet with resistance.
Recent <a href="https://government.unimelb.edu.au/news-and-events/news/university-of-melbourne-launches-next-generation-engagement-project" target="_blank">academic</a> and <a href="http://infrastructureaustralia.gov.au/policy-publications/publications/future-cities.aspx" target="_blank">government</a> projects and reports on citizen participation and infrastructure planning have called on our governments to do three things:
<ol>
<li>consult and engage citizens early in infrastructure planning</li>
<li>improve quality and access of citizen engagement at the strategic planning stages</li>
<li>use more sophisticated strategic planning tools and practices to improve decision-making.</li>
</ol>
However, a key challenge, as echoed in <a href="https://www.aph.gov.au/Parliamentary_Business/Committees/House/ITC/DevelopmentofCities/Submissions" target="_blank">submissions</a> to a current parliamentary <a href="https://www.aph.gov.au/Parliamentary_Business/Committees/House/ITC/DevelopmentofCities" target="_blank">inquiry into city development</a>, is the disconnect between <a href="http://www.afr.com/business/cities-need-data-not-more-stakeholder-consultation-sap-20180226-h0wnvm" target="_blank">citizen participation and decision-making</a>. To overcome this disconnect, early consultation and new participation platforms are critical. Yet these alone cannot resolve this problem.
<h2>How does democracy come into this?</h2>
Engaging citizens in a meaningful way in infrastructure planning is good and necessary for many reasons. That we live in a country that purports to be a democracy is central to that argument. But there are other reasons too. These include the potential to make decisions that better respond to citizens’ needs and desires.
Another reason that often goes unstated is that infrastructure is a public thing. Whether it is ultimately publicly or privately owned, operated and controlled, there is a relationship between infrastructure and democracy that ultimately makes infrastructure planning and implementation a contested process. Savvy consultation does not alter this fact.
As the political scientist Bonnie Honig recently <a href="https://books.google.com.au/books?id=k0JdDgAAQBAJ&amp;pg=PA5&amp;dq=interpellate+us+into+democratic+citizenship&amp;hl=en&amp;sa=X&amp;ved=0ahUKEwj71aTu8-rZAhVKe7wKHdRyCoYQ6AEIJzAA#v=onepage&amp;q=interpellate%20us%20into%20democratic%20citizenship&amp;f=false" target="_blank">argued</a> in her book, Public Things: Democracy in disrepair:
Public things [such as infrastructure] are part of the ‘holding environment’ of democratic citizenship; they furnish the world of democratic life … They also constitute us, complement us, limit us, and interpellate us into democratic citizenship.
Since 2013 I have researched citizen participation in infrastructure planning. The focus has been on multi-billion-dollar, transformational urban transport infrastructure proposals in Australian and Canadian cities.
My primary focus has been on projects such as the <a href="https://theconversation.com/east-west-link-shows-miserable-failure-of-planning-process-40232" target="_blank">East-West Link</a> and <a href="https://theconversation.com/transurbans-west-gate-tollway-is-a-road-into-uncharted-territory-89164" target="_blank">West Gate Tunnel</a> in Melbourne, and <a href="https://theconversation.com/westconnex-audit-offers-another-17b-lesson-in-how-not-to-fund-infrastructure-73206" target="_blank">Westconnex</a> in Sydney (working with <a href="https://theconversation.com/profiles/glen-searle-103536" target="_blank">Glen Searle</a>). But my interest is not in contested tollway projects alone. I also examined the <a href="http://www.cbc.ca/news/canada/british-columbia/transit-referendum-voters-say-no-to-new-metro-vancouver-tax-transit-improvements-1.3134857" target="_blank">2015 Vancouver plebiscite on transit funding</a>, and the rollout of two light rail projects in the Greater <a href="http://www.metrolinx.com/en/greaterregion/projects/hurontario-lrt.aspx" target="_blank">Toronto</a> and <a href="http://www.metrolinx.com/en/greaterregion/projects/hamilton-lrt.aspx" target="_blank">Hamilton</a> Area (GTHA) in Canada.
Research of this kind into cross-city, cross-country and cross-modal (road and public transport) transit systems produces insights into the relationship between citizen participation and infrastructure planning. It makes visible both party-political and socio-political struggles for the present and future city, which infrastructure – be that a major road or a light rail system – often represents.
Transport infrastructure awakens controversy because these projects embody the debates that frame who we are as a group of people living in a city.
<h2>A process of sidelining the citizens</h2>
The question of what kind of city we want to be is often left to strategic planning. However, this question needs to remain at the forefront of decision-making in project planning too.
Take the cancellation of the East-West Link project. You would be excused for assuming that this cancellation, following the election of the current Victorian government in 2014, was a rejection of inner-city toll roads and a “roads must be built to tackle congestion” paradigm.
But weeks later the government announced the now A$6.7 billion West Gate Tunnel project. This announcement was met with similar concerns to those raised against the East-West Link. These centred on the very undemocratic processes that produced these projects in the first place.
Another key concern was about the efficacy of building tollways when other valued alternatives such as public transport are not only available but also desired. Indeed, these are set out as ambitions for the future city in a succession of metropolitan plans.
In the weeks and months after the West Gate Tunnel announcement, a community liaison group and then a public process of evaluating the environmental effects were organised. This did result in some design modifications. However, this was a process about how best to manage out conflict and limit engagement to questions about design.
This is common practice for transport infrastructure planning across Australia. It it is not what can be reasonably called “best practice” in citizen engagement.
The lack of transparency and carefully controlled consultation remove the publicness of infrastructure.
<h2>Market-led planning and its impacts</h2>
The West Gate Tunnel is a case study in both market-led planning and how these processes can be an assault on democratic, participatory planning. These proposals and other public-private partnership schemes continue to be devised, as seen recently with a proposed “<a href="http://www.heraldsun.com.au/news/victoria/future-melbourne/tech-giants-push-for-piece-of-30bn-super-city-in-east-werribee/news-story/51e77278242514b23567bf6b9e00050c" target="_blank">super city</a>” in East Werribee.
It’s clear more needs to be said about the links between citizen participation and infrastructure planning in this context. To design better citizen consultation is to better understand what galvanises citizen interest and protest.
It is more than just the project. It is what the project represents. In many cases, it is a departure from a clearly stated vision for the city.
Our ability as citizens to assert what is in the public interest – throughout the infrastructure planning process – can be further severed when unsolicited proposals become commonplace.
<h2>A way forward</h2>
A recent alliance between the Coalition and the Greens in the upper house <a href="https://www.theage.com.au/national/victoria/tools-down-at-west-gate-tunnel-after-liberals-greens-halt-6-7b-dud-20180307-p4z3am" target="_blank">revoked the West Gate Tunnel planning amendment</a>. It’s a reminder that any planning process that undermines inclusive citizen participation and ignores the publicness of infrastructure planning will meet with resistance. Westconnex, the East-West Link, <a href="https://theconversation.com/au/topics/roe-8-34736" target="_blank">Roe8</a> in Perth, and now the West Gate Tunnel are all examples of this.
<img src="https://counter.theconversation.com/content/92840/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1">Infrastructure cannot be divorced from the city and its citizens. But as long as citizen engagement is limited, infrastructure will be a hotly contested area of decision-making.
<a href="https://theconversation.com/profiles/crystal-legacy-18412" target="_blank">Crystal Legacy</a>, Senior Lecturer in Urban Planning, <a href="http://theconversation.com/institutions/university-of-melbourne-722" target="_blank">University of Melbourne</a>
This article was originally published on <a href="http://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="https://theconversation.com/sidelining-citizens-when-deciding-on-transport-projects-is-asking-for-trouble-92840" target="_blank">original article</a>.
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j.ballantyne1990-6AQqhLzZaK

Citizens should be included when deciding on transport projects

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Melbourne’s strategic planning history has largely overlooked the contribution of <a href="https://www.vu.edu.au/library/about-the-library/special-collections-archives/ruth-maurie-crow-collection" target="_blank">Ruth and Maurie Crow.</a>
The Crows were early champions of functional mix and compact urban development. They didn’t eulogise lower-density suburban form, but equally didn’t advocate higher densities as necessarily humanising in themselves.
In their three-volume <a href="https://www.propertyobserver.com.au/https://trove.nla.gov.au/work/10498626?q&amp;versionId=22767541" target="_blank">Plan for Melbourne</a>, published from 1969-72, the Crows argued for compact urban development driven by spatial justice ambitions. Revisiting their work provides a counterbalance to evaluate the motivations for the transformations of our cities today. Their Plan for Melbourne shows a prescient awareness of the need to design cities to maximise access and interaction:
the debate around the plan for the future of a city is not essentially a debate about things … buildings, cars, trains, roads and so on, and their placement; although it often expresses itself in these terms. It is essentially a debate about human relationships.
<a href="https://images.theconversation.com/files/208788/original/file-20180304-65541-15kpf7w.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/208788/original/file-20180304-65541-15kpf7w.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
The Crows’ pioneering work, Plan for Melbourne, was published as three volumes in 1969, 1970 and 1972. Ruth &amp; Maurie Crow Collection/Victoria University Library.
The compact city has been a steadfast trope in Australia’s strategic planning rhetoric since the 1980s. Consolidation of urban areas, containment of outward growth, and a multi-nuclear metropolitan structure are deemed necessary to support increasing populations in uncertain socio-ecological futures.
Despite this naturalised policy ambition, metropolitan planning has delivered what Clive Forster termed a “<a href="http://onlinelibrary.wiley.com/doi/10.1111/j.1745-5871.2006.00374.x/full" target="_blank">parallel universe phenomenon</a>”. The vast gaps between planning intent and urban reality have everyday justice implications, resulting in a parallel justice phenomenon.
The justice ambitions have often been subsumed into transformations of our cities driven by economic rationality. For the Crows, the goal of social justice was paramount.
<h2>What has driven urban transformations?</h2>
Melbourne’s strategic planning history is marked by an alternating desire for containment and decentralisation. Various propositions have come to the fore, including “the dispersed city”, “satellite cities”, “growth corridors”, and “the redirected city”.
The late 1960s and early 1970s were a transitional moment in Melbourne’s development. Unfettered expansion had typified the city since the 1930s. Now the growth trajectories of both the metropolitan area and the central city were being publicly questioned.
The Crows’ Plan for Melbourne was rejected on the grounds of its seemingly unachievable restructuring propositions. Instead, in 1971, the Melbourne Metropolitan Board of Works advanced the elusive “<a href="https://www.planning.vic.gov.au/policy-and-strategy/planning-for-melbourne" target="_blank">growth corridors and green wedges</a>” policy. The radical implications of the Crows’ proposed “clustering”, “concourses” and “collectives” to create an <a href="https://theconversation.com/putting-the-pieces-together-to-create-safe-public-spaces-for-all-89961" target="_blank">inclusive, accessible and convivial city</a> weren’t considered.
The compact city ideal was not validated in official planning rhetoric until the <a href="https://www.planning.vic.gov.au/policy-and-strategy/planning-for-melbourne/metropolitan-strategy-implementation-1981" target="_blank">1981 strategic plan</a>. Spatial consolidation then became de facto policy. The aim was to promote inner-city population and employment growth, as well as greater use of existing infrastructure and services.
However, <a href="https://theconversation.com/market-driven-compaction-is-no-way-to-build-an-ecocity-80199" target="_blank">market-driven compaction</a> contributes to uneven distribution of, and precarious access to, social infrastructure, affordable housing, public transport and hospitable urban life across the city. The result is a shortfall of social justice.
<h2>Revisiting a vision of a different city</h2>
Heavily involved in citizen activism, The Crows dedicated themselves to the “urban action movement”. They were amateur planners, heterodox communists, and avid community members. They proposed radical alternatives to what they understood as the injustices of urbanisation and capitalism.
They wanted a city that was more rewarding, both socially and ecologically. This was their rallying cry:
You have to project the future: a more workable, more humane, more ecological future, and then battle towards it. Maybe the goals will change as you battle towards them: but without goals there is no battle, only unending class scrimmage within the system.
For the Crows, urban consolidation had two interlocking objectives. The first was to concentrate social activity and so minimise transport energy. The second was to heighten participatory enjoyment.
<img src="https://images.theconversation.com/files/208787/original/file-20180304-65522-1pwkbw1.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Image of the linear city from Plan for Melbourne Volume 3. Courtesy of the Ruth &amp; Maurie Crow Collection, Victoria University Library
<h2>Clustering, concourse, collectives</h2>
The Crows proposed a compact city with explicit structural elements. In their future Melbourne, towns were to be clustered along a linear spine towards the southeast. A rapid transit network would connect a string of “mini-metro hearts” and “city-metro hearts” to allow for easy commuting.
Multi-functional zoning and high-density cores distinguished their towns from existing suburbs. The Crows proposed dedicated first-level concourses in their “metro hearts” to promote commerce-free encounters. These high-density core areas were to be entirely vehicle-free and were intended to overcome <a href="https://theconversation.com/lonely-over-christmas-a-snapshot-of-social-isolation-in-the-suburbs-34810" target="_blank">social isolation</a>.
Concourses were designed as a “therapeutic measure”, counteracting the “community scattering trend” of the car. These areas would allow for “deliberate voluntary contact”, encouraging interaction beyond the fleeting yet pervasive contact of commercial transaction. The Crows’ intention was to catalyse spaces for voluntary collectives to form and flourish as a means to enhance the “tone” or “ethos” of the community.
<img src="https://images.theconversation.com/files/208620/original/file-20180302-65541-1nmza5x.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt="">
Proposed restructuring of Melbourne’s future growth, from Plan for Melbourne Volume 3. Courtesy of the Ruth &amp; Maurie Crow Collection, Victoria University Library
<h2>Compaction for conviviality</h2>
The Crows’ Plan for Melbourne presented a radical alternative to what mainstream planners were proposing at the time.
Their calls for compaction were informed by spatial justice ambitions to minimise alienation, increase accessibility and support the need for social interaction. They proposed clustering, concourses and collectives to ensure access and inclusion; this was compaction for <a href="https://theconversation.com/the-quest-for-the-convivial-city-how-do-ours-fare-90004" target="_blank">conviviality</a> rather than capital accumulation.
<a href="https://theconversation.com/how-a-three-decade-remaking-of-the-city-revived-the-buzz-of-marvellous-melbourne-91481" target="_blank">Melbourne has certainly transformed into a vibrant centre</a> since the Crows’ Plan for Melbourne. Whether it is being planned as a just city is questionable. Hyper-density and visible homelessness are now emblematic of the city.
<img src="https://counter.theconversation.com/content/92034/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1">The Crows warned 50 years ago that, without a clear justice intent driving metropolitan development, we risked looking back with regret that the struggle to shape our cities for their citizens rather than vested interests began too late.
<a href="https://theconversation.com/profiles/claire-collie-438785" target="_blank">Claire Collie</a>, PhD candidate in Urban Planning, <a href="http://theconversation.com/institutions/university-of-melbourne-722" target="_blank">University of Melbourne</a>
This article was originally published on <a href="http://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="https://theconversation.com/theres-more-to-the-compact-city-than-getting-dense-92034" target="_blank">original article</a>.
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There’s more to the compact city than getting dense

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Agenda item 6.1 at the upcoming Future Melbourne committee meeting at City of Melbourne includes <a href="http://www.melbourne.vic.gov.au/about-council/committees-meetings/meeting-archive/MeetingAgendaItemAttachments/805/14437/AGENDA%20ITEM%206.1.pdf">a meaty document</a> that seeks to reshape the way new CBD and Southbank developments are composed, and similarly how they're presented to all of us on the footpath.

One of the main outputs in the amendment process is to include a Central Melbourne Design Guide which outlines through imagery what, in the council's view, are acceptable and avoidable built-form outcomes.

The report's opening statements characterise the amendment thus:

<blockquote>
Amendment C270 specifies minimum setbacks from streets and laneways, building separation requirements and overshadowing and wind requirements in two types of precincts, defined as Special Character Areas and the General Development Area.

It also introduced density controls, comprising a floor area ratio threshold with public benefits.

It did not consider the interface of buildings with the street, public realm and architectural quality, which is the focus of Amendment C308
</blockquote>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/fut_melb_comm_308.png" rel="gallery-all" title="Land affected by amendment 308 - image: City of Melbourne"><img alt="" class="image-article-full-width-580px" height="558" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/fut_melb_comm_308.png?itok=JiPqkWrr" title="Land affected by amendment 308 - image: City of Melbourne" width="580"></a>

<figcaption>Land affected by amendment 308 - image: City of Melbourne</figcaption></figure>Amendment 308 proposes to replace the existing Design and Development Schedule 1 (DDO1) with a new schedule that would include mandatory requirements including:

<blockquote>
<ul>
<li>car parking in buildings within the Hoddle Grid to be underground (in line with current practice)</li>
	<li>car parking in buildings within Southbank must be sleeved with active uses and configured to be adaptable to future uses (including floor to ceiling heights)</li>
	<li>less than 40 per cent of the ground floor of a building to be occupied by building services to reduce blank facades along streets</li>
	<li>the existing Retail Core requirement for 80 per cent active frontages to main streets and streets is to be expanded to encompass the Specia</li>
</ul>
</blockquote>

The new schedule to the DDO will also list outcomes that should be avoided by describing building examples which are not desirable 'as they cumulatively detract from a high-quality public realm'.

A key recommendation in the supporting synthesis report listed in the amendment documents is to create a Central Melbourne Design Guide to provide clarity for Planners, Applicants and the Community to understand the elements of the policy.  

The design guide, attached to the amendment documents, would be integrated as a reference document within the City of Melbourne's planning scheme which would repeat the wording of the proposed new Schedule 1 to the Design and Development overlay with clear graphic explanation and would use sketch and precedent images to 'clearly articulate preferred outcomes as a guide for design negotiation'.

<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/com_design_guide.png" rel="gallery-all" title="A snapshot from the Central Melbourne Design Guide - image: City of Melbourne"><img alt="" class="image-article-full-width-580px" height="668" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/com_design_guide.png?itok=diJdF9fh" title="A snapshot from the Central Melbourne Design Guide - image: City of Melbourne" width="580"></a>

<figcaption>A snapshot from the Central Melbourne Design Guide - image: City of Melbourne</figcaption></figure>At the Future Melbourne Committee meeting on the 20th of February, City of Melbourne management are seeking endorsement to then request the authorisation of the Planning Minister to prepare and exhibit Amendment 308 to the Melbourne Planning Scheme.

Click <a href="http://www.melbourne.vic.gov.au/about-council/committees-meetings/meeting-archive/MeetingAgendaItemAttachments/805/14437/AGENDA%20ITEM%206.1.pdf">here</a> to read the full document suite.  The Central Melbourne Design Guide starts on page 176 of 259.
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City of Melbourne's amendment 308 seeks to implement a new central city design guide

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Late last year Carta Group and Wulff Projects submitted a planning application for an OLA Studio-designed development at 210 Alexandra Parade East Clifton Hill, which has undergone a number of changes to respond to Council and community feedback.

The proposed development is for a 6-storey building comprising of 26 apartments and a resident’s communal workspace at ground floor. The building's design is highly site responsive and employs carefully considered amenity oriented design principles, coupled with a strong ESD focus, located in a mixed-use zone just north of the Eastern Freeway and within close proximity to both Victoria Park and Clifton Hill train stations.

210 Alexandra Parade is expressed as an articulated form that draws inspiration from the original factory while providing a considered building response to both the existing and future context. Additionally, design proposes the adaptive re-use of existing bricks from the original building on-site for communal workspace, lobby feature walls, courtyard paving and landscaping.

Planters &amp; landscaping will be provided to selected balconies and window boxes to aid in softening the building's exterior, while winter gardens have been designed into south facing apartments. Private open space averages in size at approximately 22 sqm with deep soil planting along the northern and eastern boundary.

The ground floor communal workspace ensures the building provides an active frontage to Alexandra Parade. 

<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/210_alexandra_parade_march2018.jpg" rel="gallery-all" title="210 Alexandra Parade in context. Image : OLA Studio "><img alt="" class="image-article-full-width-580px" height="449" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/210_alexandra_parade_march2018.jpg?itok=AcsC3qpk" title="210 Alexandra Parade in context. Image : OLA Studio " width="580"></a>

<figcaption>210 Alexandra Parade in context. Image : OLA Studio Design Report</figcaption></figure><blockquote>
The design draws upon the architectural character and materiality of the surrounding area while referencing the site's industrial past. The original building is an old red brick Factory which is used to inform the composition of the building mass. The first 4 levels of the proposed design form a red brick podium interpretive of the original brick factory.

The upper levels and form on the eastern boundary employ a fenestrated dark metal cladding that subtly transitions from solid wall to battened screens when positioned in front of openings. The metal is dark and recessive so as to not distract from the strong form of the lower mass. The change of material from white brick to metal also allows us to read the upper levels as one element resulting in a clean and interesting compositional form.

A breakline of glazing is applied between the podium and fifth level to create the illusion that elements of the top level are floating to provide a sense of lightness.

- OLA Studio
</blockquote>

The proposal for 210 Alexandra Parade represents the Development Partners' continued focus on facilitating positive change to Clifton Hill, via a very robust design-based agenda with the objective of meeting community expectations of the suburb attracting quality, design-focused developments such as Wulff Projects' 122 Roseneath Street project in partnership with Icon Co and Assemble.

To this end the project team have worked closely with Council to refine the design to address feedback relating to privacy, overlooking, height and building mass, and dwelling diversity. This has resulted in a much stronger composition of elements to provide a  positive contribution to the streetscape.

<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/210_alexandra_parade_street_interface.jpg" rel="gallery-all" title="210 Alexandra Parade street interface. Image : OLA Studio Design Report"><img alt="" class="image-article-full-width-580px" height="373" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/210_alexandra_parade_street_interface.jpg?itok=0zciixN2" title="210 Alexandra Parade street interface. Image : OLA Studio Design Report" width="580"></a>

<figcaption>210 Alexandra Parade street interface. Image : OLA Studio Design Report</figcaption></figure><h2>Key Project Features</h2>

<ul>
<li>Family-focused design, with 90% of apartments containing 2 &amp; 3 bedrooms</li>
	<li>Community design focus with a variety of communal facilities &amp; adept architectural integration</li>
	<li>More than one bike space for every dwelling &amp; one communal scooter space</li>
	<li>Diversity in apartment sizes and types, including 2-storey apartments</li>
	<li>Diverse range of communal facilities for residents including indoor landscaping areas, an integrated laundry and a functional workspace sustainability</li>
	<li>Strong sustainability characteristics with extensive landscaping, abundant natural light &amp; cross-flow ventilation</li>
	<li>No borrowed light to apartments</li>
	<li>Operable louvres to south facade balconies for noise protection from the adjacent freeway</li>
	<li>Provision of infrastructure for electric car charge station</li>
	<li>Rain water harvesting, PV solar panels for common area lighting and power, and 6.9 star average rating</li>
	<li>Pergola to ground floor north facing apartments facilitating indoor-outdoor living.</li>
</ul>
<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/210_alexandra_parade_context.jpg" rel="gallery-all" title="210 Alexandra Parade street view in context. Image : OLA Studio Design Report"><img alt="" class="image-article-full-width-580px" height="449" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/210_alexandra_parade_context.jpg?itok=lu1HouGc" title="210 Alexandra Parade street view in context. Image : OLA Studio Design Report" width="580"></a>

<figcaption>210 Alexandra Parade street view in context. Image : OLA Studio Design Report</figcaption></figure>
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