Sydney Metro

Australian developer Third.i, and real estate private equity group Phoenix Property Investors have further expanded their partnership in Sydney, acquiring the last two of Sydney Metro’s Crows Nest over station development sites in the Lower North Shore.

The joint venture acquired the site via Private Treaty with Sydney Metro and the NSW Government, with the deal negotiated by&nbsp;Third.i’s Head of Acquisitions, Florian Caillon, and Sydney Metro’s commercial team.

The Crows Nest over station development is situated over the new Crows Nest Metro Station, which is due to be operational by 2024. As one of six new stations planned for the Sydney Metro City and Southwest regions, the new developments will extend the Metro Rail from Chatswood, under the Sydney Harbour and through the Sydney CBD to Bankstown.

The concept proposal for both over station developments was approved by the Minister for Planning and Public Spaces in December 2020, with the first site, referred to as Lot A, set to deliver an innovative commercial and retail development above the station, with plans to have health and wellness at the forefront of design.

The second site, Lot B, will deliver a mixed-use site consisting of ground floor retail with an overhead residential offering, helping Crows Nest secure its place as one of the best areas to live, work and play on Sydney’s Lower North Shore.

Co-founder &amp; Director of Acquisitions at Third.i, Bob Huxley said the project will be a legacy development for Third.i and will add significant value to the Crows Nest community.

“Third.i is extremely excited to commence a relationship with Sydney Metro and the NSW Government and work with them to deliver what will be an outstanding, market-leading project for the Sydney region,” said Huxley.

“We have an established network of retail operators, and have already had a number of world class businesses express an interest in pre-committing to space at the Crows Nest over station development, which is just incredible. It really demonstrates the demand and need for this type of development in Sydney’s Lower North Shore."

With the acquisition bringing Third.i's overall project pipeline to over $4 billion across Australia and the UK, the project will also mark the fifth joint venture for Third.i and Phoenix Property Investors.

Trent Winduss, Head of Australia at Phoenix Property Investors, said they were excited to continue their strong track record with Third.i, which has proven success especially across Sydney's North Shore.&nbsp;

“This includes the selling out of the major residential project Balfour Place in Lindfield as well as the sale of the Blue &amp; William commercial precinct in North Sydney to Lendlease that was acquired by Keppel REIT," Winduss concluded.&nbsp;

Read more on residences set for above new Sydney Metro stations:

<a href="https://www.urban.com.au/news/nsw/first-look-designs-revealed-for-towers-above-parramatta-metro-station">First look: Designs revealed for towers above Parramatta Metro Station</a>

<a href="https://www.urban.com.au/news/nsw/first-look-towers-planned-above-new-sydney-olympic-park-metro-station">First look: Towers planned above new Sydney Olympic Park Metro Station</a> 
&nbsp;

alisonwarters@gmail.com

Third.i and Phoenix Property Investors team up for Crows Nest over-station development

Originally all communication to and from Parramatta in the late 1700s was by river, before a rough track to Sydney was opened which loosely followed the route of Parramatta Road.

It took until the end of the twentieth century for the area to form a strategic role in the growth of Greater Sydney.

Now Parramatta is the second largest CBD in Sydney, and is set for its latest stage of redevelopment.

Positioned as part of Australia’s biggest public transport project, Bates Smart has prepared a design report on behalf of Sydney Metro to accompany a State Specific Development Application for a large city block in the heart of the Parramatta CBD.

The site will accommodate the future Parramatta Metro Station, part of the Sydney West Metro project which will double current rail capacity between Parramatta and the Sydney CBD when opened in 2030, along with three commercial office buildings, as well as one residential tower.&nbsp;

<img alt="Precinct Aerial View (Indicative Design Only)" data-entity-type="file" data-entity-uuid="a906d6c2-249c-48d0-9084-be2282072075" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screen%20Shot%202022-11-16%20at%2011.45.40%20am.png?VersionId=N0B5IvDLZnRkqfUYPibjK8XmEUZuoKUp" />Precinct Aerial View (Indicative Design Only)

“The Central River City will grow substantially capitalising on its location close to the geographic centre of Greater Sydney," Bates Smart noted in their statement.

"Unprecedented public and private investment is contributing to new transport and other infrastructure leading to a major transformation of the Central River City.

“The Sydney Metro West rail link will deliver faster and more efficient transport from the Harbour CBD to Greater Parramatta. Potential radial mass transit/rail services from Greater Parramatta will boost business-to business connections and provide access to a larger skilled labour force to support the growing metropolitan centre. The Sydney Metro Northwest rail link will improve the growth prospects for the north-west of the city by increasing the access to jobs.”

The site, held by Transport for New South Wales, is an amalgamation of multiple individual sites fronting Macquarie Street, George Street, Church Street and Smith Street in Parramatta, including the full extent of Horwood Place between Macquarie Street and George Street.&nbsp;

The four towers form part of the new precinct which will be fully integrated with the new below ground Metro station, a new midblock street, and a considerable new area of public domain, including a new urban plaza and pedestrian laneways.

The scope of Bates Smart services has been to undertake the integrated urban design and architecture roles for the new precinct, interfacing with Grimshaw Architects who are the station designers and Arcadia who are the public domain and landscape designers.

The use of bricks in the lower levels and laneways of the towers responds to the local heritage of the site, while the upper levels will be clad in materials that reference and relate to connection to country, with a mix of brown and sandstone hues.&nbsp;

<img alt="Laneway View (Indicative Design Only)" data-entity-type="file" data-entity-uuid="8b79aaff-24eb-42aa-b2a3-ffb451b106f1" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screen%20Shot%202022-11-16%20at%2011.45.51%20am.png?VersionId=7YCyE1l_vTGzM8aBxpeNrr0Hs9cX8nH7" />Laneway View (Indicative Design Only)

Built atop the new Metro, Building B is the residential component of the development, with a mix of one, two and three-bedroom apartments penned for the 33-storey tower. A total of 145 apartments will be delivered within the building, spanning from 58 sqm internally to 125 sqm, along with two floors of communal recreation space. With the building atop what will be the bustling Metro, careful structure and coordination has gone into reducing the potential negative impacts of the nearby station.&nbsp;

The remaining three towers will hold office and retail tenancies, ranging in height from 24 storeys through to 38-storeys.&nbsp;

Parramatta Metro is pitched to serve and support the growth of Parramatta as Sydney’s second CBD, including boosting jobs and improving connections to recreational and tourist attractions.&nbsp;

Despite being well served with perimeter parks and formal hardscaped urban town squares, there are no parks or public green spaces within a five minute walking radius of the central commercial core.&nbsp;

The Civic Link is a proposed new green, pedestrianised public space and cultural spine that connects from Parramatta Square to the Riverfront. Extending across four city blocks, the link will provide a pleasant and walkable pedestrian and cycle route from Parramatta Square and the current railway station to Riverside Park and the ferry wharf, passing through the proposed site and proposed new Metro station.

A significant number of current and proposed cultural and education facilities are located within a five minute walk of the site and proposed metro station. Immediately South lies Parramatta Square, the Train Station, and Westfield Parramatta. East of Smith Street lies the education precinct containing the new Arthur Phillip High School and Western Sydney University. Immediately West and North West lies ‘Eat Street’, a stretch of Church Street highly activated by restaurants and bars with extensive outdoor seating in the public domain. Further North and Northwest lies the proposed Powerhouse Museum, Riverside Theatre, and Bankwest Stadium, all anticipated to act as major destinations to customers of the Parramatta Metro station.&nbsp;

Quick Look: Sydney Metro&nbsp;

Metro North West Line (formerly the 36 kilometre North West Rail Link) - Services started in May 2019 in the city’s North West between Rouse Hill and Chatswood, with a metro train every four minutes in the peak. The project was delivered on time and $1 billion under budget.&nbsp;

Sydney Metro City and Southwest – The Sydney Metro City &amp; Southwest project includes a new 30km metro line extending metro rail from the end of the Metro North West Line at Chatswood, under Sydney Harbour, through new CBD stations and southwest to Bankstown. It is due to open in 2024 with the ultimate capacity to run a metro train every two minutes each way through the centre of Sydney.&nbsp; 
Sydney Metro City &amp; Southwest will deliver new metro stations at Barangaroo, Crows Nest, Victoria Cross, Martin Place, Pitt Street, Waterloo and new underground metro platforms at Central Station. In addition it will upgrade and convert all 11 stations between Sydenham and Bankstown to metro standards.&nbsp;

Sydney Metro West – Sydney Metro West is a new underground railway connecting Greater Parramatta and the Sydney CBD. This once-in-acentury infrastructure investment will transform Sydney for generations to come, doubling rail capacity between these two areas, linking new communities to rail services and supporting employment growth and housing supply between the two CBDs. Sydney Metro West stations have been confirmed at Westmead, Parramatta, Sydney Olympic Park, North Strathfield, Burwood North, Five Dock, The Bays, Pyrmont and the Sydney CBD.&nbsp;

Sydney Metro - Western Sydney Airport – Metro rail will also service Greater Western Sydney and the new Western Sydney International (Nancy Bird Walton) Airport. The new railway line will become the transport spine for the Western Parkland City’s growth for generations to come, connecting communities and travellers with the rest of Sydney’s public transport system with a fast, safe and easy metro service. Six new stations will be delivered at St Marys, Orchard Hills, Luddenham, Airport Business Park, Airport Terminal and Western Sydney Aerotropolis. The Australian and NSW governments are partners in the delivery of this new railway

Positioned as part of Australia’s biggest public transport project, Bates Smart has prepared a design report to accompany a State Specific Development Application for a large city block in the heart of the Parramatta CBD

First look: Designs revealed for towers above Parramatta Metro Station

Sydney Metro has continued to roll out how it envisions the development around and above the new Sydney Metro West line.

The state significant development, funded by the New South Wales Government, is Australia's largest public transport program. The NSW Government is investing $12.4 billion over next four years, including $3.2 billion in 2022-23 to support major construction.

The latest plans are for what is set to be built above the Sydney Olympic Park metro station, part of the precinct which has grown exponentially in recent years.

The proposed $585 million development will comprise of three new buildings, one commercial and retail tower and two residential towers, with retail and community space adjacent to Sydney Olympic Park metro station.

<img alt="Sydney Olympic Park" data-entity-type="file" data-entity-uuid="7ed70885-df87-4251-ac12-8121b0dd0185" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202022-11-16%20at%209.10.43%20am.png?VersionId=zmk4WrxA4WmwtGhPPErXWkBtIBy76XwH" />

The commercial tower will be the smallest at 16 levels, not including the four-level podium, and will rise above the station. The smaller residential tower can hit 27 levels, and the largest 45 levels. The latter will have extensive views over Parramatta River towards the Blue Mountains from the higher levels.

Podium heights in the central precinct are limited to four levels through Sydney Olympic Park Authority (SOPA) Masterplan 2030 (Metro Interim Review).

The area in which the buildings are set to be developed has been identified as a "transitional zone", after Sydney Metro worked through a design and collaboration process with SOPA and other key stakeholders. There are now four zones, the high rise zone (45 levels), medium rise zone (20 and 30 levels), and low rise (8 levels).

No news on how many apartments will be on offer, but the documentation suggested the apartments will have smaller floor-plates to "provide prime apartments and allow for better sun access to ground floor plane."

<img alt="Sydney Olympic Park" data-entity-type="file" data-entity-uuid="8439e53d-741f-4371-a1bf-a02a4b579bf4" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202022-11-16%20at%209.09.58%20am.png?VersionId=XLTd5Bts3MgHEMAL_7Cx0Vr30w03YATS" />

Sydney Metro says the&nbsp;construction of Sydney Metro West represents an exciting opportunity to incorporate global best practice for placemaking and environmentally sustainable development, and to apply innovative thinking to create new city icons.

"The delivery of integrated station and precinct development enables Sydney Metro to be more than just a transport project, but also a defining city building opportunity that revitalises precincts and communities, helping to leave a lasting legacy and shaping Sydney for generations to come," the planning application documents read.

"The proposed development will create a great place-based outcome that successfully integrates transport infrastructure, open space, ground plane retail, commercial and residential land uses.

"The Sydney Olympic Park metro station will link new communities, support employment growth and diversity of housing supply.

"In addition, the proposed development will deliver community and social infrastructure with the inclusion of community facilities proposed within the Concept&nbsp;SSDA.

<img alt="Sydney Olympic Park" data-entity-type="file" data-entity-uuid="074f2c12-7191-4b71-acb8-fcc037316410" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202022-11-16%20at%209.10.35%20am.png?VersionId=UQ83iaoQrjhUfFMaCpnjTH44ll1vXnmA" />

"The Sydney Olympic Park metro station precinct acknowledges growth opportunities within Sydney Olympic Park and seeks to establish parameters to attract more businesses and residents in a well-connected location reducing reliance on private transport modes whilst continuing to ensure Sydney Olympic Park can operate and function as a world class event and sporting precinct."

In October works kicked off at the new Sydney Olympic Park Metro Station, one of nine underground railway stations on the future 24-kilometre Sydney Metro West line.&nbsp; 
&nbsp; 
Premier Dominic Perrottet said the new Sydney Metro West line would provide a vital transport link to a growing Western Sydney and deliver world-class metro services to more communities.&nbsp; 
&nbsp; 
“Our Government is transforming the way that people move around Sydney, investing more than $76 billion in transport infrastructure across the state, including more than $16 billion in Western Sydney alone,” Perrottet said. 
&nbsp; 
“The centrepiece of this investment is Sydney Metro, the biggest public transport project in Australia. 
&nbsp; 
“Work is now underway to excavate 468,000 tonnes of rock and soil – the equivalent to 78 Olympic swimming pools – to make way for a state-of-the-art metro station at Sydney Olympic Park.&nbsp; 
&nbsp; 
“This new transport link will further reinforce Sydney Olympic Park’s status as a premier events, sporting, and entertainment precinct, supporting the transit of more than 10 million people who visit or stay each year.” 
&nbsp;

The state significant development, funded by the New South Wales, is Australia's largest public transport program



Joel Robinson

First look: Towers planned above new Sydney Olympic Park Metro Station

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GUEST OBSERVER
At first glance you’d be forgiven for thinking the new Sydney Metro rail line will turn the suburbs between Sydenham and Bankstown into an urban paradise.
Amid cheerful community facilities and cycle paths, the Department of Planning’s zoning brochure shows a colourful mass of new higher-density zones. Every town centre along the route – including Campsie, Lakemba, Canterbury and Belmore – is in line for a facelift. A raft of new apartment towers, pavement cafes and boutiques will crowd around the Metro stations.
All cities need renewal and no-one would argue that this part of Sydney isn’t crying out for it. However, the Baird government needs to explain what the changes will mean for existing residents. Compared with the rest of the city, they are typically poor, older and renters. What’s in it for them?
And who’ll profit from the value uplift that will flow from the massive investment of taxpayers’ funds, both from higher land values resulting from the new density and from being snug up against a new Metro line?
These are just two of the outstanding questions to which the government should already have articulated some answers. That’s because, as each day passes, developers are doing their maths based on the existing scenario set out by the Department of Planning. Soon it will be too late to retrofit any changes.
<h2>Where do existing residents fit in?</h2>
To understand the reality, it’s worth taking a closer look at the area along this stretch of the new Metro.
The Sydenham-to-Canterbury corridor is home to one of the largest concentrations of lower-income renters in Sydney, compounded by a large population of retirees on fixed, low incomes. Gentrification, the driver for urban renewal across much of Sydney, has not come knocking on these doors – yet.
So, what percentage of the 36,000 new apartments and other dwellings along the renewal corridor has been allocated for affordable housing? We can be sure they won’t be pitched at the pockets of those who live there now.
And as new investment comes in, so rents will rise. Without a significant affordable housing component, many of the essential workers who live there today – the mechanics, care attendants and shop workers – will be pushed further towards Sydney’s periphery. That will leave the rest of the city struggling to get the lower-paid workforce it needs to function productively.
In comparable renewal projects in cities like London and New York, a significant proportion of new stock is set aside as affordable housing, precisely to avoid such problems. It’s accepted as completely reasonable that lower-income working families should also benefit from new housing delivered as a result of public investment.
The Baird government must make it clear to developers exactly what proportion of the new homes will be set aside for this purpose – and quickly. The case for a zoning policy that mandates a proportion of all new homes as affordable has never been clearer.
The government also needs to show us where it is placing services, such as the new schools that the expanded population will need. With the government’s zoning map not identifying where these services will go, land-owners will rightly question any subsequent proposal for a school or park that would diminish their profits from possible residential development.
The government has not yet provided any explanation of the expected amount of the massive value uplift that will come from the Metro and all the amenity upgrades.
Nor have we been told whether any of it will be used to fund the Metro itself or investment in the infrastructure that will be needed to make this extensive new precinct vibrant and liveable – let alone whether it will be used to provide for affordable housing.
<h2>A model for inclusive renewal</h2>
Let me suggest a way the government can tackle all this.
We need a new model of inclusive renewal. Why not establish an arm’s-length, non-profit corporation to work in consortia or joint ventures with councils, landowners, businesses, residents (particularly in older strata properties), developers and the community housing sector?
Innovative funding for new infrastructure could come through hypothecated value-capture mechanisms. These could take the form of up-front levies on land and property sales and public borrowing supported by the increased local rates that will be collected. In this way the value uplift will be properly shared and paid for over the longer term.
Planning should be devolved to the newly amalgamated council in line with the district plans being drawn up by the Greater Sydney Commission. Affordable housing would be the responsibility of community housing providers, working with developers and the new agency. The model would also apply to other town centre and corridor renewal projects.
The new Sydney Metro promises a revolution in mass transit. However, the accompanying renewal of this corridor will affect one of the most socially and economically disadvantaged communities in Sydney. Perpetuating – or indeed enhancing – that disadvantage through wide-scale displacement and unaffordable apartment building would be disastrous.
This new urban paradise must not be just for those with deep pockets.
Bill Randolph is director, City Futures - Faculty Leadership, City Futures Research Centre, Urban Analytics and City Data, Infrastructure in the Built Environment, UNSW Australia and author for The Conversation. He can be contacted <a href="https://theconversation.com/profiles/bill-randolph-147968" target="_blank">here</a>.
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jchancellor-FAypfDUnLy

Sydney Metro's Sydenham-to-Bankstown line – nirvana or nightmare?

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GUEST OBSERVER
Planning approval of the Sydney Metro from Chatswood to Sydenham is great news, however there is a lack of certainty for development around the stations and areas around the rail corridor.
The planning approval of the Sydney Metro including tunnels under the harbour demonstrates the commitment of the Baird Government to an extensive metro network across metropolitan Sydney.
Along with the Metro West line between Sydney and Parramatta the Metro network sets the framework for extensive areas of urban renewal around the new stations, which will help boost must-needed housing supply.
The Urban Taskforce is concerned, however, that planning for the urban renewal of areas around the rail corridor is taking far too long. Developers have no certainty and cannot proceed with housing projects as strategic land use planning around the metro is lagging far behind.
An example is the Sydenham – Bankstown Urban Renewal Corridor Strategy. The draft Strategy was exhibited by the Department of Planning in October 2015, however rezoning proposals for areas along the Corridor are on hold until local councils prepare detailed planning controls. 
This could take an additional 2 years, even more if the council is subjected to an amalgamation, before the local environmental plan is complete. Developers simply cannot sit on land for that long with no outcome.
Until planning around these corridors comes up to speed, the NSW Government must fast track plans around metro stations, or develop a process where land owners and developers can obtain a development approval or rezoning in significantly less than 3 years.
The Department of Planning’s Guide to Preparing Planning Proposals issued in August 2016 states that the rezoning proposals have merit ‘if they are consistent with relevant district, corridor or precinct plans applying to the site, including any draft regional, district or corridor plans released for public comment.’ It seems that the Greater Sydney Commission Planning Panels are not following this guide.
Boosting Sydney’s housing supply is absolutely critical if we are to alleviate the housing affordability crisis. It is an excellent time to fast-track planning proposals for new housing around proposed metro rail stations.
Chris Johnson is chief executive officer of property development industry group Urban Taskforce and can be contacted <a href="https://www.urbantaskforce.com.au/index.php?option=com_content&amp;view=article&amp;id=97&amp;Itemid=126#.Vdaart55dFI" target="_blank">here</a>.
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Sydney Metro forging ahead but urban renewal lags behind: Chris Johnson

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EXPERT OBSERVER
In my <a href="https://theconversation.com/re-imagining-sydney-with-3-cbds-how-far-off-is-a-parramatta-cbd-102197">article</a> yesterday showing how far Greater Parramatta is from hosting one of <a href="https://www.greater.sydney/metropolis-of-three-cities">three metropolitan CBDs proposed</a> by the Greater Sydney Commission, the verdict was clear:
The Sydney metropolis has a very long and bumpy way to go before we can re-imagine it with more than one CBD. Visionary and bold decision-making, supported by significant investment, is required for the Central City to transition to a metropolitan centre.
Today, I introduce a bold proposal to build a Central CBD for metropolitan Sydney, as a real complement to the City of Sydney CBD to the east.
<a href="https://images.theconversation.com/files/240968/original/file-20181017-17668-17wqj4q.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240968/original/file-20181017-17668-17wqj4q.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Figure 2: An overview of Central City 2048. Image: Jamie van Geldermalsen, Mile Ilija Barbaric, Rao Umair Afzaal, Kun Fan, Author provided
Central City 2048 is a 30-year strategic plan, which builds on the Greater Sydney Commission’s <a href="https://www.greater.sydney/metropolis-of-three-cities">Greater Sydney Region Plan</a>. Central City 2048 presents a vision for a dynamic, connected and sustainable CBD at the heart of the Greater Sydney metropolitan region.
Employment, transport and housing targets to be achieved by Central City 2048 are listed in Table 1.
<a href="https://images.theconversation.com/files/240970/original/file-20181017-17686-1it5pst.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240970/original/file-20181017-17686-1it5pst.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
<h2>Economy</h2>
<a href="https://images.theconversation.com/files/240971/original/file-20181017-17671-12ph3dt.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240971/original/file-20181017-17671-12ph3dt.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Figure 3. Key economic actions – Central City 2048. Image: Jamie van Geldermalsen, Mile Ilija Barbaric, Rao Umair Afzaal, Kun Fan, Author provided
Central City’s economy is supported by two pillars: Parramatta CBD and the Westmead health and education precinct. There is a key strategic challenge to attract finance, tech, education and creative industries, while supporting existing health and government sectors. Essential to economic growth is the provision of dedicated commercial and retail floor space, and regional access to it.
<a href="https://images.theconversation.com/files/240972/original/file-20181017-17692-tb2iz3.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240972/original/file-20181017-17692-tb2iz3.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
<h2>Connectivity</h2>
<a href="https://images.theconversation.com/files/240973/original/file-20181017-17674-184qprn.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240973/original/file-20181017-17674-184qprn.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Figure 4. Key connectivity actions – Central City 2048. Image: Jamie van Geldermalsen, Mile Ilija Barbaric, Rao Umair Afzaal, Kun Fan, Author provided
Currently, commuter travel time to Central City from most strategic centres exceeds 30 minutes during morning and afternoon peak periods. By 2056, the number of trips to Central City is predicted to triple during these periods.
Without more investment in public transport, <a href="https://www.cityofparramatta.nsw.gov.au/sites/council/files/inline-files/pdf%2019%20-%20Parramatta%20CBD%20Strategic%20Transport%20Study.pdf" target="_blank">forecasts suggest the travel-to-work mode split will remain the same, increasing Central City’s congestion problems</a>. Regional mass-transit connections and reliable local transport options are a priority for Central City’s future.
<a href="https://images.theconversation.com/files/240974/original/file-20181017-17668-1flq7wu.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240974/original/file-20181017-17668-1flq7wu.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Figure 5. Central City 2048 regional connectivity map. Image: Jamie van Geldermalsen, Mile Ilija Barbaric, Rao Umair Afzaal, Kun Fan, Author provided
In terms of digital connectivity, existing infrastructure is limited to copper wire infrastructure. Only small pockets are connected to the National Broadband Network. A more reliable network with increased capacity is essential for Sydney’s next metropolitan centre.
<a href="https://images.theconversation.com/files/240975/original/file-20181017-17677-g40y8j.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240975/original/file-20181017-17677-g40y8j.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
<h2>Liveability</h2>
<a href="https://images.theconversation.com/files/240976/original/file-20181017-17686-p9vc43.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240976/original/file-20181017-17686-p9vc43.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a> Figure 6. Key liveability actions – Central City 2048. Image: Jamie van Geldermalsen, Mile Ilija Barbaric, Rao Umair Afzaal, Kun Fan, Author provided
At 41.5 people per hectare, Central City’s residential density is much lower than the Harbour City’s 64.8 people/hectare. Highly liveable cities such as Vancouver and Copenhagen, with residential densities of 167.64 persons/hectare and 61.8 persons/hectare respectively, suggest high-density cities can be liveable too.
To support increased densities, Central City 2048 proposes increased employment opportunities and investment in transport, social and cultural infrastructure. It capitalises on Central City’s cultural diversity, heritage and landscape to create a vibrant and liveable city. Affordable housing targets of 30% are proposed to ensure Central City is an equitable city.
<a href="https://images.theconversation.com/files/240977/original/file-20181017-17671-1vtzi6p.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=1000&amp;fit=clip"><img src="https://images.theconversation.com/files/240977/original/file-20181017-17671-1vtzi6p.jpg?ixlib=rb-1.1.0&amp;q=45&amp;auto=format&amp;w=754&amp;fit=clip" alt=""></a>
<h2>Invest in city shaping</h2>
Central City 2048 proposes one new rail line, three metro lines, just under 300,000 additional jobs, and a 30% affordable housing target for all new dwellings. This looks ambitious, if not shocking, to many. But it portrays a compelling image of what it takes to build a metropolitan CBD at the geographical heart of the Greater Sydney Region. This is what city-shaping, and indeed nation-building, looks like.
The decision is now ours: are we willing to invest what it takes to make it happen?
This article is inspired by the work of the students enrolled in the <a href="https://sydney.edu.au/courses/units-of-study/2018/arch/arch9093" target="_blank">Integrated Urbanism Studio</a> for the Master of Urbanism at the University of Sydney. I specifically would like to acknowledge the significant contributions made by Jamie van Geldermalsen, Mile Ilija Barbaric, Rao Umair Afzaal and Kun Fan.<img src="https://counter.theconversation.com/content/102198/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;">
<a href="https://theconversation.com/profiles/tooran-alizadeh-377838" target="_blank">Tooran Alizadeh</a>, Senior Lecturer, Director of Urban Design, <a href="http://theconversation.com/institutions/university-of-sydney-841">University of Sydney</a>
This article is republished from <a href="http://theconversation.com" target="_blank">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/reimagining-sydney-this-is-what-needs-to-be-done-to-make-a-central-city-cbd-work-102198" target="_blank">original article</a>.
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What needs to be done to make a central city CBD work?

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GUEST OBSERVATION
The NSW government should consider a shared service model as an alternative to amalgamations of councils in the Sydney Metropolitan Area if there is to be a rethink of the mergers.
The state government has expended considerable time and money on a thorough and comprehensive review of local government and it would be a shame if no reforms were implemented. There are alternative options which allow councils to share services without forcing amalgamations.
A good example of a shared service between councils is the planning and development assessment of major projects over $20 million.
Council planners could be merged into six ‘centres of excellence’ across metropolitan Sydney to undertake strategic planning and development assessment of large projects. This would align the council planning system with the six districts established by the Greater Sydney Commission. There would also be a more efficient pooling of expertise and increased career opportunities in this model. The six planning centres of excellence should drive housing supply across Sydney.
It is the large projects that need more dialogue with state government agencies so the link with the Greater Sydney Commission would help this. The assessment of small local projects, which represent around 95% of development applications, would remain at the local level.
The planning centres of excellence would have a board composed of representatives of the individual councils in the district. There may well be other services like roads maintenance that are better managed at the district level.
If plebiscites are planned with local residents about council amalgamations then ways to reform the provision of services must still be proposed that may not relate to full amalgamation. The earlier review of local government did propose joint organisations and shared service centres as viable alternatives to full amalgamation.
The NSW government has made a significant commitment to the Greater Sydney Commission and its six districts. This reform should lead to the integration of appropriate council services into the same structure.
Chris Johnson is chief executive officer of property development industry group Urban Taskforce and can be contacted <a href="https://www.urbantaskforce.com.au/index.php?option=com_content&amp;view=article&amp;id=97&amp;Itemid=126#.Vdaart55dFI" target="_blank">here</a>.
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NSW government still need to rethink service model if Sydney council mergers don’t go ahead: Chris Johnson

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Engineering firms Arcadis and Mott MacDonald have won the Underground Station Design and Technical Services contract, which will see the two companies work as joint lead designers within the Metron consortium.
The Metron design consortium also includes global architecture house Foster + Partners, local architect Architectus, and engineers Arcadis, Mott MacDonald and Robert Bird Group.
The dual consultancies will hold primary responsibility for the engineering design of six underground metro rail stations for Stage 2 of the Sydney Metro project, as well as a 30 kilometre extension of metro rail under Sydney Harbour and through new CBD stations.
“Sydney Metro will be one of the most transformational projects in NSW since the Sydney Harbour Bridge and we are very excited to bring our combination of global experience and Australian intel to the project,” remarked Anthony Venturini, managing director of building and urban development, Arcadis Australia Pacific.
“This win reinforces the strength of the Arcadis Australia Pacific business and continues our strong growth through winning nation-building projects,” he said.
With a total of 31 stations and 66 km of new metro rail overall to be constructed, Sydney Metro is Australia’s biggest public transport project. 
“We are very proud to be the joint lead designers on a key part of Australia’s largest public transport project and continue to apply our global metro expertise to Australian projects,” added Stephen Giblett, built environment sector leader, Mott MacDonald Australia &amp; New Zealand.
“The Sydney Metro will truly transform this great city and the underground station design services role METRON will perform is critical to this,” he concluded.
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Metron wins Sydney Metro design contract 

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Landcom is calling for expressions of interest to create new communities around Sydney’s new metro stations in the city’s northwest.
Landcom chief John Brogden said the Cudgegong Road Station South project met the NSW Government’s direction for the organisation to take a lead role in improving the supply, diversity and affordability of new housing in Sydney.
“Landcom has partnered with Transport for NSW to develop surplus government land around Sydney Metro Northwest stations once construction is complete to create new places for families, businesses and communities,” Mr Brogden said.
“The Cudgegong Road Station South project will see around 1,100 dwellings and 9,000m2 of retail, commercial, and community space constructed adjacent to the new metro station, enabling residents to live, work, shop and relax within the precinct.
“The mixed use development will feature a range of buildings up to eight storeys, affordable housing, and a substantial central park, all within reach of the new metro station that will operate services every four minutes in the peak.
“Landcom is seeking Expressions of Interest from suitably qualified developers to deliver diverse places that demonstrate design excellence and provide diverse housing options that meet the needs of different households.”
Mr Brogden said the Cudgegong Road development was the first site of a wider program to transform government-owned land around new metro stations at Cherrybrook, Castle Hill, Hills Showground, Norwest, Bella Vista, Kellyville and Epping.
“The vision for Sydney Metro Northwest Places is to create diverse, sustainable communities where people want to live, by providing essential services, leisure destinations and public transport at their doorstep,” Mr Brogden said.
“The Sydney Metro Northwest Places is a 10-year program that will deliver about 11,000 new dwellings, parks, community facilities and up to 400,000 sqm of floor space dedicated to employment opportunities in retail and commercial enterprises, supporting new and future residents living around these public transport hubs.
“Landcom and Sydney Metro are working with the Department of Planning and Environment, local councils, other government organisations, industry, businesses and local communities to deliver the project."
They expect strong interest from local and international developers.
As master developer for the site, Landcom is coordinating the planning, civil infrastructure, and public amenity works for Cudgegong Road Station South. Landcom is seeking a developer to manage detail design, approvals and construction of new buildings on individual sites.
The development is being marketed through Colliers International until April 10.
The invitation to tender is expected to be issued mid-year, with a contract to be awarded by the end of the year.
Landcom will hold a community information session on Saturday, 17 March from 2 to 4 pm at the Rouse Hill Town Centre library to answer questions about future planning for the Cudgegong Road Station South project.
Services on Sydney Metro start in Sydney’s Northwest in the first half of next year.
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Cudgegong Road Station South EOI underway

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Sydney Metro is delivering eight new metro stations and 4,000 commuter car parking spacesto Sydney’s growing North West region. 
Trains will run every four minutes in the peak – that’s 15 trains an hour so customers won’t need a timetable, they will just turn up and go. 
The Sydney Metro Northwest project, which opens in the first half of next year, is the first stage of Sydney Metro which will be the first fully-automated railway in Australia. 
Sydney Metro Northwest will deliver a reliable public transport service to a region which has the highest car ownership levels per household in NSW. 
Over the coming decades, an extra 200,000 residents will move into Sydney’s North West, taking its population above 600,000, or twice the size of Canberra.
Savills Australia's Ben Nastasi said there will also be a number of upgrades to current stations.
“The first stage includes eight new railway stations from Cudgegong Road Station, Rouse Hill to Cherrybrook and the upgrade of five existing railway stations (Epping, Macquarie University, Macquarie Park, North Ryde and Chatswood) which will open in the first half of 2019.
“Savills NSW Retail Services team will be responsible for sourcing and delivering retail components within and around Sydney Metro Northwest stations which will incorporate a number of retail offerings of varying sizes at each location mentioned below. All retail offerings will be designed to enhance the customer experience and provide convenience for a daily, stress-free commute” he said.
Savills will manage the Expressions of Interest (EOI) campaign for retail opportunities at the following railway station locations which will have between one to four retail opportunities plus vending and ATM facilities:
Cudgegong Road, Rouse Hill, Kellyville, Bella Vista, Norwest, Hills Showground, Castle Hill, Cherrybrook, Macquarie University, Macquarie Park and North Ryde.
“Sydney Metro Northwest are planning to deliver retail offerings that are station specific and complimentary to the broader newly created station precinct and retail already on offer in the immediate area," Nastasi said.
"Local demographics and customer research feedback allows us to provide a more tailored experience for commuters at each station, reflecting the site-specific retail need with usages accommodating their respective catchments.”
An EOI leasing campaign will commence around the first half of April 2018 and will run for eight weeks. 
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