Controversial proposal for Sydney’s Domain precinct prioritises cultural infrastructure
A bold plan for Sydney’s Domain carpark including four theatres has been aired but opponents question the location at the cost of valuable city greenspace.
A bold plan for Sydney’s Domain carpark including four theatres has been aired but opponents question the location at the cost of valuable city greenspace.
A bold proposal to redevelop the Domain carpark into a performing arts precinct has been released, prompting a mixed response.
The plan put forward by leading architectural firm Grimshaw for four performance halls, including a 2,500 seat theatre, Indigenous cultural centre and rehearsal space would also include a revitalisation of the Woolloomooloo precinct, taking in the arterial William Street and older social housing.
Grimshaw managing partner Andrew Cortese said the scheme sought to address some of the transport incursions introduced over the past 30 years including the Eastern Distributor and Domain Tunnel through the creation of green roofs for the cultural facilities and landscaping following the natural slope of the land from the Domain down to Sir John Young Crescent.
“The second and much larger green space will be located on a land bridge to be built over the exit of the Domain Tunnel, presently on the doorstep of the new Sydney Modern gallery, covering this ugly roadway with a land bridge which can accommodate all the playing fields now residing on top of the Domain Car Park” Mr Cortese said.
Mr Cortese said while cities like Melbourne and international neighbours such Singapore, Kowloon and Shenzhen were investing in cultural infrastructure, Sydney was falling short.
However, NSW Cities Minister Rob Stokes said with city greenspace at a premium, there were concerns about development of this site, suggesting an arts precinct would be better located in Pyrmont, or placed closer to transport hubs in Western Sydney.
Mr Cortese said those sites had been considered but that the Domain precinct represented the best position in a post Covid CBD environment.
“The principal reason for the location is to reverse the trend of the City of Sydney tending to situate world-class cultural facilities facing the harbour – our traditional location for all our major cultural institutions – and actually situate them in the community of the city and in a vibrant, connected precinct,” he said.
In explaining why a location further west was not chosen, Mr Cortese said Grimshaw fully supported the creation of new cultural infrastructure in Western Sydney but until the opening of West Metro in 2030 there was very little in the way of public transport, aside from heavy rail.
Grimshaw has offices around the world, including Sydney, and is responsible for a wide range of influential public projects, with works spanning the arts, education and infrastructure in the US, China, the UK and more.
A development of this size of the Domain carpark would expect to take a couple of decades or more to come to fruition.
Grimshaw global practice lead for cities, Dr Tim Williams, said as Sydneysiders adopted a hybrid work model, the notion of CBDs being primarily about industry needed revisiting.
“We need to reimagine, revitalise and represent these precincts because with hybrid working now the norm much of their economic rationale and vibrancy has dissipated,” Dr Williams said. “Across the world we are seeing on the one hand stranded retail, office and hospitality assets but also initiatives to reinvent a city core’s attractors so as to ‘earn the commute’: that is, to give people in the suburbs special new reasons to come to town.
“The kind of culture-led renewal we propose for East Sydney – as single use CBDs transition to more mixed use ‘central experience districts’ – will be crucial to the success of this strategy and give new reasons for international visitors to come too.”
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Lamborghini CEO Stephan Winkelmann has made it clear the company, which makes some of the fastest cars in the world, would not speed into the era of electrification.
“Our first steps in that (electrification) direction will be plug-in hybrids throughout the lineup,” he said in a 2022 interview with Penta. “This is all very easily welcomed at Lamborghini. The equations are easy. We always promise more performance than the generation before for all our cars, and we will do so while maintaining sustainability. By 2025, we will be able to cut our overall emissions by 50% with all of the hybrid models added.”
Proving Lamborghini and Winkelmann are as good as their collective word, the time of watts and volts arrived in Bologna, Italy, with the debut of the 2025 Lamborghini Urus SE. The first hybrid super-SUV from the proud Italian firm, which starts at $275,000 marries the familiar internal combustion specs of its growling engines with battery power looking not so much to save the planet as to propel vehicles across it with more alacrity.
The Urus SE is the first hybrid plug-in version of Lamborghini’s SUV, and it’s aimed to outperform its all-internal combustion rivals, such as the Aston Martin DBX707 and the Bentley Bentayga. The PHEV (Plug-in Hybrid Electric Vehicle) Urus SE relies on an 800 CV hybrid powertrain, surpassing any previous Lamborghini SUV model in torque and power numbers.
The machine’s twin-turbo 4.0-litre V-8 engine is reengineered and partnered with an electric powertrain to produce 620 CV. For the uninitiated, CV is the abbreviation of Chevaux-Vapeur and is similar to horsepower. Usually, HP converts to just a little less than CV—at least allowing the automotive enthusiasts from the U.S. and Europe to get a traditional sense of vehicle power for gas-powered or hybrid vehicles without needing a conversion calculator.
To make a long engineering story as quick as the Urus SE, if you add together the internal contrition power plant and the e-motor, the final output is 800 CV. The result is a Lamborghini that cuts its emissions by 80% without sacrificing performance, comfort, or driving excitement.
The thinking process on when and how to release this plug-in hybrid began before the company’s 2021 pledge to cut CO2 emissions, says Stefano Cossalter, the Urus model line director.
“This plan gave momentum to a profound and constant research of opportunities and challenges involved in the transition to electrification,” Cossalter says. “The plan started in 2023 with the launch of the Revuelto [sold out into 2026], our first HPEV (high performance electrified vehicle), and continues with the launch of the hybrid version of our Super SUV Urus SE.”
Cossalter lays out that the slow and steady march to electrification will continue next year with the release of the Temerario, described by Lamborghini as the successor to the popular Huracan and “the first super sports car in the history of the … brand to be equipped with a V-8 twin-turbo engine paired with three electric motors.” Then, the automaker will look to the horizon for its introduction of the Lanzador, the company’s first BEV (battery electric vehicle) in 2028.
The hybrid version offers improved performance over the 100% gas Urus. A magnet synchronous electric motor located inside the SE’s eight-speed automatic transmission tied into the four-wheel-drive system can boost the V-8 engine, offering additional acceleration. Meanwhile, that motor can provide enough power to transform the Urus SE into a totally electric vehicle with a range of about 35 miles in EV mode.
With the new drive system noted, Lamborghini’s engineers could turn to performance specs. They built in a new, centrally located longitudinal electric torque vectoring system with an electro-hydraulic multi-plate clutch. That’s a lot of fancy tech talk to say the vehicle can throw power and grip back and forth between the front and rear axles wherever the onboard system senses it’s needed. A new electronic limited-slip differential on the rear axle helps give the Urus SE oversteering when needed. The end result is an SUV that packs the feel of a Huracan on the road.
That supercar feel in an SUV is the experience Lamborghini refuses to abandon in the Urus SE, Cossalter says.
“We didn’t come to compromises in the hybridisation process,” he says. “We wanted the Urus SE to preserve the DNA of the original project and enhance the experience for the driver. For those reasons, we decided not to downsize. We kept a V-8 engine with its strong character and voice, and then added some spice to the dynamic behavior by changing the all-wheel-drive architecture. The result is we have more power, more torque, more speed, more fun.”
As for external styling on the Urus, Lamborghini takes after its competition at Aston Martin or Ferrari by trying to make an SUV that looks as little like an SUV as possible. The profile is lowered, and the lines sweeping and tapering from nose to tail, as though Lambo’s in-house designers want to hide the size and functionality of an SUV inside the shape of the familiar Lamborghini supercars of the past.
However, driving the Urus does not feel much like a traditional Lamborghini supercar simply because the driving position is higher and more upright compared to, say, an Avantador that puts the driver’s backside close to pavement. Regardless of where one sits, the acceleration, noise, and tight handling lives in a Urus as happily as it does in any other Lambo.
As its first volume consumer step into the hybrid world, the Urus SE tells Italian supercar enthusiasts to keep the faith.
“The Urus SE points to the future with electrification while keeping its heritage intact,” Cossalter says.
This stylish family home combines a classic palette and finishes with a flexible floorplan
Just 55 minutes from Sydney, make this your creative getaway located in the majestic Hawkesbury region.