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

Joel Robinson

The Eveleigh brings house-like apartments to Broadbeach

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

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

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

Queensland builder-developer MAYD has revealed the first look at its major North Kirra beachfront development, lodging amended plans that reduce the number of apartments and increase the proportion of larger residences.

The project is planned across a substantial 4,742 sqm amalgamated site spanning seven lots at <a href="https://www.apartments.com.au/new-apartments/2-6-pacific-parade-bilinga-qld-4225">2-6 Pacific Parade</a> and 27-33 Golden Four Drive in Bilin​ga, directly opposite Nor​th Kirra Beach.

<a href="https://www.apartments.com.au/developers/mayd-group">MAYD</a> secured the site for $32.5 million in 2025, in what was one of the Gold Coast's largest property transactions of the year.

The development will be delivered across two stages, with the first stage carrying an estimated gross realisation value of around $360 million.

The latest amendments seek to reduce the overall apartment count and shift the project further toward the owner-occupier market, with larger residences designed for buyers wanting considerably more space than traditionally offered in a beachfront apartment.

The residential mix will include townhomes, oversized two-bedroom apartments, substantial three-bedroom residences and four-bedroom homes.

MAYD has appointed Cera Stribley to lead the architecture and interiors, with the Melbourne-based design practice drawing on the beachfront setting through a series of ocean-facing terraces and heavily landscaped balconies.

Strong horizontal forms and curved balconies will define the exterior, with subtropical landscaping integrated throughout the building to soften the built form and increase the connection between the residences and the beachfront.

The project will also include an extensive collection of resident wellness and lifestyle facilities, continuing the broader shift across the Gold Coast's luxury apartment market toward larger homes supported by resort-style amenity.

<img alt="MAYD" data-entity-type="file" data-entity-uuid="d1bcbb05-e659-4b47-8bd4-1e595315e2ad" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-27%20at%202.05.03%E2%80%AFPM.png?VersionId=jj0XEud1X1DuLt7_KyElhjMdZGOXmLHP" />

MAYD Founder Todd Mould said North Kirra was increasingly appealing to buyers attracted to the more established, lower-density character of the southern Gold Coast.

"North Kirra presents one of the most compelling luxury residential opportunities currently emerging in Australia, combining absolute beachfront with the character and authenticity that buyers are increasingly seeking, and the same sense of tight-knit community that defined Burleigh and Currumbin perhaps 10 or 15 years ago," Mould said.

"With Gold Coast Airport on its doorstep, it also offers a level of accessibility that broadens its appeal across almost every market demographic."

The project comes as the southern Gold Coast continues to attract an increasing share of high-end apartment development and buyer activity.

Kirra in particular has emerged as one of the region's more tightly held beachfront markets, with its relatively low-density character, established surf and hospitality scene and proximity to Gold Coast Airport differentiating it from the higher-density markets further north.

Mould said those characteristics had informed the approach MAYD and Cera Stribley had taken to the project.

"We've worked closely with Cera Stribley to create a vision that is deeply connected to its surroundings," he said.

"Inspired by the coastline itself, the architecture has been shaped around space, privacy and resort-style living, creating a collection of homes that reflects the next generation of luxury on the southern Gold Coast."

MOTIV Managing Director Carly Cottam, who has been appointed to market the project, said buyer attention had continued to move south along the Gold Coast.

"Purchasers who may once have defaulted to Broadbeach, Main Beach or Surfers Paradise are increasingly recognising the value of a genuine beachfront location that offers lower density, strong amenity and a more established sense of community," Cottam said.

"Kirra has a powerful combination of growing demand and genuine scarcity. Beachfront supply is inherently constrained, the area remains relatively low density, and buyers are increasingly placing a premium on locations that feel established, uncrowded and authentic rather than heavily developed."

Cottam said the proximity to Gold Coast Airport was also proving increasingly important for interstate and second-home buyers.

"Being minutes from Gold Coast Airport makes it particularly compelling for interstate buyers, frequent travellers and second-home purchasers who can access an authentic coastal lifestyle almost immediately after stepping off a flight."

The acquisition takes MAYD's active development portfolio to more than $500 million, with the North Kirra project representing one of its largest undertakings to date.

MAYD is targeting an early 2027 launch.

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

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

Urban Transport

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A concept design has been developed to disguise the sky rail overpasses being built along Melbourne’s busiest train corridor.
The design features a light-weight reflective membrane that can be used during construction or retro-fitted to existing structures.
Sean Hogan, a senior development manager with development firm ISPT, said the mirror-like material would reflect surrounding landscaping at ground level, hiding the concrete structure while reflecting and drawing the eye to the landscaped areas below.
“Many of the areas where the sky rail is being constructed are established residential zones where local businesses, homes and public areas will be impacted," he said.
"My concept aims to improve the public amenity in a cost-effective and relatively swift manner, to significantly reduce the visual impact of the concrete structures. 
"The Government should take on the responsibility to create a more appropriate visual outcome, especially around built-up residential areas where view lines will be grossly impacted.
“I wanted to explore how we could create spaces under and around the viaducts where people feel comfortable and want to linger.
There is the potential to create some real amenity by leveraging off the landscape and making the concrete structures almost invisible to local residents and passers-by.
"The act of eradicating level crossings is a sound one so I am not opposed to the sky rail itself, however I believe that the Government needs to be doing more to ensure these concrete structures will not impact on the amenity of the surrounding areas,” he said.
 “This is still just a concept, so there is plenty of detail to be explored. 
<img src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,q_auto:good/https://s3-ap-southeast-2.amazonaws.com/po.images/2017/05/15/Bridge-HorizontalPattern_20161219-1200.jpg" alt="">
"The primary consideration is creating amenity in areas of high public use and visibility. 
"This could be applied in precincts where landscaping is in place or proposed to be provided. 
"The reflective nature of the cladding could then increase the effect of this greenery. 
"It was never envisaged to cover the entire length of the sky train structures but to be applied in the more sensitive areas.”
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j.ballantyne1990-6AQqhLzZaK

Concept design to disguise Melbourne's sky rail

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Prime Minister Malcolm Turnbull has promoted the benefits of a “30-minute city” in explaining his approach to cities and urban transport.
The opposition infrastructure spokesman, Anthony Albanese, notes he talked about this idea at the National Press Club in 2014.
The reality is that the 30-minute city is hardly a new idea in town planning, but it is good to see political leaders recognising its value and grappling with what it means. It’s likely to bring significant change to how we build our cities.
<h2>The urban time travel budget</h2>
People across the world, in every city and in all historical cities, have an average travel time budget of one hour – around 30 minutes in the morning and 30 minutes in the evening. The historic walking city spread out only 2-4km across, the tram city about 10km and the steam train city about 20km, before the car city went 40-50km out. All were 30-minute cities.
Some people choose to live where they can have a much lower travel time and some choose much longer, especially in far outer suburbs. But the average is around 30 minutes for the journey to work.
Only when a city is becoming dysfunctional does the average start to blow out. Data shows this in Sydney outer areas in recent decades. When this happens people demand faster transit options. The real estate market trend is for people to move into areas where they can reduce travel times.
The 30-minute city concept has become very useful for town planning as it helps plan more strategically for where development should happen or not happen.
Although history suggests there is a strong market for living within the 30-minute city, the politics of land development usually interferes. Land owners on the urban fringe will always be looking to make squillions out of rezoning their land for suburbs rather than rural purposes. And there are always people who are ready to stop any density increases in their neighbourhood as the redevelopment market requires.
Why it is very important to see bipartisan support for the 30-minute city is that Sydney, Melbourne, Brisbane and Perth are already way out of kilter with this goal. Any city that has sprawled more than 50km will be unable to keep those suburbs within a 30-minute travel time budget – traffic congestion keeps average speeds in most cities below 40km/h. The average morning and evening commute in these four big cities is now more than 30 minutes.
All the strategic plans of these cities are therefore suggesting that redevelopment must be increased and assisted. Infrastructure can help density. As Turnbull says: If you invest in good transport infrastructure, then density gives greater amenity because there are more things to do, you’re closer to work, you’re closer to university.
The Tony Abbott era presented cities with very large road projects that would just increase urban sprawl. These projects ultimately would not have reduced travel times as they would not help create redevelopment.
So how do we help our cities achieve 30-minute travel times?
<h2>The urban package</h2>
Turnbull often refers to three factors that are emerging as the government’s urban package: urban rail, urban density and urban land value capture. These are the approaches that can be seen in cities globally.
1) Urban rail
Several speeches have indicated the Turnbull government is agnostic about the modes of transport it favours. Turnbull has said:
Coalition governments have been very reluctant to fund rail, support rail, (they) prefer to support road. My government will support transport infrastructure regardless of its mode. It depends on what makes most sense. And the reality is it will be a mixture of both (road and rail).
What is left of the road package from the Abbott government is being supported. Rural communities will put up their hands for more roads. But Turnbull’s overwhelming message (his consistent personal stance for decades) is that he likes new urban rail systems. He wants a fast rail link to Sydney’s second airport when it opens.
Before he was prime minister, Turnbull said the Gold Coast Light Rail was his favourite in the world. There was not much doubt he would fund its small extension for the Commonwealth Games. Most significantly, it showed urban rail was back on the federal agenda.
Cities across the country have thus been gearing up to put urban rail back into their priority plans. This is not just an Australian phenomenon; cities worldwide are finding new rail technology helps them create 30-minute cities.
2) Urban density
Turnbull has stressed that rail projects enable density in activity centres across the city. He understands how infrastructure is needed for “an integrated investment that creates amenity, value, liveability, affordability and economic growth" and that “communities need smart, well-designed, walkable density”.
In other words, cities need infrastructure and redevelopment that create activity centres where people can live and work within 30 minutes by foot, cycle, bus, car or train/tram. This is the agenda for all our big cities. It has been a big agenda for all state governments in the past decade: the need for strong urban centres that can compete with other global cities for private capital and jobs.
“Walkable density” … I think we will hear that many more times. So how do we achieve that?
3) Urban land value capture
We need to find ways to fund urban rail and urban activity centres together. We need transit-oriented development, but so often we get transit without the land development, or density without the transit.
The secret seems to be combining government and business to do both as one package. The private sector is necessary – after all, it does the land development in cities – but the approach globally is now to seek ways to have the private sector build both the land development and the transit.
The new mantra is to fund the integrated agenda through urban land value capture. This makes use of the fact that when urban rail is built it increases land value around stations.
This agenda has yet to be fully explained. As NSW Opposition Leader Luke Foley said:
Our governments need to spell out what … [they] are doing when they talk about value capture. Walk into any pet store in the nation and the resident budgerigar is squawking on about value capture.
<h2>Transforming how cities develop</h2>
The CUSP Entrepreneur Rail Model explains the concept and takes it further. It redefines the core players away from transport planners and suggests land-development expertise should lead the exercise of rail building.
This offers a focused approach for urban areas ripe for intensification. The model shows how governments can best capture the value created from higher densities around new rail stations in direct partnership with the rail builders.
Private land development expertise is needed to recognise where the potential exists for significant accessibility-based land value increase. Private bids can therefore create opportunities to directly fund the railway. If governments can’t enable this process, then you don’t get the rail or the land development – they depend on each other.
The House of Representatives Standing Committee on Infrastructure Transport and Cities has been taking submissions on:
The role of transport connectivity in stimulating infrastructure and economic activity.
Our submission on the Entrepreneur Rail Model prompted two hours of questioning. One questioner said:
Your paper is about the reconceptualisation of the role of government agencies.
He is right.
The committee’s questions left little doubt that there is a mood for change in how we build our cities. As Torkel Patterson, from Central Japan Railways Company, said at a recent Sydney rail conference:
It’s not transportation, it’s transformation that we need.
There is serious debate across Australia about this. Most state governments have little room for more capital spending and are under pressure to provide urban rail.
But the approach that provides money for transport projects at will – treating Treasury like an ATM, as Turnbull says – and isn’t integrated with the 30-minute city redevelopment agenda, is not what we need in our cities.
If cities want help with urban rail, they will need the private sector to provide much of the funding, with outcomes that create the 30-minute centres we desperately need. They can do this only if the states develop a mechanism that enables redevelopment opportunities, their activity centres, to be the basis of integrated rail and land development. This is not what states have been doing. They must begin now.
If the 30-minute city goal can indeed guide urban rail investment, then we can unlock the necessary dense activity centres. This is the holy grail of town planning. Such a model is used in Japan, so can we make an Australian model work?
Our leaders' speeches on the 30-minute city should be a signal for intense activity by federal, state and local government agencies as well as private sector firms. Government processes and consortia will need to gear up to deliver this emerging agenda.
Peter Newman is professor of Sustainability, Curtin University and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/peter-newman-1858" target="_blank">here.</a>
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