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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.

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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.

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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

Around 400 additional homes could be built at Southwark Grounds on Port Road, lifting total site capacity from 1300 to around 1700 dwellings.

A recently approved code amendment would allow apartment towers of up to 14 storeys in some areas of Renewal SA’s redevelopment of the former West End Brewery.

Renewal SA Acting Chief Executive Shane Wingard said he welcomed the code amendment, with the increase in heights and homes making a positive impact on the supply of high-quality, well-connected housing close to the city.

“By going higher across some parts of Southwark Grounds, we are adding a substantial number of very well-located homes with little impact on project delivery time or planned open space,” Mr Wingard said.

Since the project officially launched in 2025, Mr Wingard said more than 12,000 enquiries had been received about living at Southwark Grounds.

“The very strong early interest we’ve seen since homes were first released in the precinct reinforces our plans to create more housing opportunities,” he said.

The Southwark Grounds code amendment was launched in December last year, with community engagement undertaken over five weeks from January.

It proposed increasing maximum building heights from eight to 14 storeys on the eastern section of Southwark Grounds, and to 12 storeys across the remainder of the site, with minimum building heights ranging from two to four storeys.

The code amendment was implemented through an Early Commencement policy in late January, allowing developers to quickly explore the viability of increased height and housing yield while other planning processes continue.

One of the first developers delivering apartment sites have already finalised redesigns to increase the number of apartments following the code amendment.

Samaras’ development adjacent to the future Colonel Light Park is now planning to deliver 125 apartments across 11 storeys, significantly greater than original plans of around 50 apartments across four storeys.

The developer is also exploring the potential for additional affordable housing outcomes.

Most of the apartments at Southwark Grounds will be delivered within a master-planned precinct on a large parcel of land on the eastern portion of the site, covering around two-thirds of its 8.4 hectares.

Wingard said detailed precinct planning over the coming months may identify further opportunities to increase yield further that could see total apartment numbers at Southwark Grounds, exceed this number.

Affordable homes at Southwark Grounds will also see a net increase, with Renewal SA maintaining its commitment to a minimum of 20 per cent affordable housing across the development.

&nbsp;

&nbsp;

Civil works have begun across the site, with construction under way on the first new roads surrounding a townhouse precinct in the south‑west corner of Southwark Grounds. This includes Renewal SA’s 17 Founder’s Row homes, which are on track for completion by Christmas.

“We expect to have people living at Southwark Grounds by the end of the year, so delivering roads and public spaces for those residents is among our highest priorities.”

Construction of 40 townhouses off Anderson Street, known as West Village and being delivered by Contour, is forecast to begin in mid‑2026. Kolabb’s Anderson Lane development will follow shortly after, delivering a further 26 townhouses.

Southwark Grounds is a state government‑led urban renewal project now set to deliver around 1,700 homes over the next decade.

Homes will be supported by a supermarket, a range of retail and hospitality offerings anchored by a revitalised Walkerville Brew Tower, a childcare centre, car parking and well‑connected public spaces.

Joel Robinson

400 new homes planned for Adelaide's former West End Brewery site

Brisbane developer&nbsp;<a href="https://www.apartments.com.au/developers/cavcorp">Cavcorp</a> has lodged plans for a new mixed-use residential development at <a href="https://www.apartments.com.au/new-apartments/55-wyandra-street-teneriffe-qld-4005">55 Wyandra Street</a>, Teneriffe, anchored by an 85-metre public laneway designed to reconnect the suburb’s riverfront with the Gasworks precinct.

The buildings, known as Teneriffe House and Teneriffe Lane, would replace the existing Queensland Cotton head office site with a 15-storey residential tower transitioning to eight storeys toward Helen Street. The project has been designed by Plazibat Architects and lodged as a code assessable development application for 93 apartments across a 3,401 sqm mixed-use site within the Newstead and Teneriffe Waterfront neighbourhood plan.

Central to the scheme is the transformation of an existing service easement into a publicly accessible cross-block connection linking Wyandra and Helen Streets. Cavcorp says the new laneway will act as both a pedestrian shortcut and a landscaped civic space between the Teneriffe Riverwalk, ferry terminal, and Gasworks precinct.

<img alt="First Look: Cavcorp unveils Teneriffe House and Teneriffe Lane plans for landmark wellness tower in Teneriffe" data-entity-type="file" data-entity-uuid="26e7f058-b065-4de8-b13d-a2b8cb64dfcc" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/bldg.png?VersionId=sELS0ZKYi361oYipUa1BIKfe_.DLZoFV" />

“The revised proposal delivers a legacy public-realm cross-block link, permanently secured for community use, transforming an existing private easement into a safe, high-quality pedestrian connection between the Teneriffe heritage riverwalk and the Gasworks–Long Island precinct,” the planning report states.

The laneway will sit beneath a large subtropical loggia integrated into the podium levels of the development. The design incorporates deep landscaping, water gardens, lobby spaces, business lounges, and ground-floor apartments to create what Cavcorp describes as a climate-responsive “urban verandah.”

The tower itself has been designed as a slender form with recessed floorplates and curved translucent corners inspired by contemporary Japanese architecture. The building height aligns with the Commercial Road precinct controls, which permit towers up to 15 storeys within proximity to Longland Street.

<img alt="First Look: Cavcorp unveils Teneriffe House and Teneriffe Lane plans for landmark wellness tower in Teneriffe" data-entity-type="file" data-entity-uuid="a8a17d40-43b6-4718-b3fd-67676fcbb485" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/pers%202_1.png?VersionId=i3VwDtp5AmL_8InW7w4qRbDFEpb744Jt" />

The project will comprise a mix of larger-format apartments aimed at owner-occupiers, downsizers, and families. The proposed apartment mix includes 11 loggia apartments across the lower levels, 50 four-bedroom Sky-Terrace apartments from levels three to seven, and 32 Sky-Pool Homes occupying the upper tower levels. The Sky-Pool Homes will feature private thermal plunge pools integrated into oversized balconies.

According to the application, the apartments are intended to reinterpret the scale and character of Teneriffe’s woolstore conversions and Queensland homes within a vertical residential format.

“The sky-pool homes build on Cavcorp’s previous projects and introduce a distinct apartment typology to Teneriffe, informed by both local and international precedent and responding to an identified market demand for enhanced safety, space and amenity,” the planning submission notes.

A major focus of the proposal is its five-level wellness and lifestyle offering, extending from the basement through to the rooftop.

Amenities proposed include a rooftop Swim &amp; Racquet Club with a 25-metre Olympic lap pool and tennis court, coworking spaces and libraries, golf simulators, wine storage, concierge facilities, business lounges, pet wash areas, and rooftop longevity-focused wellness spaces with spas, outdoor fitness zones, and landscaped terraces.

<img alt="First Look: Cavcorp unveils Teneriffe House and Teneriffe Lane plans for landmark wellness tower in Teneriffe" data-entity-type="file" data-entity-uuid="944b352c-49b9-4247-a4c6-5967b4b69fda" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/amenity.png?VersionId=Ed_qKjAtMwFT.5gfl3jiA9QwdWxSMsaX" />

All parking will be concealed within basement levels accessed from Wyandra and Helen Streets. Cavcorp says the deep-basement engineering approach allows the entire ground plane to prioritise landscaping, pedestrian movement, and active frontage rather than vehicle infrastructure.

The development continues Cavcorp’s concentration in Newstead and Teneriffe, where the Brisbane developer has delivered a number of apartment projects including Lucent, Le Bain, and Luminare, as well as the Long Island Wellness Precinct nearby. Several of those projects have received national design and architecture awards, including recognition under Brisbane’s “Buildings that Breathe” program.

Cavcorp unveils wellness-focused Teneriffe House and Teneriffe Lane apartment buildings

Focus Group Investments has lodged plans for a new apartment development at <a href="https://www.apartments.com.au/new-apartments/64-70-hanover-street-fitzroy-vic-3065">64–70 Hanover Street</a> in Fitzroy, seeking to utilise the Victorian Government’s recently introduced Great Design Fast Track pathway to accelerate approvals for the project.

The proposal is among the latest developments to emerge through the state-led initiative, which was established to fast-track well-designed residential projects in activity centres and transport-connected inner-city locations. The pathway allows qualifying developments that meet elevated design and housing benchmarks to bypass traditional council planning timeframes and instead be assessed directly by the Department of Transport and Planning.

Designed by SJB, the development will comprise a mix of apartments above activated lower levels, with a strong focus on architectural articulation, landscaping, and communal amenity. The design response seeks to balance the industrial character of Richmond’s former warehouse precincts with a more contemporary residential form.

<img alt="First look: Focus Group Investments taps Victoria’s Great Design Fast Track for Richmond apartments" data-entity-type="file" data-entity-uuid="abea51cc-d85b-479e-9aef-a589f3b37ca7" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/ground.png?VersionId=e1Kf8EyPWwyiVumtqQ4rM5S4GpOR3CCz" />

Proposed are 63 new dwellings, a wide ranging mix of studio, one-, two-, and three-bedroom apartments, and townhouses and duplexes. They will be spread across a part-three, part-eight storey building.

The Planning and Urban Context Report by Tract says the development is of an "exemplary architectural standard" and has been carefully crafted by SJB Architects.

"Dwellings&nbsp;will benefit from excellent access to natural light, cross-ventilation opportunities and extensive communal space," the report noted.

The architectural material highlights the project’s integration of landscaped elements and communal spaces throughout the building. The proposal also incorporates sustainability initiatives aligned with the Victorian Government’s push for higher-performing apartment developments under the fast-track program.

The Great Design Fast Track was unveiled by the Victorian Government in 2024 as part of a broader housing supply strategy aimed at accelerating the delivery of new homes. Projects assessed through the pathway must demonstrate high-quality architecture, sustainability outcomes, and housing diversity while being located close to public transport and existing infrastructure.

<img alt="First look: Focus Group Investments taps Victoria’s Great Design Fast Track for Richmond apartments" data-entity-type="file" data-entity-uuid="afdbe834-8dc4-4a77-a943-ba07bc927348" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/site_11.png?VersionId=0J657j.TaChAZfp93wqJYBTqSsnREJx2" />

Focus Group, founder and led by Paul De Lutiis, is increasingly active across Melbourne’s inner suburbs, targeting well-connected urban renewal locations suited to medium and higher-density residential development. The Fitzroy proposal continues that strategy, leveraging the area’s strong transport links, established retail amenity, and proximity to the CBD.

Fitzroy has been one of the most popular spots for developers and buyers in recent years. The likes of PACE Development Group, SMA Projects, Crema Group and Chapter Group, currently selling projects in the suburb.

First look: Focus Group Investments taps Victoria’s Great Design Fast Track for Fitzroy apartments

The Gold Coast Planning Committee has supported the preliminary approval for the Benowa Gardens Urban Village project following an extensive community consultation and assessment process.

The proposal will now proceed to a full council vote on June 2.

The application sought approval for a masterplanned urban village on the existing Benowa Gardens Shopping Centre site, combining new housing, retail, dining, health and lifestyle amenities within a walkable, integrated precinct.&nbsp;

The proposed redevelopment includes around 413 apartments integrated above a revitalised mixed-use centre featuring a full-line supermarket of 4,000 sqm, 6,000 sqm of specialty retail and dining space across around 30 retailers, a 7,000 sqm health and wellness precinct, and roughly 9,630 sqm of office and medical suites.&nbsp;

<img alt="$1b Benowa Gardens Urban Village moves to Full Council following Planning Committee support" data-entity-type="file" data-entity-uuid="fb36ae47-80bc-45f0-9914-31b0c7b6007d" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/PR26576%20Ashmore%20Road%20C4%201121%20FI.jpg?VersionId=6mRKk2uU4r67TmTt39DKGUlvFRbTVqWa" />

The broader masterplan also includes very significant traffic and transport improvements, wide pedestrian walkways, upgraded pedestrian and cycle connections, and enhanced public areas designed to create a more connected and walkable community environment.&nbsp;

Centre owner Patrick Lu said the milestone reflected months of detailed planning, technical assessment and ongoing communication with local residents, businesses, schools and stakeholders.

“We appreciate the time, consideration and care Council officers and the Planning Committee have given this proposal throughout the assessment process,” Lu said.

“We also sincerely thank the local community for engaging with us, sharing feedback and participating in the consultation process over many months.

<img alt="$1b Benowa Gardens Urban Village moves to Full Council following Planning Committee support" data-entity-type="file" data-entity-uuid="32fd1fc3-d0e6-485f-ac57-9916c9bcb818" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/PR26576%20Ashmore%20Road%20C5%201121%20FI_2.jpg?VersionId=fz8qQKDBLQ7MyFRc856Zccfbh9nFwLOe" />

“We understand projects of this scale bring questions and concerns, which is why we have worked hard to listen carefully, provide information transparently and continue refining elements of the proposal where possible.

“Our vision has always been to create a well-designed, community-focused urban village that responds to the changing needs of the Gold Coast, while delivering improved amenity, housing diversity, healthcare access and local lifestyle benefits.

“This proposal is about creating a genuine live-work-play environment where residents can access everyday services, schools, healthcare, dining, shopping and green space within walking distance, while also supporting local jobs and economic activity.”

<img alt="$1b Benowa Gardens Urban Village moves to Full Council following Planning Committee support" data-entity-type="file" data-entity-uuid="50dfbd04-590e-4fc6-983b-766880947867" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Dining%20Day%20Time%20-%20High%20Resolution.jpg?VersionId=BP7ZoKJ0DdL_8iRkkC8VVx99moICV6kg" />

Lu said the proposal had evolved significantly through consultation and technical review, particularly around traffic, pedestrian and student safety and neighbourhood connectivity.&nbsp;

Melissa Griffin, Director at Urbis, said the recommendation recognised the strategic importance of delivering more housing and services within established urban areas already supported by infrastructure.

“This proposal represents the type of thoughtful, integrated growth that planning frameworks across South-East Queensland are encouraging,” Ms Griffin said.

“The project seeks to place housing, retail, healthcare and employment opportunities together in a highly accessible location close to schools, transport and existing services.

“Importantly, the process has involved significant technical assessment and community engagement to ensure local issues and feedback were properly considered throughout the planning pathway.”

$1 billion Benowa Gardens Urban Village heads to council vote following Planning Committee support

Surfers Paradise is officially set for its first new residential development with a 45-storey skybridge connecting the two towers.

John Camilleri’s Celestino Developments has been given the green light by the Gold Coast City Council to develop its major beachfront precinct across its huge 4,000 sqm oceanfront site at <a href="https://www.apartments.com.au/new-apartments/63-79-garfield-terrace-surfers-paradise-qld-4217">63–79 Garfield Terrace</a>, just five months after its <a href="https://www.apartments.com.au/news/qld/first-look-exclusive-billionaire-winx-breeder-s-bold-two-tower-surfers-paradise-play-with-45th-storey-skybridge">submission in late 2025</a>.

The approved scheme will deliver two towers rising 55 and 48 storeys, connected by a skybridge positioned on level 45 that will house a range of resident-only wellness and entertainment spaces.

In its notice of approval, the Gold Coast City Council said the&nbsp;proposed overall built form has been designed to complement the scale, intensity and protect the adjacent amenity and surrounding streets through the use of varied setbacks, site cover and architectural elements.

<img alt="First look exclusive: Billionaire Winx breeder’s bold two-tower Surfers Paradise play with 45th-storey skybridge" data-entity-type="" data-entity-uuid="" src="https://res.cloudinary.com/dz9xllyip/image/fetch/f_auto,c_limit,w_1440,q_75/https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/field/image/Screenshot%202025-12-30%20at%209.53.48%E2%80%AFAM.png?VersionId=ADyPJ_TFbJvSU9wZFOiCBnlPtgF7VWqW" />

Designed by <a href="https://www.apartments.com.au/architects/dbi">DBI</a>, the development will comprise 275 apartments across the two towers, including a mix of two-, three-, and four-bedroom residences, as well as several penthouses. The apartments will sit above a landscaped podium featuring more than 90 metres of beachfront pool frontage, private resident lawns, lounges, and wellness spaces.

DBI said the design draws heavily from the movement and form of the coastal environment, with curving balcony lines and sculpted façades intended to soften the scale of the towers while maximising ocean outlooks and passive shading outcomes.

“The project occupies a rare, uninterrupted oceanfront site and has been shaped by a design philosophy that merges architectural elegance with environmental responsiveness and a carefully curated lifestyle experience,” DBI said in planning documents submitted to the Gold Coast City Council.

The most distinctive element of the approved project is the skybridge linking the two towers at level 45. The elevated communal space is planned to include executive lounges, formal dining areas, wellness facilities, and panoramic ocean-facing outlooks.

“The skybridge enhances the identity of the development, promotes social interaction, and delivers a lifestyle experience not found elsewhere on the Gold Coast,” DBI said.

At podium level, residents will have access to a suite of resort-style amenities, including resident lounges, private dining rooms, a yoga lawn, gymnasium, plunge pools, and treatment spaces. The beachfront pool has been designed with separate lap, lounge, and children’s areas extending across the width of the site.

The project will also introduce new food and beverage offerings along the Enderley Avenue and Oceanway frontages, contributing additional activation to the beachfront precinct.

Alastair Taylor

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