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

Joel Robinson

First look: Harridan plans Burke Street transformation beside Boggo Road transport hub

IN BRIEF

<ul>
	<li>
	Just three double-storey Sky Homes sit at the top of The Waterline, each with its own private marina berth and rooftop terrace.
	</li>
	<li>
	Construction on The Waterline is complete, with the first residents expected to move in from mid-October.
	</li>
	<li>
	Sky Homes range from 282 sqm to 367 sqm and are priced from $3.65 million.
	</li>
</ul>

<hr />
Lewis Land has opened the first completed sky home for inspection at Harbour Shores, giving buyers their first opportunity to step inside one of just three double-storey residences crowning The Waterline.

Each sky home comes with its own private marina berth, rooftop terrace and Broadwater views, combining the scale of a larger home with direct access to the boating lifestyle that underpins the wider <a href="https://www.apartments.com.au/new-apartments/harbour-shores-biggera-waters-564-oxley-drive-biggera-waters-qld-4216">Harbour Shores</a> masterplan.

[smartcode_project:default project_id=113271 project_image_fid=366708]

Lewis Land Head of Development Michael Long said the inclusion of a berth with every Sky Home had become increasingly valuable as marina access across the Gold Coast tightened.

“Marina berths are becoming increasingly difficult to secure across the Gold Coast, so including one with every Sky Home makes this a genuinely rare offering,” Long said.

“The private 70-berth marina will accommodate boats up to 12 metres in length and is positioned just 2.5 kilometres from the Broadwater, placing the open ocean only 15 minutes away.

“Being able to step out of your home onto your boat is a rare luxury, and it’s something residents here can look forward to when it opens later this year.”

[smartcode_project:default project_id=113271 project_image_fid=366709]

The display opening comes as construction completes on The Waterline, with the first residents expected to move in from mid-October.

The three Sky Homes range from 282 sqm to 367 sqm and each feature three bedrooms, three bathrooms, multiple living zones, expansive kitchens with butler's pantries and large balconies taking in the Broadwater outlook.

Each residence also has three secure basement car spaces and additional storage.

“This is the first opportunity the Gold Coast has had to step into Harbour Shores and see, touch and feel what we’re bringing to life here,” Long said.

“There are only three Sky Homes within The Waterline, ranging in size from 282sqm to 367sqm, with each residence featuring three large bedrooms, three bathrooms, multiple living zones, expansive custom-built kitchens with butler’s pantry, and large balconies capturing Broadwater views.”

<img alt="Harbour Shores" data-entity-type="file" data-entity-uuid="bab65e10-4fab-45e1-92d8-fc56e2ab98ff" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-25%20at%202.00.16%E2%80%AFPM.png?VersionId=XT8q76LsPkw3cYTsvN3JfFDaPLud90PN" />

Residents of The Waterline will have access to a private pool, along with Harbour Shores' wider collection of amenity including a lagoon pool, social clubhouse, tennis court, gym, yoga facilities and sauna.

Lewis Land partnered with Studio Collective to furnish the completed display, with the interiors designed to demonstrate how the residences could function as permanent homes rather than simply as show apartments.

Studio Collective Director Melissa Park said the surrounding waterways informed the interiors, but in a more restrained way than a traditional coastal scheme.

“We drew inspiration from the canals and coastal surrounds, but our approach was to interpret that subtly through layered materials and a grounded palette of earthy tones, rather than literal coastal references,” Park said.

“We introduced hero moments of green and teal to reference the surrounding waterways, while mirrored elements help reflect natural light.

“The result is a residence that feels elevated yet comfortable, somewhere buyers can genuinely imagine themselves living, entertaining and unwinding.”

Sky Homes are priced from $3.65 million.

Lewis Land is also offering private marina berths with The Residences, its limited collection of three and four-bedroom villas positioned directly along the Harbour Shores waterfront boardwalk.

Three-bedroom villas are priced from $2.99 million, while four-bedroom residences start from $3.19 million.

Harbour Shores is being marketed by Colliers International.

[smartcode_project_cta:default project_id=113271]

Lewis Land opens sky home display as The Waterline completes at Harbour Shores

St Vincent de Paul Society Housing Australia has filed plans for a major mixed-use housing precinct on the southern edge of the North Sydney CBD, adding another significant proposal to a pocket around North Sydn​ey Station that is quickly becoming one of the LGA's busiest development zones.

The State Significant Development Application covers a 5,990 sqm site at <a href="https://www.apartments.com.au/new-apartments/1-19-mackenzie-street-lavender-bay-nsw-2060">1-19 MacKenzie Street and 211 Blues Point Road in Lavender Bay</a>, immediately south of Nor​th Sydney Station and between the commercial core and the lower-rise Lavender Bay Heritage Conservation Area.

Designed by Wardle, the proposal would deliver a new residential tower comprising 88 build-to-sell apartments and 19 affordable apartments, alongside a separate co-living building with 57 rooms and a building manager's studio.

It would also see the significant restoration and upgrade of St Francis Xavier Catholic Church, the adaptive reuse of the former school building, new parish facilities, retail, a new public square and around 1,000 sqm of publicly accessible open space.

<img alt="Vinnies North Sydney" data-entity-type="file" data-entity-uuid="d5dd7f87-a617-463e-b577-17541e01f0e9" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%209.10.13%E2%80%AFAM.png?VersionId=4R8TsFN3P_LrrXO2HswTOIrx2blil8lh" />

The project is seeking a concurrent rezoning of the site to R4 High Density Residential and an increase in the maximum building height to allow a tower reaching RL120, or up to 20 storeys. The proposal was progressed through the NSW Government's Housing Delivery Authority pathway.

The build-to-sell component will be weighted toward larger apartments, with just six one-bedroom apartments compared with 31 two-beds, 43 three-beds and eight four-bedroom residences.

The 19 affordable apartments will comprise two studios, 15 one-bedroom apartments and two two-bedroom apartments, taking the total apartment component to 107 residences before the 58 co-living rooms are included.

<img alt="Vnnies" data-entity-type="file" data-entity-uuid="7d568ca5-cb90-4e18-96c6-d9795dba0c56" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%209.10.05%E2%80%AFAM.png?VersionId=GY2R5M9VtQh0EKy1vajaea19PSLOPuRD" />

Wardle's design for the Vinnies site has sought to negotiate that emerging high-rise context while retaining the lower-scale character of MacKenzie Street and the adjoining heritage conservation area.

The main building adopts a three-storey podium and tower arrangement, with the podium aligned to the ridgeline and front setback of St Francis Xavier Church.&nbsp;Wardle has designed the podium with colonnades, seating, recessed entries and active ground-floor frontages, with sandstone-toned precast concrete and face brick referencing the materiality of the existing church.

The tower then steps back eight metres to the south and six metres to the north before rising in a sculpted form comprising four interlocking quadrants. Wardle has also introduced rounded forms and chamfered corners to reduce the tower's perceived bulk and improve view sharing with neighbouring development sites.

Resident facilities and outdoor areas are planned at the separation between the podium and tower at Level 3, oriented toward Sydney Harbour and the CBD skyline.

The tower itself will feature a glass reinforced concrete facade, with recessed balconies and deep reveals used both to provide shading and privacy and frame views toward the harbour and city. The lower levels take a different architectural approach, using brick and sandstone-toned finishes intended to establish a stronger relationship with St Francis Xavier Church. The Church itself will be conserved and upgraded for its continued use, while the former school building will be adaptively reused as part of the co-living component.

<img alt="Lavendar Bay" data-entity-type="file" data-entity-uuid="2d4418ad-90aa-4d49-af93-c80b140aea80" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%209.09.47%E2%80%AFAM.png?VersionId=Kv4gzbsACaGvZSRuaqcfGC54jEJRXIDJ" />

&nbsp;

The proposal adds to an increasingly concentrated pipeline of residential development around Blue Street, MacKenzie Street and Lavender Bay.

Just west of the site, Central Element lodged plans earlier this year for one of the most significant residential developments proposed in Lavender Bay in recent years.

Central Element's SJB-designed scheme at 64-66 Lavender Street and 3-7 Middlemiss Street would deliver 163 apartments across two towers rising 23 and 32 storeys, replacing five existing apartment buildings containing 32 homes. The project also forms part of the Housing Delivery Authority pathway.

<a href="https://www.apartments.com.au/news/nsw/first-look-central-element-reveals-lavender-bay-apartment-plans?utm_source=chatgpt.com" rel="noopener" target="_blank">First look: Central Element reveals Lavender Bay apartment plans</a>

Immediately around North Sy​dney Station, another two significant proposals have emerged at 5 and 15 Blue Street.

Zurich Australian Insurance Properties is seeking to adaptively reuse its longstanding commercial building at 5 Blue Street, directly above North Sydney Station, rather than demolishing the structure.

Its SSDA proposes converting the building into a 14-storey mixed-use development with 62 apartments and 86 co-living rooms, together with ground-floor retail and a major refurbishment of Blue Street Plaza. The application is currently at the Response to Submissions stage.

<a href="https://www.apartments.com.au/news/nsw/first-look-zurich-targets-north-sydney-office-conversion-with-148-unit-proposal-above-metro-station">First look: Zurich targets North Sydney office conversion with 148-unit proposal above Metro station</a>

&nbsp;

First look: Vinnies files for 20-storey Lavender Bay apartment tower as North Sydney housing pocket heats up

When the opportunity arose for South Australian developer Palumbo to return to Kent Town, where it had previously delivered East Park Apartments and the East 
Rundle Apartments, it wasn't one the longstanding developer-builder was going to pass up.

The decision was quickly vindicated, with more than 30 apartments sold within the first month of launching <a href="https://www.apartments.com.au/new-apartments/royal-apartments-kent-town-2-8-north-terrace-kent-town-sa-5067">Royal Apartments</a> to the market.

The 206-apartment development, which will bring significant new supply to Adelaide's tightly held eastern city fringe, also gives <a href="https://www.apartments.com.au/developers/palumbo">Palumbo</a> the opportunity to bring new life to one of Kent Town's most recognisable watering holes.

[smartcode_project:default project_id=6109 project_image_fid=376073]

Royal Apartments incorporates the historic Royal Hotel, a venue Palumbo Managing Director Daniel Palumbo said has a longstanding connection with the local community.

"Everyone in the area has history with the Royal Hotel," Palumbo told Apartments.com.au.

"It was quite an active pub and social gathering place for locals. We want to bring it back to its former glory."

[smartcode_project:default project_id=6109 project_image_fid=376072]

The wider development will comprise two residential towers alongside the restored hotel, sitting on North Terrace opposite the Adelaide Park Lands.

For Palumbo, the project also marks a return to familiar territory.

The developer completed East Park Apartments next door more than a decade ago and jumped at the opportunity to develop in Kent Town again when the Royal Hotel site became available.

"The opportunity emerged, and we moved to secure the site," Palumbo said.

"We were approached by the previous landowner, who said they had extensive commitments in Sydney and weren't in a position to deliver the project.

"We took over the site and within six months recut the design scheme to be more in keeping with the type of development we want to bring to Adelaide.

"Now we're on the market and those changes have really resonated with local buyers."

That has translated into a strong start to sales, with 33 apartments transacting in the project's first 35 days.

Palumbo said the early purchaser profile had been consistent with the group's traditional focus on owner-occupiers rather than investor-led apartment stock.

"Local owner-occupiers have always been our market," he said.

"There are always some investors, but we've never developed what would be called traditional development stock. Owner-occupiers are very much our market."

[smartcode_project:default project_id=6109 project_image_fid=376068]

The buyer mix has been diverse so far, with downsizers and younger professionals both accounting for a significant portion of early sales.

South Australia's current stamp duty settings, which allow&nbsp;eligible homeowners in South Australia aged 60 savings of up to $103,830 on stamp duty when they downsize to a new property valued at up to $2 million,&nbsp;have helped encourage downsizer activity, while younger buyers in their late 20s and early 30s have been attracted to the opportunity to live immediately outside the CBD while still being able to walk into the city.



Location has been a major part of the proposition for both buyer cohorts.

[smartcode_project:default project_id=6109 project_image_fid=376075]

Royal Apartments sits on North Terrace directly opposite the Adelaide Park Lands, with residents able to walk through the parklands toward the East End, Rundle Street and Rundle Mall.

Apartments have been positioned to capture views across the parklands, Adelaide skyline, Botanic Gardens and Adelaide Hills.

Palumbo believes the scarcity of developable land along this section of the Park Lands makes the site particularly difficult to replicate.

"There's very few allotments on that side that can be developed," he said.

"If this location was in New York and you were sitting on Central Park, you'd be talking about a $60 million apartments."

Royal Apartments will offer a broad mix of residences, ranging from one-bedroom apartments through to four-bedroom sub-penthouses and penthouses.

Current listings include one-bedroom apartments from $680,000, while larger three and four-bedroom residences are priced around $2.5 million.

Residents will have access to a swimming pool, gym, barbecue and recreation areas, residents' lounge and dining space, and a communal deck.

[smartcode_project:default project_id=6109 project_image_fid=376067]

The apartments will feature generous balconies, while secure parking, bicycle storage and storage cages will also be provided.

A porte-cochère-style arrival and drop-off area has also resonated with buyers, particularly those attracted to being able to walk into the CBD during the day while retaining secure vehicle access at home.

Palumbo is acting as developer, architect and builder on Royal Apartments, continuing the vertically integrated model it has used across its South Australian portfolio.

The group was also behind the $150 million Sofitel Adelaide, the 251-room five-star hotel and residential tower which opened in 2021.

Palumbo said Royal's launch had come at an interesting time for the broader Adelaide apartment market.

Buyer confidence had initially been impacted by uncertainty surrounding the Federal Budget and broader economic conditions, but Palumbo believes sentiment is beginning to improve against a backdrop of significant investment flowing into South Australia.

He pointed to increased activity across defence and resources, including Olympic Dam, as potential long-term drivers of the state's economy and housing market.

"Money is starting to flow into Adeliade, significant amounts as Adelaide bucks the trend of the rest of the country.," Palumbo said.

"There's a lot of activity in the economy over the next decade. I think more investment will come into this market."

Early works on Royal Apartments are expected to commence this year, with major construction activity and cranes anticipated on site from early next year.

[smartcode_project_cta:default project_id=6109]

Palumbo's return to Kent Town strikes early chord with buyers

Go-to builder-developer <a href="https://www.apartments.com.au/developers/graya">GRAYA</a> is continuing to bulk out its already impressive and diverse apartment portfolio across South East Queensland. Their latest milestone is securing development approval for Silk, its boutique riverfront apartment development in St Lucia.

The approval clears&nbsp;the way for the team to begin construction planning for the 22-residence project.

<a href="https://www.apartments.com.au/new-apartments/silk-st-lucia-16-18-sandford-street-st-lucia-qld-4067">Silk</a> will rise 15 levels from an 810 sqm site at 16-18 Sandford Street, occupying a prominent bend of the Brisbane River with a prized northern aspect across Orleigh Park toward the Brisbane CBD.

The approved scheme will comprise 16 split-floor and six full-floor residences, continuing GRAYA's move into larger-format apartment developments targeting Brisbane's prestige owner-occupier market.

The project has been designed around the site's broad river frontage and dual-direction views, with GRAYA prioritising larger residences, privacy and outlook over apartment yield.

<img alt="Silk St Lucia" data-entity-type="file" data-entity-uuid="aa5c2349-f96c-4914-a812-1f2cd6827af8" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%208.25.44%E2%80%AFAM.png?VersionId=WY0vEU_7vYjeRJKQHiCwFdMxu8PvFh52" />

GRAYA Co-founder and Chief Executive Officer Rob Gray said the project had been shaped around local homeowners wanting to remain in St Lucia without maintaining a traditional family home.

"St Lucia is one of those suburbs people do not want to leave," Gray said.

"They know the river, the trees, UQ, the golf course, Toowong and Indooroopilly, and that familiarity is hard to replace.

"True riverfront opportunities here are exceptionally scarce. What we have designed at Silk is a way to stay in the suburb people love, with the scale and privacy of a private home and far less to maintain.

"This is not typical apartment product. It is a proper home on the river, and that is exactly what this market has been missing."

The approval comes as new apartment development continues to increase across the St Lucia and neighbouring Toowong corridor, although direct riverfront sites remain considerably more tightly held.

GRAYA Co-founder and Managing Director Andrew Gray said securing the approval had removed a significant element of development risk from Silk.

"Genuine riverfront sites of this quality in St Lucia are not something that comes up regularly," Gray said.

"The approval removes a substantial layer of execution risk, and the location underwrites demand in a way very few inner-city sites can.

"The fundamentals here are as strong as anything we have assessed in Brisbane."

<img alt="Silk St Lucia" data-entity-type="file" data-entity-uuid="d0f3d734-65e1-48e8-8ed3-2e0715ffcdd9" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%208.25.56%E2%80%AFAM.png?VersionId=sOLSs_jdHkXLWbBKzRyayf5BfTb2vPsD" />

Silk will see GRAYA return to a stretch of the Brisbane River where it already has recent construction experience. The vertically integrated group recently completed ARC in neighbouring Toowong as builder for developer Spyre, delivering the riverfront project on a constrained site.

GRAYA will take a different role at Silk, controlling the project from design and development through construction and aftercare under its vertically integrated model.

The development will include a gym and resident leisure areas at ground level, integrated with the river's edge.

Silk joins a growing pipeline for GRAYA across Brisbane and the Gold Coast, which includes Enclave, The Gallery, Coral and Ripple.

The developer-builder has also recently lodged plans for its largest project to date, <a href="https://www.apartments.com.au/new-apartments/the-silo-19-chester-street-newstead-qld-4006">The Silo</a>, a proposed <a href="https://www.apartments.com.au/news/qld/graya-buys-frasers-newstead-site-plans-the-silo-between-james-street-and-gasworks-precincts">$700 million mixed-use development</a> in Brisbane's James Street precinct.

Silk is expected to predominantly target local owner-occupiers and prestige buyers seeking a permanent riverfront home in Brisbane's inner west.

Registrations of interest are now open, with further details on the project and construction program to be released as it progresses.

<hr />
<h2>SILK PROJECT FACTS</h2>

Developer-builder: GRAYA

Project: Silk

Location: 16-18 Sandford Street, St Lucia

Apartments: 22

Built form: 15 levels

Site: 810 sqm riverfront holding

Mix: 16 split-floor and six full-floor residences

Status: Development approved

Next step: Construction planning underway

[smartcode_project_cta:default project_id=152168]

GRAYA greenlit for riverfront St Lucia apartment development, Silk

Urban Affairs

<html><body>
By <a href="http://theconversation.com/profiles/graeme-hodge-262">Graeme Hodge</a>, <a href="http://theconversation.com/institutions/monash-university">Monash University</a>.

Two cheers for resolving the East-West toll road project mess. The agreement reached by the Andrews Government in Victoria to pay the consortium $339 million for its bid costs and early work is unprecedented, but also honourable and transparent. It was always going to involve considerable pain on all sides, because it was created by Labor, by the Coalition and by the consortium in the first place. But what a tangled government-business ‘partnership’!

Signed contract deals, a <a href="https://www.propertyobserver.com.au/http://www.abc.net.au/news/2015-02-05/east-west-link-victorian-opposition-releases-secret-side-letter/6072904">hurried side letter</a>, four court challenges and an election fought and won over whether the five kilometre East-West toll road was good for Victorians or not… The signed business contract said “yes”, the democratic verdict was “no!” All the hallmarks of a comedy show on television. But it was our reality; $339 million down the drain. Opportunistic behaviour on all sides fanned along by a bunch of voracious bankers and eager businesses counting their future revenues.

<h2>Payout is lesser of two evils</h2>

Perhaps this agreement is the lesser of two evils, though. After all, with a benefit cost ratio for the project of just 0.45, after spending $10 billion we would also be losing around $5.5 billion straight down the drain. No-one in their right mind would “invest” in such a massive waste. In this respect, the price tag of only a few hundred million dollars to stop this financial catastrophe may be cheap.

But let’s talk about the bigger picture here. The past two Victorian elections have resulted in huge Public-Private Partnership controversies - firstly over a $5 billion desalination plant (which the conservatives apparently tried to renegotiate) and the second over the East-West toll road (which Labor, smelling the blood of infrastructure politics, did renegotiate.)

Both episodes have put into doubt the State’s professional planning capacity and resulted in arguably illegitimate project proposals being implemented through long-term privately funded infrastructure contracts.

<h2>Stop burning money</h2>

A new approach is needed so that we can make better infrastructure decisions. It is only by doing this that we will avoid burning so much of our money on stupid “Taj Mahals”. Business Councils can also play a role here by stopping their self-serving calls for new projects to replace the current failed ones. Perhaps they could devote their energy to ensure current businesses pay their tax bills here instead of sheltering in faraway tax havens?

Contract renegotiations of this size are extraordinary. And they are also tough because of our dual expectations. On the one hand, we expect government to maintain commercial legitimacy, drive a hard deal in our name, and behave in legally responsible ways. And as part of this we assume that governments believe in the sanctity of commercial contracts. After all, private contracts are the building block of the economy.

But on the other hand, we equally expect governments to take their democratic mandate and carry out policies taken into an election. In big projects such as the Desal plant and the East-West toll road, there is a clash of expectations. We want government to be both commercially sensible on our behalf, and democratically responsible on our behalf.

<h2>Legitimate projects, not ministerial favourites</h2>

Of course governments have always been able to sign us up to long-term projects and long-term debts - whether aluminium plants, hospitals or dams. And we will never take all the politics out of public infrastructure projects - this would be naive.

We do though need governments to put infrastructure priorities into a bipartisan process in which legitimate projects gravitate towards the top (instead of just the Minister’s personal favourites), undertake competent economic assessments (instead of back-of-the-envelope trumped-up business cases worth less than the napkin on which they were developed) and seriously consider whether dozens of smaller expenditures are likely to be better than the “Taj Mahal” mentality that government egos still seem to thrust on Victorian citizens.

It would also be better if governments could leave aside their <a href="http://www.theage.com.au/victoria/911b-melbourne-metro-swanston-street-project-to-go-ahead-daniel-andrews-20150416-1mm3wh">love of long-term infrastructure contracts</a>, private finance and commercial secrets and level with us. We are not mugs. Citizens expect to know what governments are doing in their name, how they are behaving with the power they temporarily hold and how the relationship they have with businesses is being employed.

<h2>Big secrets?</h2>

Can this be solved through legislation stopping governments from signing contracts before elections? I doubt it. Business and politics are both incredibly innovative in getting around new rules. But let’s try anyway. Big infrastructure projects imply big decisions, with big risks. Public risks.

Our current Victorian PPP habit, though seems to imply big secrets, and big “success” fees, even for failed public projects! These are particularly galling. But together, these form a cocktail of complex ongoing deals that could cripple the state if we keep going like this. If we can’t improve our infrastructure priority planning, our assessments, our transparency and bipartisan discourse we will repeat the recent history many times over in coming decades. So the real task here is to take another road.

Independent institutionalised professional planning needs to be reintroduced into the picture, not sidelined. Consultation needs to be undertaken. And priorities need to be re-established so that debates around medium and long-term project options, alternatives and relative timing can occur. Not just the immediate personal choices of ministers as if they were purchasing something in a retail shop.

We need to get on and re-professionalise for a more democratic approach to medium and long-term infrastructure success. And quickly.<img alt="The Conversation" height="1" src="https://counter.theconversation.edu.au/content/40232/count.gif" width="1">

This article was originally published on <a href="http://theconversation.com">The Conversation</a>. Read the <a href="http://theconversation.com/east-west-link-shows-miserable-failure-of-planning-process-40232">original article</a>.
</body></html>

theconversation

East-West Link shows miserable failure of planning process

<html><body>
In a <a href="http://www.premier.vic.gov.au/labor-backs-investment-in-better-bus-services-and-community-consultation">media release</a> distributed on Tuesday morning the Andrews Government has announced it will not proceed with proposals to alter the bus network which Transdev Melbourne operates. For a summary of the now rejected proposal, see <a href="http://www.theage.com.au/victoria/hundreds-of-bus-services-in-melbournes-west-and-north-face-being-cut-to-service-citys-east-20150413-1mk1no">this Age report</a> from Monday.

Transdev Melbourne - an operator which runs approximately 30% of Melbourne's bus network - originally sought to cut elongated routes, such as the orbital smart bus routes, and reduce frequencies on multiple northern and western routes in order to boost capacity in the east and south where patronage growth is reportedly strongest.

The Minister for Public Transport, Jacinta Allan has stated "rather than cutting buses in one area to increase buses in another, the Andrews Labor Government will develop a more balanced bus network plan in consultation with the community." Furthermore "demand for buses is growing faster than any other mode of transport, and we need to make sure they continue to meet the needs of our community.”

The State Government is now set to establish a new Ministerial consultative group encompassing new transport forums based around municipal areas. The bodies are set to look at ways to 'expand and improve public transport, including buses'.

<h2>Comment</h2>

One can only hope the new Ministerial consultative group conducts a root and branch - or spoke and hub - review of Melbourne's entire bus network. Smart buses are the offspring of the previous Bracks/Brumby Labor government and it appears the current Labor Government doesn't want to mess with that legacy as much given they have now rejected a proposal which would have seen the elongated orbital routes broken up into smaller segments.

In the series of news reports about the proposed changes a common theme became apparent: the longer smart bus routes were used more in some sections (east and south) compared to others (north and west). The proposal sought to address this by splitting routes so that buses ran over shorter routes in order to improve punctuality.

There's logic in the idea of splitting routes but I can't find much logic in reducing frequencies in a city where the population is growing - especially through the northern suburbs where there are over <a href="/news/melbourne-development-numbers-moonee-valley-moreland-darebin">100 projects which will yield 9,000-10,000 apartments</a> across the municipalities of Moonee Valley, Moreland and Darebin.

While many of the proposals, projects at sales and those currently under construction are focused on the radial public transport routes in suburbs closer to the centre of the city, it would be naive in the extreme to assume the current light and heavy rail networks will be sufficient to cater for the influx of people who will be moving to these municipalities and travelling between them.

South of Bell Street a dense network of cross-town bus routes currently exists however frequency is patchy with some routes running more often than others and the proposed changes would have seem a reduction of services on Bell Street itself.

The announcement of new transport forums is positive however I believe the consultantive groups should be cautious given the Government has announced they will be based around local government areas. Does that mean each municipality will hold its own forum or will the forums focus on groups of municipalities in the different regions of the metropolitan area?

The worst possible outcome will be if forums are conducted in municipal pockets where hyper-local interests are likely to overrule regional transport goals thus entrenching oddities like <a href="/news/bus-routes-which-need-improvement-the-506">dog's leg deviations</a>, <a href="/news/is-it-time-to-reconfigure-the-moonee-ponds-transport-interchange">bus termini that fall short</a> of connecting with other public transport modes, low frequencies and reduced hours of operation.

Lead image credit: <a href="https://commons.wikimedia.org/wiki/File:Transdev_Melbourne_number_972_(8253AO)_Custom_Coaches_bodied_Scania_in_PTV_livery_on_route_250_in_Queen_St,_December_2013.jpg">Wikipedia</a>.
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Alastair Taylor

Spring Street rejects Transdev bus network changes

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In a series of media releases, Spring Street has announced it has dumped the previous Coalition government's <a href="/new-apartments/dandenong-vic-3175">Dandenong</a> corridor project - which was originally pitched to them by a private consortium - and have announced their own.

Much noise was made about the PPP/Napthine scheme only removing four level crossings between <a href="/new-apartments/caulfield-vic-3162">Caulfield</a> and Dandenong as well as a smaller number of trains that were to be ordered to run services on this major route. In one of the media releases, the following table was provided as a comparison between the Napthine/PPP scheme and the Andrews Government vision.

<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/dandenong_corridor_comparison.jpg" rel="gallery-all" title="Comparison of project features. Source: State Government media release"><img alt="" class="image-article-full-width-580px" height="437" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/dandenong_corridor_comparison.jpg?itok=pHQ0j5Yc" title="Comparison of project features. Source: State Government media release" width="580"></a>

<figcaption>Comparison of project features. Source: State Government media release</figcaption></figure>According to one media release, expressions of interest are to be called for the grade separations within months and the Premier has preemptively apologised for the shut down of the entire corridor in the name of progress while individual project areas are worked on.

Fair enough Premier, however could we have more detail please?

Given the relative "out of the blue" nature of the project announcement with not much detail beyond the points listed in the image above, here's a wish list of changes Apartments.com.au would like to see happen either in conjunction (priority 1), in the medium term (priority 2) and in the long term (priority 3) with the Dandenong corridor upgrade.

<h2>Priority 1</h2>

Link the infrastructure investment with more intensive land uses adjacent to the rail corridor

This is a golden opportunity to provide more affordable housing in the middle ring suburbs and Spring Street should make inclusionary zoning as mooted by the Planning Minister (or any other policy targeted at increasing the diversity of urban housing stock) apply to all areas adjacent to newly re-built stations as well as throughout any existing or new structure plan in the corridor.

The Government should work with councils to update structure plans within station vicinities, or create new ones where none exist, in order to capture the benefit of the rail investment. The larger number of trains in the Andrews' Government proposal appears to be linked to increased frequencies of service and therefore the major nodes in the corridor scope: Caulfield, <a href="/new-apartments/oakleigh-vic-3166">Oakleigh</a>, <a href="/new-apartments/clayton-vic-3168">Clayton</a>, <a href="/new-apartments/springvale-vic-3171">Springvale</a> and Dandenong should see more intense and inclusive development made possible through the planning scheme.

Plan Melbourne has previously designated these areas as Activity Centres with Caulfield and Dandenong as National Employment Clusters, further reinforcing their importance within the wider network.

Dandenong should be a special case building on the existing revitalising central Dandenong principles. According to the <a href="http://www.planmelbourne.vic.gov.au/__data/assets/pdf_file/0019/131347/Fact-Sheet-Southern-Subregion-May-2014.pdf">Southern sub-region growth fact sheet</a> as part of Plan Melbourne, it is predicted that the area will see another 400,000 to 480,000 people living, for the most part, within reach of a Dandenong corridor station by 2031.

Spring Street should take a leaf out of the New South Wales Government's book and further decentralise public sector organisations and further encourage more private sector investment and employment growth in Dandenong like Macquarie Street has with <a href="/new-apartments/parramatta-nsw">Parramatta</a>.

<figure><iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/kc_224ozYDc" width="100%"></iframe>

<figcaption>Cranbourne-Pakenham Transformation video from the <a href="http://www.premier.vic.gov.au/cranbourne-pakenham-transformation">Premier's website</a>.</figcaption></figure><h2>Priority 2</h2>

Mass reconfiguration of the bus network to feed the upgraded rail line

A public transport network is a failure if users are still dependent on a private vehicle to access it. Public transport is a logical extension of walking and where distances are too great between the point of origin and the mass transit mode, other forms of public transport need to be either created or reconfigured to ensure there is no dependency on private vehicles.

Beyond Caulfield and <a href="/new-apartments/carnegie-vic-3163">Carnegie</a>, the only other major mode of public transport other than the rail services is the bus network. While a few of the Smart Bus services operate and act as feeder services in the area already, every station - including along the Pakenham and <a href="/developments/cranbourne-vic-3977">Cranbourne</a> segments - should see less focus on car parking and more on bus service expansion.

Rather than focus on the bells and whistles of a Smart Bus service, bus network/feeder policy should focus on these core principles: frequency, route directness and operating hour expansion. The end-game should be to correct the sheer waste of land at stations like <a href="/developments/berwick-vic-3806">Berwick</a> which has hectares of parking that should be put to better use, especially in the scenario where VicTrack own the land.

<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/14032766753_f55cb66ca7_c.jpg" rel="gallery-all" title="Springvale Station only had two platforms built as part of the recent grade separation project"><img alt="" class="image-article-full-width-580px" height="357" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/14032766753_f55cb66ca7_c.jpg?itok=nJhxSn93" title="Springvale Station only had two platforms built as part of the recent grade separation project" width="580"></a>

<figcaption>Springvale Station only had two platforms built as part of the recent grade separation project. Source: <a href="http://www.danielbowen.com/2014/04/26/new-springvale-station/">Daniel Bowen's blog</a>.</figcaption></figure><h2>Priority 3</h2>

At the very least keep one eye on corridor expansion and tell the public about it

No mention was made of expanding the track within the existing corridor however the track and station design should take into account that the corridor will be expanded in future. The logical next step would be to quadruplicate the track between Caulfield and Dandenong thus enabling two tiers of service - stopping-all-stations and express - to operate independently over the longer term.

The future track layout around Oakleigh and Clayton stations should cater for four tracks and four platforms, all other stations should cater for four tracks with only two platforms.

The fastest services on the <a href="/new-apartments/sydney-nsw">Sydney</a> Trains network between Sydney's Central station and Parramatta is 27 minutes. This is achieved through extensive and frequent express services which for the most part run on track which is rated for speeds in the vicinity of 80kph.

A direct Flinders Street service from Dandenong according to the current timetable is 41 minutes.

The City-Dandenong corridor (29km as measured from Flinders Street to South Yarra along the projected alignment of the Melbourne Metro Tunnel project; <a href="/new-apartments/south-yarra-vic-3141">South Yarra</a> to Dandenong station along the existing corridor) is 6km longer than the Sydney-Parramatta corridor (23km measured from Central station along the existing Main Western Line to Parramatta).

Given the advantage of a straighter alignment thus enabling higher speeds with express services, should track be quadruplicated - perhaps as part of a second stage of the Melbourne Metro Tunnel project - it is within the realms of possibility that a similar CBD to CBD trip, time-wise, could be undertaken in Melbourne. This should have the effect of improving Dandenong's profile as a employment and growth centre for people living 'up' the line toward the city, not just for those who live beyond Dandenong and commute to the city at present.

At the very least this should be the ultimate plan: creating another fast, frequent transport spine that caters for short and longer trips right through South Eastern Melbourne in both directions, not just for the current peak-time commuters.

Lead image credit: recently grade separated Springvale Station, via <a href="https://en.wikipedia.org/wiki/Springvale_railway_station">Wikipedia</a>.
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The Dandenong corridor wish list

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Moonee Ponds is an activity centre that for the most part flies under the radar, in terms of redevelopment currently happening and what can happen in future. The biggest landholder in the region is the Moonee Valley Racing Club and yesterday <a href="http://www.theage.com.au/victoria/moonee-valley-racecourse-apartment-plans-pared-back-by-planning-minister-richard-wynne-20150325-1m7kzf">The Age reported</a> on how the Planning Minister Richard Wynne has gazetted an updated development plan for the home of the Cox Plate.

In terms of access Moonee Ponds has quite the repertoire of public transport options. Trains serve the western end of the centre, trams run up and down Mount Alexander Road/Pascoe Vale Road and Ascot Vale Road hosts the terminus for route 82, one of the very few suburb-to-suburb tram routes across Melbourne. There's also a major bus interchange next door to the main tram stops for the 59 tram in the Mount Alexander Road median.

But like all over Melbourne, the connections between modes (and routes) could be better. A lot better.

As a very regular user of all three modes in the area, top of the priority list for fixing is the bus interchange. At present, it sits in the very busy median of Mount Alexander Road, which makes access from either side of the road a real problem.

There are multiple signalised pedestrian crossings however priority is given to vehicular traffic. The wait times often frustrate pedestrians, who see the bus they want to catch (only metres away) pull away as traffic lights change, as it is often the only time buses can exit the interchange.

There are 11 separate bus routes which converge on the existing Moonee Ponds Interchange:

<ul>
<li>Southerly approach (via Ascot Vale Road) <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/784_Bus404.pdf">404 Footscray to Moonee Ponds</a>, <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/1666_Bus472.pdf">472 Williamstown to Moonee Ponds</a>
</li>
	<li>Easterly Approach (via Ormond Road and Mount Alexander Road) <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/5456_Bus505.pdf">505 Moonee Ponds to Melbourne University</a>, <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/5607_Bus504.pdf">504 Moonee Ponds to Clifton Hill Station</a>; (via Dean Street) <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/844_Bus506.pdf">506 Moonee Ponds to Westgarth</a>; ​(via Wilson Street / Pascoe Vale Road / Kellaway Avenue) <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/845_Bus508.pdf">508 Alphington Station to Moonee Ponds</a>
</li>
	<li>Northerly approach (via Mount Alexander Road) <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/827_Bus475.pdf">475 Moonee Ponds to East Keilor</a>, <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/8091_Bus476.pdf">​476 Moonee Ponds to Hillside</a>, <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/829_Bus477.pdf">477 Moonee Ponds to Broadmeadows Station</a>, <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/834_Bus483.pdf">483 Sunbury Station to Moonee Ponds</a>, <a href="http://ptv.vic.gov.au/assets/Maps/Routes/PDFs/841_Bus501.pdf">501 Moonee Ponds to Niddrie</a>
</li>
</ul>
<h2>A new Moonee Ponds Interchange?</h2>

What to do with a chunk of land which lays barren right in the heart of an activity centre? Turn it into a car park! That's the dirty little secret of the current Reading's site - <a href="/news/leighton-initiate-the-readings-moonee-ponds-transformation">bought last year by Leighton</a> then <a href="/news/leighton-seeks-to-offload-their-moonee-ponds-super-site">promptly put back on the market</a> in February - it's everything that an activity centre should not have: an open-air car park.

With all the development site buying and selling in the heart of Moonee Ponds and a new masterplan for the racecourse getting the nod from the Planning Minister, we're no doubt about to see an upswing in development activity in Moonee Ponds. And it's time there was an overhaul of Moonee Ponds' public transport access as well.

Much of Mount Alexander's median strip to the north of the current bus bay has had a once over with new landscaping. I think it's time the bus bay moved out and the median reverted back to open space.

But where would buses go?

<iframe frameborder="0" height="480" scrolling="no" src="https://www.google.com/maps/d/embed?mid=zNF8lPbNaAaM.kCmFLjqUkGvM" width="100%"></iframe>

The map works on the basis of removing the existing bus terminus/interchange; Hall Street is extended through to the other side of Mount Alexander Road as a one-way (eastbound) bus-only road, and the tram tracks on Ascot Vale Road are duplicated and terminated adjacent to the existing route 59 tram stop.

In this scenario buses would run in a continuous anti-clockwise loop through Mount Alexander Road, Homer Street, Margaret Street and Hall Street. If a series of bus stops were placed in Homer Street, Margaret Street and Hall Street - in the latter's case particularly near the intersection of Mount Alexander Road - then passengers would be deposited and could be picked up in three key areas: Moonee Ponds Central, Moonee Ponds Station and near the existing bus bays for tram connectivity.

Extending Hall Street would likely be the largest portion of the project in terms of roadworks (and cost), however it's conceivable there would be need to widen Margaret Street - eating into the existing station car park - to allow buses to stop at the station without impacting traffic flow and both Homer and Hall Streets would require removal of speed bumps.

The added bonus of extending Hall Street, for vehicular traffic on Mount Alexander Road in particular, would be the two existing pedestrian crossings, roughly 50 metres apart, could be combined into one.

Not to mention, terminating the route 82 tram alongside route 59's stop would eliminate the three crossings pedestrians are required to make at present - if they wish to connect between either service - and similarly eliminate one of the two existing crossings pedestrians must make, if they wish to connect between the 82 tram and Moonee Ponds bus services.

Lead image credit: <a href="https://commons.wikimedia.org/wiki/File:Ascot_Vale_and_Mount_Alexander_Road_at_Moonee_Ponds_Junction.jpg">Wikipedia</a>.
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Is it time to reconfigure the Moonee Ponds transport interchange?

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In what is billed as a first, <a href="http://www.urbantaskforce.com.au/">Urban Taskforce Australia</a> has released the results of a poll it commissioned specifically targeting the views of apartment dwellers in the city it calls home, Sydney.

The timing of the poll could not be more pertinent with New South Wales heading to the polls at the end of March and perhaps more importantly with a "Battlelines" Prime Minister in the Lodge, the message from the poll is that people who choose urban living have a different worldview to some of the paint-the-electorate-with-the-same-brush policies of the major parties.

As mentioned above, Urban Taskforce Australia is located and most active in Sydney and Sydney-sider apartment dwellers were the sole target of the poll. It would not be outrageous to assume that had a poll been conducted with similar parameters on a Melburnian sample then there would be a similar outcome given our nation-leading position in the urban development stakes.

On some of the highlights: urban dwellers are generally happy to see more urban growth whereas suburban dwellers are not; across the political spectrum, urban dwellers responded with little enthusiasm when asked the question "I actively fight growth and development plans".

Perhaps the fascinating snippet of the poll is the voting intentions. Again, we must look at this from an outsiders point of view in light of the sample's location and the upcoming state election however this poll smashes the stereotype that urban dwellers generally lean left.

Urban dwellers value lower-car ownership and use, more attractive streetscapes &amp; walkability and 51% of NSW Liberal voters living in an urban dwelling think it's important to live close to Public Transport.

On the importance of car parking in apartment developments there's a clear gap between those who provide the capital - investors - and those who are the clientele - the renters. 81% of Sydney apartment investors think private car parking is important yet only 56% of renters agree - the question must be asked: is there scope to place even less emphasis on car parking in new developments?

The ResearchNow poll splits urban dwellers into four groups: renters, owners, investors and intenders. The first three are self-explanatory, and the 'intenders' are those that aim to live in an apartment.

<table border="1" cellpadding="1" cellspacing="1" style="width: 100%;">
<thead><tr>
<th class="rtecenter">Political Party</th>
			<th class="rtecenter">Renters</th>
			<th class="rtecenter">Owners</th>
			<th class="rtecenter">Investors</th>
			<th class="rtecenter">Intenders</th>
		</tr></thead>
<tbody>
<tr>
<td>Liberal</td>
			<td class="rtecenter">19%</td>
			<td class="rtecenter">33%</td>
			<td class="rtecenter">40%</td>
			<td class="rtecenter">29%</td>
		</tr>
<tr>
<td>Labor</td>
			<td class="rtecenter">25%</td>
			<td class="rtecenter">27%</td>
			<td class="rtecenter">22%</td>
			<td class="rtecenter">27%</td>
		</tr>
<tr>
<td>Greens</td>
			<td class="rtecenter">13%</td>
			<td class="rtecenter">9%</td>
			<td class="rtecenter">11%</td>
			<td class="rtecenter">8%</td>
		</tr>
<tr>
<td>Others</td>
			<td class="rtecenter">8%</td>
			<td class="rtecenter">7%</td>
			<td class="rtecenter">4%</td>
			<td class="rtecenter">8%</td>
		</tr>
<tr>
<td>'Rather not say'</td>
			<td class="rtecenter">35%</td>
			<td class="rtecenter">25%</td>
			<td class="rtecenter">23%</td>
			<td class="rtecenter">23%</td>
		</tr>
</tbody>
</table>
What does this all mean? Well for a start, I look at the data in the table above and see a broad spread of party voting intentions. Assuming a similar result were to be returned on a Melbourne sample, in all the areas outside of the City of Melbourne which are seeing small-scale yet rapid change through apartment development, the North/South of the Yarra blue and red political divide might become more purple in the long run.

The full media release and accompanying poll findings are embedded below (political advisors, influencers and policy-makers would be wise to pay attention to page 2) and be sure to check out <a href="http://www.urbantaskforce.com.au/images/stories/Extras_for_Newsletters/Report_by_Seonaid_Chappell-_ResearchNow.pdf">further poll data</a> from Urban Taskforce Australia's website.

<iframe class="scribd_iframe_embed" data-aspect-ratio="undefined" data-auto-height="false" frameborder="0" height="600" id="doc_18217" scrolling="no" src="https://www.scribd.com/embeds/259106194/content?start_page=1&amp;view_mode=scroll&amp;show_recommendations=true" width="100%"></iframe>

Lead image credit: <a href="https://www.propertyobserver.com.au/https://www.flickr.com/photos/aidan_jones/1859073197">flickr</a>.
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Landmark poll of apartment dwellers' views revealed

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Do you have a 10% cash deposit? 90% have, 10% have not.

Apartment Register has received and qualified 238 first home buyer (FHB) enquiries to date in 2015, so where or who pays for the deposit and what is the length of time taken to save for the deposit?

First home buyers understand time is of essence to enter the market and it is a good time to do so. Interest rates are low, apartment supply is reasonable, product choice and quality continues to improve. The timing might be right but the deciding factor is the ability to save or already have at hand 10% cash; that is a $45,000 deposit on a $450,000 off the plan apartment.

<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/deposit_source.png" rel="gallery-all" title="Source: The Real Estate Institute of Australia November 2014"><img alt="" class="image-article-full-width-580px" height="365" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/deposit_source.png?itok=tugPGwfH" title="Source: The Real Estate Institute of Australia November 2014" width="580"></a>

<figcaption>Source: The Real Estate Institute of Australia November 2014</figcaption></figure>The typical Australian income after tax is $43,100 for a single person. Of the first home buyer enquiries who nominate as single, 70% are female aged between 25-35 and 30% male aged between 28 and 40. With an ideal budget price range of between $400,000 to $450,000. 50% of the first home buyers currently reside at their parent’s residence and have deposit assistance from their parents, with the remaining currently renting with their partner or a friend and have saved the deposit without family assistance.

When asked the average time frame to save the current amount the typical response is 5-6 years. Are we living above our means? Our embrace of lifestyle living is a choice and an expensive one at that.

Australian household credit card debt is growing at 5% per annum. Lifestyle is a direct result of location, access to and ease of use of local suburb amenity and facilities. However living the lifestyle comes at a cost, the realty is you are out more, spending more.

Property ownership is both a privilege and a responsibility, and a move that which requires long term planning. Factoring into account the typical 5-6 year timeframe required to save a necessary deposit, prospective first home buyers should consider the ramifications of not entering the market when they possess the means to do so. To enter two, three, six years down the track will most likely result in the FHB's holding comparatively higher product expectations with an associated product cost increase.

The adage of getting you foot in the door rings true in the Melbourne property market.

<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/first-appartment-essential-tech-gadgets.jpg" rel="gallery-all" title="Image courtesy apartmentagent.co.nz"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/first-appartment-essential-tech-gadgets.jpg?itok=RjNEzWog" title="Image courtesy apartmentagent.co.nz" width="580"></a>

<figcaption>Image courtesy apartmentagent.co.nz</figcaption></figure>How do you educate the FHB market on the importance of purchasing property? My Real Estate Mate recently published the process of <a href="/new-apartments">how to buy an off the plan apartment</a> in response from our clients wanting to understand the intricacies of the off the plan buying process. However, clarifying the process to purchase and actually having the ability to purchase are two very different things.

Property development is the management of time, specifically the cost of time; time effects supply which is the main driver of affordability. The national debate on housing affordability requires more than a knee jerk suggestion of early access to and use of Self Managed Superannuation Funds (SMSF) for FHB’s. The time taken to set up a SMSF, the cost, regulations and audit requirements are prohibitive for many, FHB’s included.

Generation Rent is a term commonly used in Europe, it depicts the economic snap shot of relative level of wages, the cost of living and supply of affordable housing product. Credit card debt will continue to grow, the reliance or presumed inter-generation transfer of wealth will be slower and reduced as we are living longer and the cost of aged care escalates. Generation Rent is on Australia’s door step.
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cameron

Mo'Money Mo'Money - Where is the money coming from?

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Despite politics in general being on the nose of late, public transport is one policy area where the public remains engaged. Tell them Tony Abbott has offended yet another unsuspecting minority group and no one cares; but if the 8.12am Flinders Street train is five minutes late, all hell breaks loose.

While great that most people are passionate about public transport, it does result in some interesting proposals: High Speed Rail to Sydney (costing more than the GDP of a small African nation), a Simpsons style monorail to the airport, the mythical train to Doncaster (which may as well be pulled by Thomas the Tank Engine). Then we have the <a href="http://www.peninsularaillink.net">Peninsula Rail Link</a>: a train line to Rye.

On many levels it makes sense. After all, the Mornington Peninsula has gone alarmingly backwards over the years when it comes to rail infrastructure. Once boasting lines to Mornington, Red Hill and Stony Point, it now has none, with the latter <a href="http://www.theage.com.au/victoria/boom-gate-failures-force-indefinite-shutdown-of-stony-point-rail-line-20150401-1mcu0y">closing indefinitely last week</a> due to signaling problems. The bus service can be hit and miss: I once decided to use it to travel to Rye, and it's two hours and 30 minutes of my life that I'll never get back (it's about one hour, 15 minutes by car).

With Frankston and Dandenong earmarked as future major employment hubs, and Hastings proposed to become Melbourne's major port, a significant public transport upgrade is inevitably going to be on the cards. Enter the Peninsula Rail Link, the brainchild of dedicated public transport advocate Robert Whitehill. Starting as a spur line at Baxter, it winds its way mostly along the Mornington Peninsula Freeway, terminating at Jetty Road, Rye.

<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/ryerailmap.jpg" rel="gallery-all" title="Peninsula Rail Link route. Image source peninsularaillink.net"><img alt="" class="image-article-half-width-290px" height="475" src="/sites/urban.melbourne/files/styles/article_half_width_290px/public/pictures/article-images/ryerailmap.jpg?itok=9h7ouhs_" title="Peninsula Rail Link route. Image source peninsularaillink.net" width="290"></a>

<figcaption>Peninsula Rail Link route. Image source: <a href="http://peninsularaillink.net/Project/RyeLine">peninsularaillink.net</a></figcaption></figure>And herein lies the first problem: the freeway currently terminates at Boneo Road. The idea of extending it has been around since the 1969 Transport Plan, however there has never really been any impetus to build it. Nor is there likely to be in the future: having the freeway stop at Boneo Road is bad enough, but at least it's a dual carriageway.

Terminating at Melbourne Road would be an unmitigated disaster. Not only is it currently single lane which would require an expensive duplication, this would require an extensive removal of trees to achieve it. In any case, a freeway extension would add considerable cost to this rail proposal. Of course VicRoads could just give up this reservation for the rail line…

<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/morning_peninsula_freeway_extension.jpg" rel="gallery-all" title="Proposed Mornington Peninsula extension"><img alt="" class="image-article-full-width-580px" height="199" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/morning_peninsula_freeway_extension.jpg?itok=UhFpVCdQ" title="Proposed Mornington Peninsula extension" width="580"></a>

<figcaption>Proposed Mornington Peninsula extension</figcaption></figure>Regardless of where it terminates, it won't be in the town centre. While this can be mitigated by buses, if other end-of-the-line stations in Melbourne are anything to go by (South Morang, Cranbourne, Pakenham), a high percentage of commuters will still drive, bringing all the car parking headaches this entails. And I always get nervous about stations situated away from other amenities (retail, etc.), meaning its usage will be limited outside of peak hour. In Rye's case, this would be a lost opportunity in trying to capture the beach going crowd in the summer.

The route from Frankston also draws many parallels to Doncaster Rail. While having a rail line down the middle of a freeway solves the problem of potentially having to create another route through brownfield areas, it unfortunately exposes it to the fact that not many people live on the Peninsula Freeway. Not having any walkup ridership is a huge disincentive, especially in an area which is fairly low density to start with. The exceptions here are Dromana and McRae. While the freeway goes right through these townships, they then suffer the opposite problem: there is no room for any parking to serve these stations at all. This is fine in inner Melbourne, but will never cut it in low density areas such as these.

Overall, this proposal is far from the craziest idea I've heard for the Peninsula; that accolade goes to the mooted bridge over the Rip, costed at $15 billion back in the 1990s. And the fact that we spent $759 million on Peninsula Link, a freeway with debatable merit, also puts it into perspective. In fact Whitehill should be applauded for showing the type of left-field thinking required by the transport debate to ensure it goes past the 'train to the city' mentality.

With the advent of projects such as <a href="/news/melbourne-metro-project-a-short-history">Melbourne Metro</a> (1 and 2), the <a href="/news/should-the-mernda-rail-extension-project-result-in-more-intensive-land-uses">Mernda extension</a>, Melton electrification and the ongoing <a href="/expert-insights/buying/is-doncaster-rail-is-good">Doncaster</a> and <a href="/news/the-ballieu-napthine-governments-rowville-rail-study-ignored-the-elephant-in-the-room">Rowville</a> debates, I just can't see the Peninsula Rail Link being a priority any time soon. Of course if the Frankston/Dandenong/Hastings job hubs become a reality, this could change quickly. It could even serve as a logical extension of a proposed Frankston-Dandenong rail link. However, the aforementioned issues with it would still need to be solved.
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TheHeadOnTheDoor

Is a rail line to Rye really feasible?

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By <a href="http://theconversation.com/profiles/alexa-delbosc-147245">Alexa Delbosc</a>, <a href="http://theconversation.com/institutions/monash-university">Monash University</a>.

Australians have long had a love affair with the car. Car ownership and use has <a href="https://www.bitre.gov.au/publications/2007/wp_071.aspx">increased every decade</a> since its introduction to Australia. The car has fundamentally shaped the urban form of Australian cities – not just through investments in roads, highways, bridges and tunnels but also by facilitating the spread of Australia’s suburbs and activity centres. The car has provided significant social and economic benefits and helped generations of young adults break free from their parents.

Recently, however, Australia’s love affair with the car has begun to cool. For the first time in Australia’s history, young adults are becoming less likely to get a car license than their parents. Where baby boomers couldn’t get enough of their cars, an increasing number of <a href="http://en.wikipedia.org/wiki/Millennials">millennials</a> (the generation born from the mid-1980s onwards) have had enough of them.

<h2>Putting the brakes on driver licensing</h2>

In Australia, the decline in driver licensing has been recorded in New South Wales and Victoria. Australia is one of the few countries that doesn’t compile national licensing rates. In Victoria, the decline has been slow but steady. Licensing rates for people under 25 have dropped from 77% to 66% since 2000-01.

<figure class="align-center zoomable"><a href="https://62e528761d0685343e1c-f3d1b99a743ffa4142d9d7f1978d9686.ssl.cf2.rackcdn.com/files/67321/area14mp/image-20141216-24291-1ga2ykt.png"><img alt="" src="https://62e528761d0685343e1c-f3d1b99a743ffa4142d9d7f1978d9686.ssl.cf2.rackcdn.com/files/67321/width668/image-20141216-24291-1ga2ykt.png"></a></figure>Australia isn’t alone in this trend. A <a href="http://www.tandfonline.com/doi/abs/10.1080/01441647.2013.801929">review</a> of youth licensing rates in 13 countries found declines in the US, Canada, UK, Japan and much of Europe.

All over the developed world millennials are turning their back on the car. But why is this happening and what does it mean for Australia’s future?

<h2>What’s driving this trend?</h2>

Research into this trend is still unfolding, but a range of explanations are being explored. Recent changes in driver licensing regulations cannot be overlooked. All Australian states and territories have gradually introduced more restrictions on learner permits and driving licenses. Most notably, depending on the jurisdiction, millennials are now required to log up to 120 hours of supervised driving before applying for a provisional license.

How many baby boomers would have put off getting a license if they were expected to spend that much time driving with their parents? However, this explanation cannot fully explain this shift. In Victoria, the decline in youth licensing was documented at least as far back as 2000, seven years before the 120 hours requirement came into force.

So if driver licensing regulations aren’t all to blame, what else could be turning millennials away from the car? One complex but significant shift in recent years is how the life course of millennials has changed compared to previous generations.

In the past, many young Australians quickly transitioned from secondary school to full-time work, marriage, mortgage and children. Today’s young Australians are more likely to attend tertiary studies, work part-time, live with parents and delay marriage, mortgage and children. All of these changes mean that young adults have less need for a car in their teens, but also have less money to pay for one.

This raises the question of whether the cost of motoring has discouraged young adults from getting a car. This is a more complex issue as even though fuel prices have certainly increased in recent years, overall the relative cost of motoring has actually decreased.

Finally, there’s some suggestion that the attitudes and lifestyle of millennials have caused a cultural shift where the car is no longer king. The car has long held a cherished place in Australian culture, especially for the baby boomer generation. But recent <a href="http://www.sciencedirect.com/science/article/pii/S0967070X13001716">research</a> suggests that for millennials, the car is less a symbol of status and pride and more a symbol of adult responsibility – a responsibility that not everyone is ready for.

In the words of one 22-year-old research participant:

<blockquote>
A car to me symbolises commitment, financial responsibility and to some extent becoming an adult.
</blockquote>

Instead, it has been suggested that gadgets and mobile phones have replaced the car as the new status symbol, hobby and means to keep in touch with friends.

There is no doubt that these technologies are a major part of the lifestyle of many millennials, but the jury is still out as to whether technology is reducing the need for face-to-face contact (and therefore reducing the need for a car). Preliminary research suggests that young people who maintain frequent contact with friends through technology are actually more likely, not less, to see their friends in person.

<h2>Where to from here?</h2>

There are many factors that influence how young adults travel, and further research is needed to better understand these decisions.

There are still important questions that need to be answered. Are these young adults forgoing cars entirely, or merely delaying a few years before they get behind the wheel? Are young adults actively choosing a more sustainable lifestyle, or are they being forced out of cars due to unwanted circumstances? The societal benefits of fewer cars are obvious, but are car-less millennials suffering significant negative consequences?

We can react to this change in car use in one of two ways. We can sit in the back seat and passively enjoy the benefits of fewer cars on the road, slowing the growth of emissions and congestion by a small amount. Or we can take the wheel and actively support this change, putting in place policies and structures to support and encourage young adults who are deciding between L-plates or a new bicycle, car keys or an annual public transport pass.

Once someone shapes their life, work and home around the car it is far, far harder to persuade them not to use it.<img alt="The Conversation" height="1" src="https://counter.theconversation.edu.au/content/35468/count.gif" width="1">

This article was originally published on <a href="http://theconversation.com">The Conversation</a>. Read the <a href="http://theconversation.com/why-are-young-australians-turning-their-back-on-the-car-35468">original article</a>.

Lead image credit: <a href="http://www.3aw.com.au/news/racv-rejects-suggestions-for-pplate-age-to-be-dropped-to-17-in-victoria-20150213-13eg1d">3AW</a>.
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Why are young Australians turning their back on the car?

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When I was younger, especially a student at the University of Melbourne, free very much was the magic word.

Buy one Whopper get one free at Hungry Jacks, a free yoghurt at Museum Station, or a free beer at the University knitting club recruitment drive. If it was free, it rocked. I mean, I even emptied an entire Gatorade vending machine once, when it was accidentally spitting out its sugary goodness devoid of charge, much to the disdain of my then basketball coach. A six month supply of sporting enhancement never tasted so good!

However we all grow up, and most come to appreciate value over cost. That's not to say that we're still not seduced by free every once in a while (hands up who doesn't have a set of steak knives at home that they have never used?), and unfortunately that includes governments. Especially ones in an election year.

Trailing in the polls, Dennis Napthine went on a budget spending spree and included two 'gems': scrapping Zone 2 and free tram travel in the CBD.

<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/freetramzonemap_800x540.jpg" rel="gallery-all" title="Melbourne Free Tram Zone Map"><img alt="" class="image-article-full-width-580px" height="392" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/freetramzonemap_800x540.jpg?itok=V94szgHy" title="Melbourne Free Tram Zone Map" width="580"></a>

<figcaption>Melbourne Free Tram Zone Map</figcaption></figure>The Free Tram Zone, which came into effect on January 1 this year, is shown above. Like some bright sparks on Twitter noted, if it doesn't immediately make you sing 'we all live in a green submarine', nothing will! Its circumference is basically the route of the City Circle, with a few added areas like Queen Victoria Market and an expanded Docklands.

Looking at it more deeply, it really is hard to ascertain who this will actually benefit. Most work day commuters would be coming from outside this zone, meaning they will still have to pay. It has been argued that tourists will benefit, allowing them to avoid the 'confusion' of having to use a Myki. However even the least adventurous of tourists would travel beyond these boundaries, with the key hotspots of the sporting precinct, Fitzroy and St Kilda all sitting outside the free zone. Given they would much more likely be unsure of the boundary than locals, they are also left exposed to fines for not having a valid ticket. Welcome to Melbourne: here, have a $80 on the spot fine!

<img alt="" height="149" src="/sites/urban.melbourne/files/pictures/article-images/free_tram_zone_sign.jpg" width="338">

And that brings us to the most problematic demographic: people who actually live inside this zone.

One of the main attractions of CBD living is meant to be that you can throw away the car keys and walk to work. Walking, aside from having obvious health benefits, is also the ultimate form of public transport. No cost, with no capacity or frequency issues to worry about. However as tram travel is also now free, it is just an added incentive for these people to get lazy and jump on a tram instead. So aside from the social cost of a less active population, all we end up with is more crowded trams.

In other words, the only mode shift this brilliant plan has brought us is from walking to public transport. It won't bring us a single extra cent in revenue (but will cost us $100 million, combined with the Zone 2 change), and we won't take a single car off the road doing it. In fact we run the risk of the opposite; if trams become too overcrowded and slow, commuters may be tempted to get back in their cars and drive to work. A retrogressive policy if ever I've seen one.

The plan to 'scrap' zone 2 also makes little sense. Despite Napthine’s bleating about equity, it is anything but equitable. Having users pay the same fare from Pakenham to the city (56km) as from say Brunswick to the city (10km) is counter intuitive and grossly unfair; commuters from the outer suburbs incur a much greater running and maintenance cost on the system than those from the inner suburbs.

Having everyone pay the same fare is tantamount to halving the cost of petrol in the suburbs, so that people driving from Dandenong to the city pay the same petrol bill as those driving from Caulfield! This of course would be outrageous; as it would be if the government artificially deflated the cost of housing in the inner suburbs to make that the same across all of Melbourne. Having a flat fare will also further encourage suburban sprawl; a huge problem already exacerbated by Matthew Guy’s reckless decision to extend Melbourne’s already bulging urban boundary.

Frustratingly, the perceived political gain is limited anyway. As discussed in Alastair's blog, cost is usually not a driver when it comes to people deciding to use public transport. According to research conducted by the Australian Bureau of Statistics, guess where 'cost' ranked in the top 10 reasons for not using public transport? It didn't! How many times will we hear people say "public transport is still crap, but that's OK cause it's cheap now"? Said no one ever!

The fact is, people will accept this 'discounted' price as the norm after a very short amount of time, and go back to complaining about the deficiencies of the system like the price drop never happened. Worse still, this will most likely just jack up the price of a Zone 1 ticket, just like what happened when Zone 3 was scrapped in 2007, making any savings even more trivial and temporary.

<table border="0" cellspacing="0" width="100%">
<caption>Top 10 reasons for not using public transport on usual trip to work or full-time study: proportion (%) of persons who did not use public transport (Australian Bureau of Statistics: 4602.0.55.002 - Environmental Issues: Waste Management, Transport and Motor Vehicle Usage, March 2012)</caption>
	<thead><tr>
<th>Reason</th>
			<th>NSW</th>
			<th>Vic.</th>
			<th>QLD</th>
			<th>SA</th>
			<th>WA</th>
			<th>Tas.</th>
			<th>NT</th>
			<th>ACT</th>
			<th>Aust.</th>
		</tr></thead>
<tbody>
<tr>
<td>No service available at all</td>
			<td>28.4</td>
			<td>28.2</td>
			<td>35.3</td>
			<td>30.3</td>
			<td>31.8</td>
			<td>37.5</td>
			<td>33.8</td>
			<td>7.5</td>
			<td>30.2</td>
		</tr>
<tr>
<td>Convenience/comfort/privacy in private vehicle</td>
			<td>27.5</td>
			<td>26.8</td>
			<td>20.0</td>
			<td>27.0</td>
			<td>27.0</td>
			<td>16.9</td>
			<td>17.2</td>
			<td>45.9</td>
			<td>25.7</td>
		</tr>
<tr>
<td>No service available at right/convenient time</td>
			<td>21.2</td>
			<td>22.9</td>
			<td>26.9</td>
			<td>19.4</td>
			<td>23.6</td>
			<td>25.7</td>
			<td>31.4</td>
			<td>22.0</td>
			<td>23.2</td>
		</tr>
<tr>
<td>Travel time too long</td>
			<td>16.9</td>
			<td>18.6</td>
			<td>13.3</td>
			<td>16.1</td>
			<td>14.3</td>
			<td>6.8</td>
			<td>8.2</td>
			<td>30.5</td>
			<td>16.2</td>
		</tr>
<tr>
<td>Own vehicle needed before/during/after hours</td>
			<td>11.1</td>
			<td>8.3</td>
			<td>9.7</td>
			<td>11.1</td>
			<td>9.8</td>
			<td>7.6</td>
			<td>9.6</td>
			<td>19.7</td>
			<td>10.0</td>
		</tr>
<tr>
<td>Carry equipment/tools/passengers</td>
			<td>9.8</td>
			<td>7.8</td>
			<td>6.1</td>
			<td>6.5</td>
			<td>8.3</td>
			<td>3.6</td>
			<td>6.6</td>
			<td>10.7</td>
			<td>8.0</td>
		</tr>
<tr>
<td>Public transport services too far from home</td>
			<td>6.4</td>
			<td>5.2</td>
			<td>5.7</td>
			<td>5.4</td>
			<td>4.4</td>
			<td>3.4</td>
			<td>5.6</td>
			<td>2.9</td>
			<td>5.5</td>
		</tr>
<tr>
<td>Company or employer's vehicle needed during work/study hours</td>
			<td>3.2</td>
			<td>4.2</td>
			<td>4.3</td>
			<td>4.4</td>
			<td>5.7</td>
			<td>4.3</td>
			<td>4.7</td>
			<td>2.3</td>
			<td>4.1</td>
		</tr>
<tr>
<td>Too close to work/study to use public transport</td>
			<td>3.6</td>
			<td>3.3</td>
			<td>2.3</td>
			<td>3.6</td>
			<td>2.8</td>
			<td>6.3</td>
			<td>3.1</td>
			<td>1.7</td>
			<td>3.2</td>
		</tr>
<tr>
<td>Other</td>
			<td>2.5</td>
			<td>3.9</td>
			<td>3.3</td>
			<td>3.0</td>
			<td>3.7</td>
			<td>2.2</td>
			<td>3.3</td>
			<td>2.6</td>
			<td>3.2</td>
		</tr>
</tbody>
</table>
Unfortunately for Victorians, Labor chose to back this policy for fear that Napthine would whack them over the head with it; another case of good politics, bad policy. They could have easily got on the front foot here and put the $100 million a year these two policy dogs are costing us towards something else: new trams, Southland station (it could have gold plated toilets at that price), Melton electrification, tea cosies advertising the dangers of eating breakfast cereals past their used by date. Hell, anything would have been a better investment.

Either way, we are stuck with it now. If they thought it was politically tricky not backing this policy, try undoing it if it goes really wrong and overcrowding becomes unmanageable. The aforementioned limited gain of making it free/cheaper is unfortunately not true in reverse; people will sook like a hipster baby not allowed to have a salted caramel lollypop if we take their god given right to free trams away from them.

So next time you have to wait three trams before getting on because of freeloaders, have a think if you are really better off. And next time you walk past a broken vending machine spitting out free Gatorades, make sure you are carrying a big bag!
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Less is not more: Why free trams are not our friend

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Small-time developer MELMO consider their latest project a new off grid standard of living, Apartments.com.au thinks it to be one of the more interesting sustainable designs since we highlighted Australia's first 8 star energy rated apartment building, otherwise known as <a href="/news/is-this-melbournes-best-new-residential-development">The Commons</a> during 2013.

Inner-city based MELMO's current residential project NET ZERO may be small with only four residences, but it boasts some serious sustainable energy technology inclusions amongst other features.

<h2>MELMO ethos</h2>

<blockquote>
Volume home builders offer ‘contemporary’ homes and faux period designs ad nauseum. But these homes aren’t designed to be an excellent investment. They follow fad trends in materials and design.

We are committed to building a stock of future focused residential homes. With design that is enduring and authentic. The devil is in the detail and we don’t miss a thing.

We employ high level Environmentally Sustainable Design to achieve a quality of life that is both enduring and rewarding. At MELMO we provide our customers with a turn-key product. Wherein MELMO is responsible for Planning, Design, Construction and delivery of each MELMO Home.
<cite>MELMO website</cite>
</blockquote>

<h2>Translated to NET ZERO</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/01-street.jpg" rel="gallery-all" title="Manningham Street perspective. Image courtesy melmo.com.au"><img alt="" class="image-article-full-width-580px" height="527" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/01-street.jpg?itok=vXhqXkmj" title="Manningham Street perspective. Image courtesy melmo.com.au" width="580"></a>

<figcaption>Manningham Street perspective. Image courtesy melmo.com.au</figcaption></figure>Granted NET ZERO's street frontage isn't exactly setting the world alight, but the project at 42 Manningham Street Parkville makes up for it's lack of external charm elsewhere. Designed as "an advanced house prototype offering its owners unprecedented freedom, health and comfort," it's rated at 7 stars.

NET ZERO incorporates "the most progressive ESD technology and engineering available in Australia," with the project website describing the development as "future proof" inferring non reliance upon current utilities.

<h2>Features</h2>

<ul>
<li>5kw solar panel system &amp; 13kw integrated off-grid ready battery system monitored from mobile phone.</li>
	<li>Electric vehicle charging station.</li>
	<li>Nest smart thermostat.</li>
	<li>20,000ltr commercial grade, pressurised underground pontoon water tank.</li>
	<li>Header tank on roof supplies all toilet cisterns with water, and laundry: completely water self sufficient.</li>
	<li>Air source heat pump HWS: solar powered, no natural gas.</li>
	<li>Natural ventilation pathways in the home.</li>
	<li>Commercial grade curtain wall window system: double glazed, thermally broken, argon filled.</li>
	<li>Shug windows and the ‘chimney stack’ effect allowing for passive control of temperature.</li>
	<li>Proprietary technology used to protect occupants from electro magnetic radiation while they sleep.</li>
</ul>
<h2>Comment</h2>

Is it too idealistic to think that one day a project such as NET ZERO will not be worthy of praise? That many of the features currently beyond the norm in NET ZERO will become standard in future townhouse and low-rise apartment projects, given they are comparatively easier to implement than in high-rises?

NET ZERO is by no means not Robinson Crusoe when it comes to impressive ESD initiatives, if only though it were the norm rather than the exception.
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