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Trams running down St. Kilda Road and routes to the north-west are set to be the beneficiary of service frequency increases when the new timetable comes online from Sunday 20th of May.

Spring Street announced the service increases to coincide with the re-opening of the temporary Domain interchange tram stop which has just re-entered service after work to make way for the construction of the new Anzac metro station was completed.

In some cases, the service increases are focused outside of weekdays - for instance, the West Coburg - Toorak route, the 58, will see 6 trams per hour (a tram every 10 minutes) on Sundays - this represents 1 extra tram per hour.

The Bundoora RMIT - Docklands route, the 86, is also set to see frequency increases on weekends. 

Overall, however, the bulk of the service increases are at times 'surrounding' peak periods - this effectively means more frequent services for longer into the mornings and evenings beyond the end of the traditional peak periods.

The service improvements include:

<blockquote>
Extra services are being added to St Kilda Road (Routes 1, 3, 5, 6, 16, 64, 67 and 72) and the north-west (Routes 19, 57, 58 and 59) in the times surrounding peak periods to provide more travel options for people affected by construction of the Metro Tunnel.

Turn-up-and-go frequencies mean trams will operate every 10 minutes at specified times.

Details of changes:

<ul>
<li>Route 58 is being upgraded to a turn-up-and-go 10-minute frequency from 10am until 7pm on weekends through the provision of extra services.</li>
	<li>Route 86 will also be upgraded to a turn-up-and-go frequency from 12pm until 4pm on Sundays, and will align with Route 96 in Bourke Street to create a regular service along this busy corridor.</li>
	<li>Routes 1, 6, 19, 57, 58 and 59 will have more evening trams on weeknights, arriving every 15 minutes until 9pm.</li>
</ul>
Yarra Trams <a href="http://www.yarratrams.com.au/media-centre/news/articles/2018/new-tram-timetable-begins-on-20-may-2018/">media release</a>
</blockquote>

Yarra Trams also says that route 58 will see more low-floor trams run during inter-peak times, citing all the medical facilities that are connected by the tram route.

St Kilda Road was closed as part of the construction blitz over the Easter school holidays in order to move the tram stop so construction on the Anzac station could begin in earnest.

Early works in the area have included diverting the South Yarra main sewer in the area.

As we <a href="/news/planning-scheme-changes-for-pakenham-cranbourne-sunbury-upgrades-online">discussed in March</a>, submissions on the proposed planning scheme amendments for rail infrastructure required in the Sunbury and Dandenong corridors close this Saturday (21st of May).  To make a submission, click <a href="http://metrotunnel.vic.gov.au/planning/planning-scheme-amendments/ria-and-rsa-gc96">here</a>.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/st_k_road.jpg" rel="gallery-all" title="The re-opened Tram stop near the site of the new Anzac Metro station - image: MMRA"><img alt="" class="image-article-full-width-580px" height="266" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/st_k_road.jpg?itok=0I4CgQvO" title="The re-opened Tram stop near the site of the new Anzac Metro station - image: MMRA" width="580"></a>

<figcaption>The re-opened Tram stop near the site of the new Anzac Metro station - image: MMRA</figcaption></figure>
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Alastair Taylor

Tram network scores a round of service frequency increases in new May timetable

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The advocacy group behind the 'AirTrain' rail vision for Victoria has called on the $5 billion to be allocated in the Federal budget to be deployed on a Melbourne Airport Rail Link that will benefit not just the city, but the state.

Citing the four routes from a 5-year-old study that was on display at the Prime Ministers press conference at the airport last week, the Rail Futures Institute says none of them include meaningful connections from the airport to regional areas.

Not impressed with a direct route via the Maribyrnong defense site - which the Federal Government owns and is actively looking to unload from the balance sheet - RFI says rail to Melbourne Airport would likely be delayed due to widespread decontamination works required.

<blockquote>
The Rail Futures AirTrain proposal is the only serious Melbourne Airport rail option that includes direct connections from the airport to regional rail lines.

Fully executed, AirTrain would link Tullamarine to the Bendigo and Seymour/Shepparton/Albury lines and provide an efficient interchange to the Ballarat and Geelong lines and the coming Melbourne Metro line at a newly expanded station at Sunshine.

All other metropolitan lines and the Gippsland line would connect at Southern Cross station.

Rail Futures’ proposal will provide dedicated airport trains with large luggage spaces running every 10 minutes, stopping only at Sunshine, and take 15 minutes for the journey – half the average 30-minute duration of other proposals.

Partly in-tunnel, the AirTrain railway would be an entirely new build that would not share tracks with much slower metropolitan trains.

“The best airport rail links are dedicated builds with minimal stations between the airport and the city,” Mr Hearsch said. 

“Many overseas airports also have regional trains stopping at the airport station. We envisage that Melbourne Airport will progressively become a major public transport hub, with both heavy and light rail connections, a tram extension from Airport West and a greatly expanded network of metropolitan bus services, providing serious alternatives to our current car dependency.”
<cite>Rail Futures Institute <a href="http://www.railfutures.org.au/2018/04/rfi-media-release-on-federal-governments-melbourne-airport-commitment/">media release</a>.</cite>
</blockquote>

The concept of a public transport hub at Melbourne Airport is gaining traction with some advocates calling for a more comprehensive ground transport plan for the area which would include projects like extending tram routes and creating new high-frequency bus services to areas not directly served by an airport rail link.

These areas that would not be served directly by an airport rail link are to Melbourne's middle-outer north, given that most rail alignment proposals are either running directly north-west from the city, swing via Sunshine in the west or use the Craigieburn train line. 

In the 'AirTrain' vision, people living in or traveling to the East, South East or South from the airport, broadly consistent with an arc sweeping from the Lilydale line to the Frankston and Sandringham lines, would use their local train service and then be able to make a connection to the new airport link.

<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/rfi_airtrain.png" rel="gallery-all" title="The alignment of RFI's 'AirTrain' vision"><img alt="" class="image-article-full-width-580px" height="392" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/rfi_airtrain.png?itok=Ms7zK8gY" title="The alignment of RFI's 'AirTrain' vision" width="580"></a>

<figcaption>The alignment of RFI's 'AirTrain' vision</figcaption></figure>With an intermediate stop at Sunshine, people traveling on the Sunbury line, eventually an electrified Melton line, the Geelong &amp; Warrnambool lines as well as the Ballarat-Ararat/Maryborough lines will all be able to make a connection outside of the centre of the city.

Sunshine already enjoys a very high amount of accessibility on rail-based public transport - a Melbourne Airport Rail Link would increase this accessibility markedly to an area which at present has just under 15,000 jobs.

The Sunshine National Employment and Innovation Cluster <a href="https://vpa.vic.gov.au/project/sunshine-employment-cluster/">planning work</a> is set to facilitate both employment and diversified mixed-use residential growth in the region.

Lead image credit: <a href="http://www.railfutures.org.au/2017/12/hume-rail-corridor-presentation/">RFI</a>
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Rail Futures Institute calls on Melbourne Airport Rail Link to be built for all Victorians

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Two weeks ago the Minister for Public Transport <a href="/news/melbournes-new-bus-operator-contracts-announced">announced</a> three companies which operate bus routes in Melbourne have signed on to new performance-based contracts.

Ventura, Donric and CDC Victoria were announced as the three companies which signed on the dotted line for contracts which would "provide more flexibility to improve and expand services where they are needed most."

Fast forward two weeks, CDC Victoria has announced it has acquired Tullamarine Bus Lines Pty Ltd that will see the number of routes it operates in Melbourne rise from 74 to 81.

CDC Victoria operates primarily in the west of Melbourne however it has 9 routes based out of <a href="http://cdcvictoria.com.au/timetables/melbourne-oakleigh">Oakleigh</a>, including the 900 series Smart bus which runs between Rowville and Caulfield via Chadstone and Monash University. 

The 900 Smart bus, an east-west cross-town route in the eastern suburbs, looks set to be upgraded to light rail with the announcement last week that Spring Street will allocate $3 million in this year's budget to do the planning work for a new tram/light rail route.

The Melbourne presence of CDC is concentrated in the <a href="http://cdcvictoria.com.au/timetables/melbourne-wyndham">Wyndham</a> where it recently opened a new depot as well as operating <a href="http://cdcvictoria.com.au/timetables/melbourne-sunshine">12 routes</a> through the Sunshine region.  CDC Victoria also operates routes in Ballarat and Geelong.

CDC Victoria is a subsidiary of Singapore listed ComfortDelGro Corporation Limited which has operations in Singapore, Malaysia, Vietnam, the UK, Ireland and China.

Tullamarine Bus Line's 7 routes are as you'd expect, focused in the Tullamarine (suburb) area of Melbourne covering cross-town routes in the north as well as radial routes to and from the airport.

Highlighting the haphazard local public transport access to Melbourne Airport - and an issue that would ideally be solved through a package of new routes and frequency upgrades at the same time as the mooted Melbourne Airport Rail Link is brought online, Tullamarine Bus Lines operates the hourly 478 service from Airport West to Melbourne Airport. 

Could we see a better local network of buses to the airport on the horizon?

<blockquote>
The acquisition of Tullamarine Bus Lines is a strategic move to consolidate our operations in north-west Melbourne. 

The area has good population growth with many new developments in the pipeline.

The continued growth of the Tullamarine Airport has also strengthened demand for public transport services in the area
<cite>Yang Ban Seng, Chairman of CDC Victoria</cite>
</blockquote>

The acquisition of Tullamarine Bus Lines by CDC Victoria brings the total number of buses in the fleet under the new umbrella close to 500 across all operations in the state.  CDC Victoria has a sub-fleet of double-decker buses which were unveiled in 2015 and bought to operate routes which interface with the Regional Rail Link.

Glancing at the history of any of Melbourne's bus operating companies paints a picture of growth through acquisition - will the new paradigm accelerate consolidation and furthermore translate into better services?  It's not abundantly clear but worth keeping one eye on. 
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More consolidation to come? Tullamarine buses acquired by CDC Victoria

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A part of the Eastern / Autumn school holiday construction blitz has come to a close with the re-opening of rail services to the newest of Melbourne's rebuilt stations in Clayton.

The Minister for Public Transport has opened the new Clayton Station this morning marking the second of five new stations to re-open that are being rebuilt as part of the level crossing removal project between Caulfield and Dandenong.

Clayton Road and Centre Road are now level crossing free.  The new elevated track over Centre and Clayton Roads, as well as the new Clayton station,  were built adjacent to the original station and track, utilising the wide rail corridor in the area.

The design for the new Clayton station mimics the first station to open - Noble Park - where the new track is aligned on either side of an island platform, with escalators, lifts and stairs allowing access to the entry located below.

The same distinctive canopy also adorns Clayton station - and they will also appear over Hughesdale, Murrumbeena and Carnegie stations.

<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/clayton_station_canopy1.jpg" rel="gallery-all" title="The canopy over the new Clayton Station - image: LXRA"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/clayton_station_canopy1.jpg?itok=61ePl6rp" title="The canopy over the new Clayton Station - image: LXRA" width="580"></a>

<figcaption>The canopy over the new Clayton Station - image: LXRA</figcaption></figure>The removal of Clayton Road and Centre Road brings the total number of level crossings removed to 17.

Jacinta Allan said on the opening of Clayton's new station "it's simply not okay to have ambulances regularly waiting at boom gates for five or ten minutes at a stretch - yet this is exactly what has happened at this crossing for decades."

The Minister continued "this brings us another step closer to achieving exactly what we said we would - getting rid of every single level crossing between Caulfield and Dandenong."

<blockquote class="twitter-tweet" data-partner="tweetdeck">
New Clayton station <a href="https://twitter.com/hashtag/skyrailing?src=hash&amp;ref_src=twsrc%5Etfw">#skyrailing</a> <a href="https://twitter.com/hashtag/gettingitdone?src=hash&amp;ref_src=twsrc%5Etfw">#gettingitdone</a> <a href="https://t.co/OEtwhyJx8f">pic.twitter.com/OEtwhyJx8f</a>
— Shaun Leane (@ShaunLeaneMP) <a href="https://www.propertyobserver.com.au/https://twitter.com/ShaunLeaneMP/status/985717057823031296?ref_src=twsrc%5Etfw">April 16, 2018</a>
</blockquote>
<script async src="https://platform.twitter.com/widgets.js" charset="utf-8"></script>Meanwhile, the Easter construction blitz is still underway on the Hurstbridge line with the Level Crossing Removal Authority (LXRA) posting new images over the weekend on the Rosanna project.

Rail, sleepers and ballast have now been installed on the new rail viaduct with station works in full swing.

Rosanna's new station, rail-over-road bridge is also part of a tunnel duplication project that is removing a single track section on the Hurstbridge Line.

The first of the single track pinch points was duplicated late last decade and with the works to duplicate the Heidelberg-Rosanna section to be completed by early May, the only remaining single track sections on the Hurstbridge line are beyond Greensborough.

<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/rail_viaduct_rosanna2.jpg" rel="gallery-all" title="Rail has recently been laid on the rail overpass in Rosanna - image: LXRA"><img alt="" class="image-article-full-width-580px" height="435" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/rail_viaduct_rosanna2.jpg?itok=4Ui1SR8M" title="Rail has recently been laid on the rail overpass in Rosanna - image: LXRA" width="580"></a>

<figcaption>Rail has recently been laid on the rail overpass in Rosanna - image: LXRA</figcaption></figure>Click <a href="https://www.facebook.com/pg/levelcrossings/photos/?tab=album&amp;album_id=1552107091530637">here</a> to see the Level Crossing Removal Authority's Rosanna image gallery.
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Clayton station re-opens, works continue at Rosanna

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It's budget season! 

Laurence and I discuss the tsunami of transport initiatives announced during the week including City of Melbourne's transport strategy, the new light rail line to Chadstone, Monash and Rowville as well as the Melbourne Airport Rail Link.

 

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Weekly Podcast: Episode 10 - Rowville light rail and Melbourne Airport Rail Link

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The Prime Minister this morning, at a press conference on the departures level at Melbourne Airport, announced the Federal Government will allocate $5 billion in this year's budget to kick start the construction of a Melbourne Airport Rail Link (MARL).

In last year's budget $30 million was allocated from Federal Coffers - and matched by Spring Street to the tune of $20 million - to pay for a study which would figure out a way to accelerate the rollout of the MARL.

That study is still underway and at a press conference, the Prime Minister, Deputy Prime Minister, Federal Treasurer and Minister for Revenue and Financial Services, stood next to a map of Melbourne which depicted 4 possible routes the rail line might take.

Those routes were first foreshadowed under the Napthine Government in their MARL study - see a summary of that study <a href="https://static.ptv.vic.gov.au/siteassets/PTV/PTV%20docs/Feasibility-Studies/Melbourne-Airport-Rail-Link-Study-Overview-brochure.pdf">here</a>.

The State Government was apparently made aware of this Federal Government commitment via a letter sent to the Premier on Wednesday night, after the Federal Government dropped the story in the lap of some of the Herald Sun's press gallery journalists.

When the Prime Minister was pressed on this at the media conference, he responded with "oh well look its very important that Melburnians are enthused and engaged, we want everyone in Melbourne to have their say in this, we want this to be a project that enlivens and excites the whole city, the whole state".

The Federal Treasurer, Scott Morrison said that "this nationally important project for Tulla-rail will be the single largest infrastructure commitment in this year's budget and it'll be there for Victoria and the people for Melbourne and as the deputy prime minister I'm sure will say, well beyond the Melbourne [airport] precinct here".

The Planning work is still underway and despite standing next to a map which was devised five years earlier, no other information was divulged at the press conference - nothing on whether the study is taking into account the changes that are occurring to the Melbourne rail network, now that the city is in high growth mode.

Originally, the Napthine Government saw the Melbourne Airport Rail Link as an extension of the new Pakenham/Cranbourne to Sunbury/Melton metro line - there would be a Melbourne Airport and Rowville branch built in phase 3 according to the older network development plans.

On Tuesday the State Government announced what would have been a heavy rail line to Rowville is now a light rail line via Monash University, Chadstone to Caulfield.  

The Rail Futures Institute has been one external to government organisation that has long held a vision for the Melbourne Airport Rail Link that goes well beyond servicing just Melbourne and its airport, but includes a second phase that would pave the way for regional trains heading to Bendigo, Echuca and Swan Hill as well as Seymour and Shepparton to be completely separated from the metro network as well.

In a November 2017 speech to the Victorian Chamber of Commerce and Industry in Geelong, the Premier hinted at the MARL would resemble something like the Rail Futures Institute vision with a focus on connecting the state, not just Melburnians to the airport.

"It can't just be an expensive funnel for tourists and businesspeople between the CBD and airport.  Instead, it can transform the way people live, work and travel across Victoria. In our view, the airport rail link has the potential to unlock western and northern Victoria."

The Rail Futures Institute's vision would see three tunnels - one from Southern Cross to Tottenham, another at Sunshine, and the last tunnel at Melbourne airport, where a second phase would then connect the airport to the Bendigo line at Clarkefield and the Seymour-Shepparton line at Wallan.  The Sunshine and Footscray tunneling segments would likely be approximately 10-11km in length with only one station at Sunshine.

The Federal Government, it has been reported, is more keen on a direct line from Melbourne via Victoria University in Footscray, Highpoint, the land it owns in Maribyrnong on the old arms manufacturing site and at Milleara and Buckley Street bordering Avondale Heights and Keilor East.  This proposal would require upwards of 13km of tunnels and 4 underground stations.

At Melbourne Airport, under a Rail Futures Vision scenario, the station would be underground thus requiring tunnels that could be built over two phases with an underground station.  If the Federal Government's favoured direct route via the Maribyrnong defence site is chosen and would only operate as a City-Airport line with no other regional connections, it's conceivable a cheaper elevated terminus station could be built at the airport.

The Federal Treasurer said the study will be complete by September/October.

<iframe allowfullscreen="true" allowtransparency="true" frameborder="0" height="350" scrolling="no" src="https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FofficeofthePMAU%2Fvideos%2F1489456684497654%2F&amp;show_text=0&amp;width=560" style="border:none;overflow:hidden" width="100%"></iframe>

Lead image credit: <a href="https://commons.wikimedia.org/wiki/File:Melbourne_Airport_VIC_3045,_Australia_-_panoramio_(1).jpg">wikipedia</a>.
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Federal Government wants to tip $5 billion into a Melbourne Airport Rail Link

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Last week when Spring Street announced it would be allocating $3 million for the planning work on a tram line between Caulfield and Rowville, the concept of a heavy rail line to Rowville was given its marching orders.

The Monash region - what the Victorian Planning Authority calls a National Employment and Innovation Cluster (NEIC) - hosts the highest concentration of jobs outside of central Melbourne and the tram/light rail planning money announced last week was originally foreshadowed in the Victorian Planning Authority's draft framework for the area.

Wellington Road was delineated with a line suggesting "investigate high capacity Public Transport". Et voilà, Spring Street has done just that - except the public were not given any context or reason for the route - the planning money was billed as the first step in 'getting it done' to use the State Government's mantra.

All the other major roads that run through the Monash NEIC are also marked as 'focal point(s) for intensification and high capacity public transport'.  Given the scale of the entire cluster, buses currently are and will be a major focus but is it worth continuing to explore other rail-based public transport options?

One such route, flagged by UM members commenting on previous articles, is Springvale Road, specifically between Nunawading and Springvale (or Huntingdale station via Wellington and North Roads).  

The same group that has one of the more robust visions for Melbourne Airport Rail Link, the Rail Futures Institute, has in the past also identified Wellington Road and North Road as a possible new Light Rail corridor from Monash westwards to Gardenvale.

Spring Street's $3 million allocation of funding for the planning of a tram link between Caulfield and Rowville, built over two phases, suggests there's at least an appetite for looking beyond heavy rail to get more of the suburbs moving out of their cars.  

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The announcement was made without a disclosure of a wider network development plan, nor, disappointingly, any specifics on other projects in the Monash region - even though areas for investigation had been identified through the VPA planning process.

Regardless, the first route that comes to mind for a more detailed investigation is Springvale Road which runs along the eastern edge of the Monash Cluster and connects other employment centres in Springvale itself, Brandon Park, Glen Waverley, Tally Ho business park in Burwood east and Nunawading.

As discussed last week, the planning work that will commence on the bank of the funding announcement will nail down a route and station/stop locations.  If the focus is on speed, as we <a href="/news/the-new-tram-to-the-south-east-what-wed-like-to-see">mused last week</a>, a greater degree of separation between rail and private car vehicles will be needed.

This emphasis on separation, speed and frequency should be translated into other routes if they are at all on the horizon.

Monash's NEIC is the largest in the metro area which will see many thousands of new jobs added over time - not everyone's going to commute from the city out there.

Despite it being budget and the start of the election season, we need only look at the Fishermans Bend planning process to see a good example of land-use and transport planning working in tandem (at least, it's a step in the right direction). 

'Getting it done' to Monash and Rowville might work well with the voting punters, but it's a case of two steps forward, one step back - like Fishermans Bend, we need to see a cluster-wide transport plan.
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Is 'getting it done' good enough for the Monash cluster?

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<h2>Comment</h2>

The state government has signalled its $3 million 2018 budget contribution announced on Tuesday for the planning work on the new south-east tram line will lead to the project implementation.

The planning work to be funded will come up with a defined route, station location, determine the benefits as well as the costs and inform a shovels-in-the-ground date.

We're yet to see the strategic context of the project - we can only assume this tram/light rail project has been borne out of a network development plan for the tram network. 

Regardless, given planning work will soon be funded and the very small amount of information that has been released on the project points to a route that remains very much high level.  Included below are some of my thoughts on the decisions that will need to be made.

<h2>Passenger-carrying capacity &amp; scalability</h2>

Is 3000 people per direction per hour enough capacity over the coming years?  E-Class trams have been used as an example of vehicle size by the Minister and why not?  They're the biggest in the existing fleet and they are of a size that is typically used elsewhere on light rail projects, whether in isolation or in a train with two vehicles coupled together.

If we're using the E-class as a baseline and want to think about scalability of the infrastructure that needs to be built then a minimum platform length of 60 metres will be required (E-Class vehicles are 33 metres long, if a vehicle using an E-Class or equivalent vehicle were to be chosen, platforms mightn't need to be 66 metres in length as the drivers cabs at both ends can overhang the platforms).

60 metre trams or 'train or trams' would allow each service to double in passenger carrying capacity - in the realm of 400 passengers per vehicle.  That would translate, assuming a 4 minute frequency of service, into 6000 passengers per direction per hour.

<h2>Rapid transit or a long, local bus-on-rails?</h2>

Is the aim to rapidly connect Chadstone and the Monash NEIC as well as bring rail services to the outer east or to create a standard bus-on-rails tram service with a stop every 500m?  I'd favour rapid over bus-on-rails - if there's no speed advantage, what hope for mode shift is there?  

Suffice it to say, there's a major opportunity to reconfigure the entire bus network in the area so frequent buses (15 minutes or better) can connect the lower-density suburban areas with the major nodes and stations along the route.

As the announcement came out of the blue and had a double-whammy - linking Caulfield rather than a station like Oakleigh of Huntingdale like in the Rowville Rail study - rapid transit seems to be the focus and therefore the number of stations should be informed by this decision.  

<h2>Introduce good quality prioritisation and signalling</h2>

The Melbourne Metro project will roll out a modern signalling system that will stop trains at the precise location to line up with station platform doors; it should be considered that this new light rail/tram line has a similar system, at least in parts where stations will be elevated or otherwise space-constrained.

Introducing this level of automation would allow drivers of the rail vehicles to stop consistently.

As a general rule, the route should be designed to be built in a road's median in appropriate areas to lessen capital costs.  Those appropriate areas would most likely be between the signalised intersections with cross-roads.

Trams should have signal priority as they approach lower-volume crossroad intersections (i.e Darling and Belgrave road) where 100-200m from the intersection, the rail vehicle would trigger signals that control the intersection up ahead by showing a red to all traffic movements that would conflict with the rail services, allowing the rail vehicles to cruise through the intersections without stopping.

<h2>The first and second phase route</h2>

The five strategic outcomes in the <a href="https://vpa-web.s3.amazonaws.com/wp-content/uploads/2017/03/Monash-NEIC-framework-plan_March2017_WEB.pdf">Monash NEIC draft framework plan</a> are:

<ol>
<li>Grow employment and innovation in the health, education and research precinct (Monash University area)</li>
	<li>Boost jobs growth and development attractive employment areas with business town centres (Notting Hill, Mulgrave)</li>
	<li>Transform the transport network to support economic growth of the cluster</li>
	<li>Develop public open space and community infrastructure</li>
	<li>Plan and develop urban renewal and strategic sites.</li>
</ol>
This upcoming study should consider an alternative route from Chadstone to the Monash NEIC (other than the one depicted in the published information thus far). Like Dandenong Road, Ferntree Gully Road has a wide median and a future business town centre has been earmarked on the road within the northern reaches of the Monash NEIC.

The Dandenong Road route shown in public government information thus far would doubtlessly be simpler to implement, however there is a neat route that might work by sending the tram route down Ferntree Gully Road then turning southward through Notting Hill alongside the CSIRO and through the heart of the Monash University campus to Wellington Road.

The primary advantage of this route is that it links three earmarked activity centres that will be a focus for the wider cluster - assuming the two phase build scenario is eventually adopted, in the first phase one business town centre and the Monash University activity centre would be linked from the get-go.  The second business town centre would be linked upon the completion of the second phase out to Rowville.

<h2>Up high, down low or in between?</h2>

An entirely grade separated railway would be ideal as there would be no conflicts with existing or near-future vehicular movements, however in the interests of sweating existing corridor assets more - Infrastructure Victoria recommends we sweat all our assets more - a partial grade separation solution should be chosen.

The Caulfield-Chadstone section would likely need little grade separation - see points above about surface tracks and signal priority at lower vehicular volume crossroads.

In the Chadstone-North Oakleigh area however, the route will need to cross Warrigal Road and deal with high volumes of vehicle movements into and out of the Chadstone precinct - a grade separated route should be chosen in this area. 

As elevated track (and stations) are cheaper to build compared to underground track and stations, I'd suggest an elevated section of track which lifts up over Poath/Chadstone Road and then continues at the higher level all the way to after the Ferntree Gully Road/Dandenong Road section.

Whether a Dandenong Road route or a Ferntree Gully route is chosen, this would be the ideal area to bring the track back down to the surface - it would completely avoid an area with very high volumes of vehicular traffic.  That section measures approximately 2.5 km.

Within the Monash NEIC itself, again, speed should be the focus and employing grade separation would be most ideal.   

If a Dandenong Road route was chosen this would start just north of the Dandenong Road/Wellington Road intersection and continue along Wellington Road to the eastern side of Springvale Road.

If a Ferntree Gully Road route was chosen, Stephensons Road would be at-grade with tram prioritisation and then lift up and remain elevated along Ferntree Gully Road, Howleys road &amp; Scenic boulevard through the university campus (or Blackburn Road if that corridor is deemed a better option) then turning eastward on Wellington Road the elevated track would come back down to the surface east of Springvale Road.  This elevated section would measure almost 5km.

From Springvale Road the Rowville Rail Study should inform the route choice and whether to elevate (or send track underground) - Waverley Park station at Jells Road was originally going to be sunk underground, this might work just as well for light rail as the station would be located at the top of a relatively steep hill.

Eastlink should be a grade-separated intersection and likewise if the terminus of the line is to be at Stud Park shopping centre, the tram line should also lift up over the Wellington &amp; Stud Road intersection and travel along a short section of elevated track to the terminus at Stud Park.

<h2>Stations</h2>

If speed is the favoured focus then stations should be limited to the major nodes and areas where planning schemes can be altered to develop the surrounding land intensively.

As you see in the map below, there are only stations marked at Caulfield, Chadstone, North Oakleigh, Ferntree Gully Road, Monash University, Westall Road, Waverley Park, Rowville and Stud Park.

The Station at Rowville, right near the Eastlink interchange with Wellington Road is an ideal park and ride location if that is a focus of the new line.  Ditto Stud Park.

The Station at North Oakleigh is already in an area zoned for more intensive development with projects already being marketed.

Westall Road, and its eventual extension to the Monash Freeway, is right next to the second business town centre in the VPA's draft framework.

The Monash University station is located on the 'SE3' car park - there's an opportunity to consolidate the existing bus terminal underneath the light rail station.

The Chadstone station location represents an opportunity for the centre owner to expand and connect directly with the new light rail station.

<iframe frameborder="0" height="500" scrolling="no" src="https://www.google.com/maps/d/u/1/embed?mid=1U5ZsF3koHC8ximdWNHW5zqXM5IRC4SWs" width="100%"></iframe>
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The new tram to the south-east - what we'd like to see

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The State Government has announced this year's budget will include $3million to kick off the planning for a new tram / light rail line which would use the Dandenong Road and Wellington Road corridors and link Caulfield, the Monash employment cluster &amp; university and eventually Rowville.

It is anticipated the new tram line would be built in two phases between Caulfield &amp; Monash University and then between Monash University and Rowville.

The Minister for Public Transport, Jacinta Allan, said that using a vehicle such as the E-class tram which has a capacity for 200 passengers, if the new line were to run a tram every 4 minutes, that could move 3000 people per direction per hour.

Rowville has had a rail line study before, initiated and tabled under the previous state government, and while much of that report is about to be superseded, its lessons still hold.

Under the original Rowville study, it was assumed the line would only have a frequency of a train every 10 minutes in peak and would include stations at Huntingdale, Monash University, Mulgrave (Springvale Road), Waverley Park and Rowville.

Assuming a heavy train capacity of 1000 passengers, the Rowville heavy rail line, as studied under the previous government, would have a capacity of 6000 passengers per direction per hour in peak.

On paper, it might seem that trams have an inferior carrying capacity, however many new light rail systems around the world are using vehicles - like E-class trams - in pairs, linked together like a train, thus increasing capacity.  

Throw in the fact that the capital costs for a light rail line system will most certainly be cheaper than a heavy rail system, any previous the benefit-cost ratio will shift - especially as smaller vehicles will provide higher frequencies.  

The new planning work looks set to take a year and will study the best place for stops, alignments, costs, benefits and service patterns.

At the same time, the Victorian Planning Authority is in the final stages of its work on the <a href="https://vpa.vic.gov.au/project/monash-employment-cluster/">Monash National Employment and Innovation Cluster</a> which identified Wellington Road as a corridor that required investigation for rapid public transport.

It is unclear whether the public will have the chance to have their say on any of the aspects of the project.
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Spring Street announces budget money for a new tram line between Caulfield, Monash University and Rowville

The Premier&#39;s <a href="https://www.premier.vic.gov.au/new-tram-to-connect-citys-south-east/">media release</a>&nbsp;from yesterday says $3million for the new tram line to the south-east will be used &quot;for design and planning works to examine alignments, park and ride options, stop locations, cost and travel time benefits.&quot;&nbsp;

On a Channel 9 news report aired on their 6pm bulletin on Tuesday night, footage showed the Premier stating emphatically this money is not a repeat of the Rowville Rail Study under the previous government, it&#39;s to kick off the project in earnest with a commitment to build it and the planning work will tell them how much the project will cost.

From the little information that has been published thus far, we can ascertain the broad route would use (presumably) Sir John Monash drive to connect Caulfield station to <a href="/new-apartments/dandenong-vic-3175">Dandenong Road</a>, then run in the media of Dandenong Road all the way down to <a href="/new-apartments">Wellington Road</a> and then follow that road&#39;s median out to Rowville.

<iframe allowfullscreen="true" allowtransparency="true" frameborder="0" height="400" scrolling="no" src="https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FJacintaAllanMP%2Fvideos%2F1513463275430824%2F&amp;show_text=0&amp;width=560" style="border:none;overflow:hidden" width="100%"></iframe>Will it be a tram with tracks located on the surface in road medians, fighting for priority at intersections or a light rail system which would have some surface interaction but also its own right-of-way, segregated from traffic?&nbsp; One would hope the benefits and costs of either scenario are studied when a route is determined.

One would also hope that it does&nbsp;not&nbsp;become a bog standard tram extension into a middle-to-outer suburban median like the route #75 which has to deal with all the traffic lights at intersections.

A light on the hill for the route outlined by the government is that Dandenong Road is already well set up for trams in the sense that there are long distances between major intersections and the only right turning activity is so vehicles can access service lanes between the signalised intersections.

The street-view below is typical of Melbourne&#39;s major arterials - this is one of the types of conflicts a new tram route in an arterial median must deal with.

<iframe allowfullscreen="" frameborder="0" height="450" scrolling="no" src="https://www.google.com/maps/embed?pb=!4v1523404226600!6m8!1m7!1s4aY90ZR9MQL1QKB2sx6h-g!2m2!1d-37.88483591874243!2d145.0639961231745!3f51.279587647044295!4f-11.50342230769914!5f0.7820865974627469" style="border:0" width="100%"></iframe>

Light rail and tram systems around the world also deploy priority signals and at-grade intersections where rail services must traverse a cross-road and this could be appropriate for cross-roads which have lower levels of vehicular traffic - for instance, Darling and Belgrave Roads would have less traffic than say <a href="/developments/springvale-vic-3171">Springvale</a>, <a href="/developments/ferntree-gully-vic-3156">Ferntree Gully</a> or Stud roads.

For the major cross-road intersections, the government should be opening their wallets a little more and build the new tram/light rail line with grade separation, especially if speed/time is the goal.

Even though stations are marked in the video from the Minister for Public Transport&#39;s facebook page, that could change given the statement the Premier made on route and station determination.

As frustrating as the government&#39;s media strategy of only focusing on &#39;announcables&#39; without providing a bigger picture, it&#39;s left to us to tie everything together.

When we consult the <a href="https://vpa-web.s3.amazonaws.com/wp-content/uploads/2017/03/Monash-NEIC-framework-plan_March2017_WEB.pdf">draft framework plan for the Monash Nation Employment and Innovation Cluster</a>,&nbsp;we see two major &#39;business town centres&#39; - one located on Ferntree Gully Road and another between the to-be-built Westall Road intersection and the Springvale Road intersection on Wellington Road.

Both of these two new business town centres are surrounded by areas earmarked for further higher density employment spaces.&nbsp; The scale on the image below has been cropped for image fit purposes but the circles at Monash University, Westall station and on Dandenong Road between Blackburn and Westall Roads are earmarked for &#39;enhanced / future activity centres&#39; in the draft framework plan.

<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/monah_nec_1.png" rel="gallery-all" title="The draft Monash NEIC framework plan. Image: VPA"><img alt="" class="image-article-full-width-580px" height="644" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/monah_nec_1.png?itok=SKzFvSu6" title="The draft Monash NEIC framework plan. Image: VPA" width="580" /></a>

<figcaption>The draft Monash NEIC framework plan. Image: VPA</figcaption>
</figure>

In the absence of a published network development plan for trams (or an updated version of the heavy rail plan for that matter), part of the corridor that&#39;s set to get some budget money love has been studied before - the Rowville Rail Line study.

The previous government studied both the Rowville and Doncaster corridors and although they were focused on heavy rail, some of the research from the Rowville rail study is still relevant, especially when it comes to alignment and station location within Wellington Road.

In the Rowville Rail study, the preferred corridor was fully grade separated with either sunken stations (Monash University, Waverley Park) or elevated stations (Mulgrave/Springvale Road, Rowville) following median of Wellington Road in tunnels or on elevated track.

Utilising light rail technology, as the government appears to have decided, actually gives them a capital cost advantage: trams/light rail vehicles can comfortably traverse higher grades than a heavy rail line which in some cases will negate the need for tunnels and elevated sections when you compare to the Rowville Heavy Rail alignment.

Likewise, light rail &#39;trains&#39; are shorter and therefore they occupy potential conflict areas (like an at-grade intersection) for shorter periods of time and can clear stations much faster.&nbsp; This aids in pushing the limits on frequency of service and potentially converging lines on potential future expansions.

Smaller vehicles running on higher-frequencies - as long as the service is still rapid - also has the added benefit, especially for the outer east as under the Rowville Rail Study (and subsequent PTV network development maps back this up) the peak frequency in a heavy rail scenario was only ever going to be a train every 10 minutes.&nbsp;

A service every 4 minutes is much better from a passenger&#39;s perspective than 10 minutes - and note this is peak service, it&#39;s reasonable to expect that off-peak frequencies will be in the 6-8 minute range for trams versus a 15 minute off peak heavy rail service.

The Rowfille Rail Study was focused on connecting suburbs to the radial network - it went out of its way to exclude connecting major nodes like Chadstone - and a plus for this government announcement (regardless of the fact that context is fuzzy in the absence of a wider network development plan) as it shows the focus is on the jobs in Monash-Chadstone, not just on the CBD.

Analysis: the new tram route from Caulfield to Monash University and Rowville

Virgate Property Group is preparing to commence construction of Verdé, its new apartment development in Melbourne's Arts Precinct at Southbank, following a strong run of sales that has seen more than half of the project's 173 apartments secured.

Verdé has attracted a broad mix of first home buyers, owner-occupiers upgrading from nearby inner-city suburbs and investors, with younger owner-occupier couples aged between 28 and 45 accounting for the strongest enquiry. Many are already living in Southbank, South Melbourne, Albert Park, Port Melbourne, South Yarra and the CBD.

"Verdé is located in one of the most desirable pockets of southern Melbourne," Blair Property Group Director Darren Blair, who is managing sales at Verdé, said.

"It's within walking distance of the Arts Centre, Royal Botanic Gardens, Albert Park Lake, and Southbank's restaurants and retail. It's a great lifestyle location with strong amenity and liveability, which made it a very attractive choice for the project."

[smartcode_project:default project_id=4661 project_image_fid=372549]

Virgate was already familiar with the precinct, having previously delivered the successful Domain House development in neighbouring South Melbourne. That experience gave the developer confidence to acquire the Coventry Street site and continue expanding its presence in Melbourne's inner south.

"We had been keeping an eye on the site and the broader precinct for a few months before deciding to move forward with the acquisition," Virgate said.

The project was ultimately secured in 2020 following feasibility studies, planning assessments and due diligence, with the brief centred on delivering "a high-quality, considered design that feels both refined and fit for purpose."

[smartcode_project:default project_id=4661 project_image_fid=314259]

Designed by <a href="https://www.apartments.com.au/architects/bruce-henderson-architects">Bruce Henderson Architects</a>, Verdé comprises 173 one, two and three-bedroom apartments priced from $599,000. The architecture is distinguished by a faceted glass façade that responds to both the site's outlook and Melbourne's changing light conditions.

According to Bruce Henderson Architects, the coloured glazing gives the building a distinctive identity while also providing privacy and solar shading, with residences oriented to capture views across the bay, city skyline and surrounding parklands.

Inside, <a href="https://www.apartments.com.au/interior-designers/designoffice">DesignOffice</a> has created interiors focused on natural light, efficient planning and enduring materials. Apartments feature engineered oak flooring, natural stone benchtops, floor-to-ceiling glazing and SMEG appliances, while a restrained material palette aims to complement the expansive outlooks rather than compete with them.

[smartcode_project:default project_id=4661 project_image_fid=372550]

Resident amenity has also been designed around everyday functionality rather than occasional use. Facilities include a concierge-serviced lobby, residents' lounge with fireplace, library and co-working space, gym, terrace garden with barbecue facilities, ground-floor café, and package delivery management.

The project's location continues to be one of its strongest drawcards. Positioned on Coventry Street, Verdé sits within walking distance of the National Gallery of Victoria, Arts Centre Melbourne, Royal Botanic Gardens and Albert Park Lake, while Southbank's dining precinct, Sturt Street trams and the new ANZAC Station are all nearby. The surrounding education catchment also includes Melbourne Grammar, Melbourne Girls Grammar, Mac.Robertson Girls' High School and several major university campuses.

The sales team says buyers have responded particularly well to the combination of location, design quality and long-term liveability.

"They're responding really positively to the quality of the design, premium resident amenities and the uninterrupted views. Many also appreciate the location and how connected it is to everything they need."

The ability to secure stamp duty savings before completion has also been a key factor for purchasers, alongside the opportunity to personalise finishes ahead of settlement.

With construction set to commence soon and more than half the apartments already sold, Verdé enters its next phase as one of the Arts Precinct's more established apartment developments, offering remaining buyers an opportunity to secure a residence before construction advances further. Expected completion is scheduled for late 2027.

[smartcode_project_cta:default project_id=4661]

Joel Robinson

Virgate's Verdé Southbank moves toward construction as sales fly past halfway stage

Downsizer-focused apartment development Kooyongkoot in Hawthorn has been recognised at the 2026 Better Future Melbourne Design Awards, taking home Gold and Silver awards in two categories.

<a href="https://www.apartments.com.au/new-apartments/kooyongkoot-hawthorn-1-kooyongkoot-road-hawthorn-vic-3122">Kooyongkoot</a>, currently being delivered by developer PQD and designed by Cera Stribley, received Gold in the Interior Design – Proposed category and Silver in the Architecture – Proposed category.

The dual recognition reflects the design approach behind the boutique development on prestigious Kooyongkoot Road, where the focus has been on creating homes for downsizers seeking the space, quality and functionality of a detached house within a low-rise apartment building.

Rather than maximising apartment numbers, <a href="https://www.apartments.com.au/developers/pqd">PQD</a> and <a href="https://www.apartments.com.au/architects/cera-stribley-architects">Cera Stribley</a> limited the development to just 18 residences, allowing for larger floorplans, greater privacy, generous landscaping and expansive communal spaces.&nbsp;The majority of the apartments also benefit from corner aspects, allowing for dual sources of natural light.

Now around 70 per cent complete and on track for completion in November 2026, Kooyongkoot will comprise a mix of garden residences, ter​race apartments, sub-penthouses, and is crowned by two half-floor penthouses with direct lift access and private rooftop terraces.

[smartcode_project:default project_id=102717 project_image_fid=355297]

The Silver Award for Architecture recognised the way the building responds to its prominent corner position at the ent​rance to Hawthorn's Scotch Hill precinct, one of Melbourne's most established residential neighbourhoods.

Rather than competing with the grand homes that line Kooyongkoot Road, the architectural approach focused on restraint and longevity, using curved brickwork, generous landscaping and carefully considered proportions to integrate with the existing streetscape.

"The form feels fluid and timeless, as though shaped by the landscape itself – architecture that belongs, rather than competes," said Chris Stribley, Co-Founder and Managing Principal of Cera Stribley.

The judging submission also highlighted practical innovations throughout the building, including lift cores servicing only nine homes each, a central landscaped lightcourt designed to bring daylight and ventilation into the building, and fully enclosed private storage rooms with lighting, power and shelving to better accommodate residents transitioning from larger family homes.

[smartcode_project:default project_id=102717 project_image_fid=355293]

The Gold Award for Interior Design recognised the project's focus on long-term liveability rather than display-home aesthetics.

According to the awards submission, the interiors were designed from the inside out, prioritising how homes would function over decades of daily use through generous proportions, practical storage, durable natural materials and flexible layouts.

The specification includes natural stone throughout, upgraded acoustic glazing, V-ZUG appliances and fully enclosed storage rooms, alongside an amenity offering focused on wellness, entertainment and everyday convenience.&nbsp;

Residents will have access to a gym and yoga studio, a wellness centre featuring traditional and infrared saunas, a cold therapy shower and treatment room, as well as a residents' lounge and golf simulator/cinema room for entertainment.&nbsp;Kooyongkoot has also considered the everyday convenience of its residents by offering a private carwash and pet wash facilities on site as well as dedicated parcel lockers and oversized fully enclosed storage rooms.&nbsp;

[smartcode_project:default project_id=102717 project_image_fid=355303]

The project's attention to detail has already resonated with buyers. Earlier this year, Kooyongkoot recorded one of Boroondara's highest apartment sales when an $8 million penthouse was purchased by a Melbourne CEO downsizing from a nearby family home.

"Every detail feels deliberate, from the overall design down to the smallest touches," the purchaser said.

"The level of quality and refinement is exceptional, but what really sold it was how liveable it felt... It felt like a place where everything had been considered, not just a luxury building."

[smartcode_project:default project_id=102717 project_image_fid=355304]

Sustainability also formed a key part of both award submissions. Kooyongkoot is targeting a minimum 7.5-star NatHERS rating across all residences, supported by passive design principles, high-performance glazing, EV charging infrastructure, water reuse systems and a wellness model focused on lower-energy dry facilities rather than pools and large wet areas.

Located within walking distance of Scotch College, Methodist Ladies' College, Koo​yong Lawn Tennis Club, Aubur​n Village and Camberwell Junction, Kooyongkoot continues to target owner-occupiers looking to remain in Melbourne's inner east without compromising on space or quality. A limited selection of two, three and four-bedroom residences remains available, with prices starting from $1.9 million.

[smartcode_project_cta:default project_id=102717]

Kooyongkoot wins Gold and Silver at Better Future Melbourne Design Awards

New apartment supply has become increasingly constrained across <a href="https://www.apartments.com.au/developments/parramatta-nsw-2150">Parramatta</a> in recent years, with fewer projects progressing through to completion as development conditions have become more challenging.

It makes <a href="https://www.apartments.com.au/developers/novm">NOVM</a>'s 2021-completed <a href="https://www.apartments.com.au/buildings/the-lennox-parramatta-12-phillip-street-parramatta-nsw-2150">The Lennox</a> one of the most recently completed residential towers on the Parramatta River, and among the newest apartment developments in Sydney's second CBD.

With the project largely completed before the sharp escalation in construction costs and inflation following the pandemic, The Lennox is now offering pricing that would be difficult to replicate in a comparable new development in Parramatta today, or across much of Western Sydney.

The majority of the 413 apartments at The Lennox sold before and shortly after completion. A limited release of the remaining apartments has recently been brought to market by capital partner <a href="https://www.apartments.com.au/project-marketer/equitifund-group">Equitifund</a>, with entry-level pricing from $700,000 and two-bedroom apartments available from under $1 million.

Rising above the Parramatta River at 12 Phillip Street, The Lennox comprises one, two, three and four-bedroom apartments, appealing to first home buyers, young professionals, families, downsizers and interstate investors seeking a completed apartment in one of Australia's fastest-growing economic centres.

[smartcode_project:default project_id=5743 project_image_fid=372394]

Rather than positioning Parramatta as an alternative to Sydney's CBD, Equitifund believes the city has reached a point where it stands on its own merits.

"Parramatta is no longer simply an alternative to Sydney CBD, it's becoming a destination in its own right," Equitifund Executive Chairman Greg Huxley said.

"The Lennox captures that evolution with a level of quality and amenity that's difficult to match at its price point."

[smartcode_project:default project_id=5743 project_image_fid=953]

Designed by <a href="https://www.apartments.com.au/architects/marchese-partners">Marchese Partners</a>, the tower responds directly to its riverfront setting through expansive glazing and open-plan layouts that maximise views across the Parramatta River and city skyline. Interiors feature engineered timber flooring, stone benchtops, stainless steel appliances and floor-to-ceiling glazing, while generous balconies extend the living spaces outdoors.

Marchese Partners says the project was conceived to balance high-quality apartment living with practical, long-term functionality, pairing larger, efficient floorplans with amenities more commonly associated with five-star hotels.

That emphasis continues through the resident facilities, which include a 20-metre rooftop swimming pool, fully equipped gym and wellness spaces, full-time concierge, a residents' lounge, function room, private lifts, secure basement parking and rooftop communal areas overlooking the Parramatta River. Ground-floor boardwalk retail and dining further activate the riverfront and integrate the building into the surrounding public realm.

[smartcode_project:default project_id=5743 project_image_fid=925]

Australian housing and finance group Equitifund has secured the remaining apartments, believing there are few completed apartment opportunities in Parramatta that offer the same combination of location, amenity and pricing.

Equitifund National Sales Director Ben Hamblett says buyers are increasingly recognising that premium apartment living no longer needs to come with Sydney CBD pricing.

"The Lennox is where aspirational living becomes attainable," Hamblett said.

"Wake to river and mountain views, step into Sydney's Second CBD, and arrive home to resort-calibre amenities, all without the harbour price tag."

Hamblett says owner-occupiers are also attracted by the convenience of having Westfield Parramatta, Church Street's dining precinct, Parramatta Park, Riverside Theatres, Western Sydney University and major transport connections all within walking distance.

"At The Lennox, lifestyle is not an afterthought, it is the foundation."

[smartcode_project:default project_id=5743 project_image_fid=5374]

The Lennox places residents within walking distance of Parramatta Square, Westfield Parramatta, Church Street Eat Street, Parramatta Station, the ferry wharf, Light Rail, the future Sydney Metro West, Parramatta Park and CommBank Stadium, reinforcing Parramatta's position as one of Australia's most connected metropolitan centres outside Sydney's CBD.

Equitifund says buyers visiting the display suite consistently comment on the quality of the finishes, generous floorplans, river and skyline views, and the walkability of the location. The project has attracted a broad mix of local professionals, upsizers, downsizers, buyers relocating from Sydney's inner suburbs and interstate investors seeking long-term growth opportunities.

That demand aligns with Parramatta's continued evolution as an economic powerhouse. Equitifund Research and Market Insights specialist John Bekiaris says sustained population growth, infrastructure investment and expanding employment opportunities continue to support long-term housing demand across the city.

"Parramatta has evolved from a satellite city into one of Australia's most important economic centres. Population growth, infrastructure investment and employment are all supporting sustained long-term housing demand."

[smartcode_project_cta:default project_id=5743]

The apartment price gap drawing Sydney buyers west

A luxury beachfront apartment at Rainbow Bay has more than doubled in value since it sold off the plan six years ago, setting a new local apartment record in the process.

The three-bedroom apartment in the Flow development on Petrie Street, the first of four new projects locally by Paul Gedoun's S&amp;S Projects, has sold for $7.4 million, after originally selling for $3.27 million when the project launched in 2020.

The seventh-floor apartment, comprising 187 sqm of internal living space and a 54 sqm balcony overlooking Froggies Beach and Snapper Rocks, was purchased by a local family.

The transaction was negotiated by Pezet Matheson director Kerry Pezet and equates to more than $30,000 per sqm.

Pezet said the sale reflected the limited opportunities to buy into the boutique beachfront development.

"The sale highlights the rarity of opportunities within the boutique beachfront development, where residences seldom become available," Pezet said.

"Flow is one of the Gold Coast's most tightly held buildings. Buyers from our database move quickly when residences become available, and achieving an off-market sale at $7.4 million demonstrates the depth of demand for property of this calibre."

<img alt="Flow" data-entity-type="file" data-entity-uuid="c585b206-2130-4eee-a50c-3f27c51a7c70" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-06%20at%208.33.25%E2%80%AFPM.png?VersionId=m3pHRDV62Y3fvN.XQuQHq.52ilTWpRLf" />

Flow was the first of four luxury apartment developments delivered by Paul Gedoun's S&amp;S Projects at Rainbow Bay and was completed in 2023.

Positioned on the beachfront overlooking Snapper Rocks, the residence includes three bedrooms, three bathrooms, a powder room and views stretching north along the coastline towards Surfers Paradise.

Pezet Matheson Residential principal Mitchell Lambert said buyers continued to prioritise quality beachfront apartments in tightly held locations.

"Flow Residences offers a rare combination of elevated beachfront positioning, architectural excellence, comprehensive resident amenity and premium finishes, which is exactly what discerning purchasers are seeking," Lambert said.

"The transaction further reinforces Rainbow Bay's reputation as one of Australia's premier coastal lifestyle destinations, where limited supply and growing demand continue to support strong market performance."

Pezet Matheson originally marketed and sold out Flow off the plan, making the latest transaction a return to one of the project's original buyers.

Paul Gedoun is selling his third project, <a href="https://www.apartments.com.au/new-apartments/radia-rainbow-bay-271-boundary-street-coolangatta-qld-4225">Radia Rainbow Bay</a>, after recently completing, and selling out, <a href="https://www.apartments.com.au/buildings/esprit-217-227-boundary-street-coolangatta-qld-4225">Esprit</a>. He has plans for a <a href="https://www.apartments.com.au/news/qld/first-look-s-s-projects-proposes-88-apartment-wellness-tower-at-coolangattas-boundary-street">fourth building</a>, 88 apartments on <a href="https://www.apartments.com.au/new-apartments/209-213-boundary-street-coolangatta-qld-4225">Boundary Street</a>.

Rainbow Bay apartment doubles in price since off the plan sale during pandemic

The long-planned transformation of Brisbane's historic Shafston Estate has taken another major step, with Capella Hotel Group announced as the luxury hospitality partner behind what will become Brisbane's first branded residences.

The project, to be known as Capella Residences Brisbane, is being delivered by Verso Projects at the landmark Kangaroo Point riverfront estate, with completion targeted for 2029.

The announcement follows a series of planning changes to the project over recent years. The site was originally approved in 2023 for a 15-level, 37-apartment development designed by Rothelowman for Burgundy Group before Verso Projects took over the 10,070 sqm riverfront holding and lodged revised plans with Kerry Hill Architects to increase the development to a 25-level tower with 51 apartments.

The latest announcement confirms Capella Hotel Group will bring its branded residential offering to the project, marking just the second Capella Residences development globally after Seoul, and the group's first branded residential project in Australia.

The <a href="https://www.apartments.com.au/new-apartments/23-castlebar-street-kangaroo-point-qld-4169">Castlebar Street development</a> will centre around the restoration of the heritage-listed Shafston House, one of Brisbane's oldest residences, originally constructed in 1851 by Reverend Robert Creyke as a single-storey cottage known as Ravenscott.

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Capella said the project aligns with its focus on heritage-led developments, with the Brisbane estate combining the restored historic residence with a new luxury apartment tower and hospitality-inspired resident amenities.

Residents will have access to the Capella Living Room, a concierge-led communal space inspired by the group's luxury hotels, alongside landscaped gardens, six swimming pools, wellness and recreation facilities.

The broader estate will also include two riverfront homes, a six-berth private marina, porte cochère arrival experience, secure basement parking and a new section of public riverwalk along the Brisbane River frontage.

The heritage Postal Depot Building will also be retained and repurposed as a guest house, in line with the revised development plans.

The project represents another evolution for the site, which Kerry Hill Architects previously described as a rare opportunity to restore one of Brisbane's most significant heritage estates while creating a new benchmark for apartment living.

"The Shafston Estate provides a once-in-a-generation opportunity to restore one of Brisbane's finest heritage precincts and to reinstate residential use as a unique site perched on the edge of Kangaroo Point," Kerry Hill Architects said in its Urban Context Report accompanying the planning submission.

"The project will celebrate excellence in sub-tropical residential design, setting a new benchmark for vertical living in Brisbane."

Verso Projects, which now has an $8.5 billion development pipeline spanning more than 6,000 dwellings across apartments, townhouses, retail and commercial projects, said the partnership with Capella would elevate the development beyond a traditional residential project.

"We feel honoured to be restoring Shafston Estate to its former glory, elevating it to new heights of luxury and excellence underpinned by Capella's distinctive service ethos and design philosophy, and making it a standout landmark in Brisbane," Verso Projects CEO Steve Laffey said.

"By partnering with Capella, globally recognised for its refined approach to luxury hospitality and deep respect for cultural and historical context, we will elevate this project beyond a residential offering into a world-class destination."

Capella Hotel Group President Roland Fasel said Brisbane's emergence as a global city made it the right location for the company's Australian residential debut.

"Brisbane is a city on the cusp of something remarkable, and Capella Residences is our commitment to being part of that story," Fasel said.

"The Capella residential experience is more than luxury. It is about a sense of belonging to a place with deep meaning."

Private appointments have now opened for the project, with a display suite expected to open in late 2026 ahead of the planned 2029 completion.

Alastair Taylor

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