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It was one of SBS's most highly rated programmes.  If you missed it, you missed a pretty schmick production with an Australian broadcaster's first foray into the 'slow TV' genre when SBS broadcast <a href="http://www.sbs.com.au/ondemand/video/1124160067596/The-Ghan-Australias-Greatest-Train-Journey">The Ghan: Australia's greatest train journey</a> in primetime without ads on Sunday night.

But what you might know is that there are many slow tv-like productions available on free sources like YouTube and video on demand services like Netflix.

Norway is credited with kicking the genre off when the national broadcaster created its Bergen to Oslo production in 2009. It's a 7 hour unedited driver's eye view from a train running from Bergen on Norway's south-western fjord-saturated coast to the capital Oslo - if you have a Netflix account, you can view it <a href="https://www.propertyobserver.com.au/https://www.netflix.com/title/80119525">here</a>.

The Bergen-Oslo broadcast was raw - it's as if the camera was switched on in Bergen, recorded all the way through fjords, the highlands and then was switched off once it reached Oslo's Central Station.  This is the type of unedited slow TV that's all over the web.

SBS's 3-hour The Ghan production broadcast last Sunday has a lot more post-production involved - it's heavily edited (a real-time 54 hour journey condensed down to 3 hours) and provided a lot of on-screen factoids throughout the 3-hours. The ratings success has pushed SBS to now broadcast a 17 hour version on <a href="https://www.theguardian.com/media/2018/jan/10/slow-train-coming-sbs-to-air-17-hour-ghan-train-on-sunday">SBS Viceland starting in the early hours</a> of this coming Sunday.

The best example of raw slow TV for Melbourne can be found on <a href="https://www.youtube.com/user/Schony747">Schony747's YouTube channel</a> where some of Melbourne's tram routes are covered in real time.  

<iframe allow="autoplay; encrypted-media" allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/1gdPcy3xP8A" width="100%"></iframe>

If route 96 doesn't tickle your fancy (above), you might like to try<a href="https://www.youtube.com/watch?v=bz0bQkxd8Ds"> Route 24 shot in 2013</a>, the <a href="https://www.youtube.com/watch?v=k_6AhPIIabw">109 shot in 2014</a>, <a href="https://www.youtube.com/watch?v=GnsvEC5IAa8">route 12 shot in 2017</a> or <a href="https://www.youtube.com/watch?v=eBdVwjgmGPM">11a shot in 2016</a>.

(Ever wondered why your tram commute might be a little on the slow side?  Chances are you probably already know: many frequent stops, but in all the videos above, they illustrate the paltry situation we find ourselves in by continuing to follow a poxy quasi-egalitarian policy of shared space on the road. Always remember the carrying capacity of a tram running on 4-5 minute frequencies is likely to be able to carry the same amount of people you see NOT riding in the 5 seats of each of the cars visible in the videos).

For cameras at the front of trains, Australia's best content comes from the <a href="https://www.youtube.com/user/cuboz1">Sydney Train Cab Videos channel</a>.

Every inch of Sydney's entire rail network is covered both in unedited 'slow TV' fashion but also dramatically shortened timelapse / soundtrack version as well.

<iframe allow="autoplay; encrypted-media" allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/Xn8qCB4YP-M" width="100%"></iframe>

The video above is both a slow TV-like production but also a really good introduction to Sydney's train network with the journey starting out in Penrith and running, for the most part, express right into the heart of the city.  It's also a really good illustration of how Sydney's rail network is built for multiple tiers of service from its outer 'burbs - quadruple track from a very long way out in outer suburbs which enables faster express and more frequent stopping all station services to run side-by-side.

(To all those Melburnians who tell the political focus groups that you like your cars &amp; new freeways, you're the reason we can't have nice rail things like they do north of the Murray - we too could have a few routes with two tiers of service to make journeys from the outer areas faster whilst boosting frequencies on stopping all services in the denser areas of inner Melbourne.  However thanks to you, that focus group feedback is sending us on a $20+ billion journey backwards to the 1960s freeway plan.)

<iframe allow="autoplay; encrypted-media" allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/qdDvpNS9xyE" width="100%"></iframe>

Slow TV at high speed - or more to the point, slow TV on a high-speed train, also exists on Youtube.  One of the best examples is the Amsterdam-Brussels journey on Thalys trains which dart through the lowlands of Europe at speeds upwards of 300kph.

You can also chill out and watch the driver's eye view of a TGV running at 300 clicks from <a href="https://www.youtube.com/watch?v=5adC4px9rwQ">Paris down to the Med</a>.  How about slow TV at high speed in Taiwan? <a href="https://www.youtube.com/watch?v=ytAKrltE5iE">Come get some</a>.
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Alastair Taylor

Australian slow TV is awesome, here's some more to satisfy your intrigue

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Infrastructure Victoria unveiled a new round of research into its larger programme of work dealing with managing transport demand.  The authority contracted Arup and KPMG to produce the Melbourne Activity Based Model (MABM) and while it is new, it is considered fit for purpose in the strategic context.

The <a href="http://infrastructurevictoria.com.au/sites/default/files/images/KPMG%20-%20MABM%20fact%20sheet.PDF">MABM fact sheet</a> published on Infrastructure Victoria's website summarises the model as follows.

<blockquote>
The MABM was developed to provide an additional tool for IV and the Victorian Government to test the impacts of transport policy and infrastructure proposals on the behaviour of transport system users.  It is one of a range of tools that can be used for this purpose.

The MABM uses a different framework than existing strategic transports models used in Victoria.  Existing models use the traditional 'four-step' modelling framework.  Planners in the USA designed the four-step framework in the 1950s for the testing of alternative options for highway construction.  Four-step models are mature, tested and well understood by practitioners.  As a result, four-step models are still used extensively around the world.

However, the four-step model framework has limitations for certain types of analysis.  New techniques have been developed and matured over the last twenty-five years which address some of these limitations. 

Some issues that MABM is more suited to addressing thank the traditional four-step model framework include:

<ul>
<li>Understanding the transport's 'customers' and their needs and preferences.</li>
	<li>Understanding how customers with different socio-economic and demographic characteristics - such as income, household composition and age - respond to changes in the transport policy or new infrastructure.</li>
	<li>Understanding how fair and equitable a transport policy or investment is, which groups are the winners and losers and to what extent they are impacted.</li>
</ul>
</blockquote>

The <a href="http://infrastructurevictoria.com.au/sites/default/files/images/KPMG%20-%20Travel%20Demand%20and%20Movement%20Patterns%20Report%20-%20December%202017.PDF">report</a> produced by KPMG and Aurp seeks to assess Melbourne's transport network with a 2015 base case and a 2030 future case, looking at the levels of use of the public transport and road networks will change over that period.

It was found that 'over the next 15 years, the population of Greater Melbourne is estimated to grow from 4.5 million people in 2015 to almost six million people by 2031.  An additional 400,000 workers are expected by 2031, increasing the number of daily trips to work within Greater Melbourne by 25%  to almost two million.'

The report also finds that traffic growth will not be experienced uniformly across all regions of Melbourne in line with expected increases in the existing three outer growth corridors and inner-city.

A number of well-known transport projects from the Level Crossing Removal Program and Melbourne Metro to the North East Link have been factored into the modelling for the 2030 future case.

The report notes 'given the overall travel demand growth and changes in transport network supply between now and 2031, travel patterns associated with public transport are [also] forecast to change.   Between now and 2031, the modelling predicts a 75.9% increase in public transport trips across Greater Melbourne, which corresponds to an additional 878,000 public transport trips each day.'

The inner regionals of Melbourne will experience the greatest absolute growth in public trips - the outer regions will experience the largest relative growth due to the low-base figures.  

Despite a large number of new public transport trips predicted this only translates into a very marginal 3.6% mode shift by 2031 where cars are still likely to dominate with an 86.4% mode share of motorised travel versus public transport's 13.6%.

And this relatively modest shift in numbers is acknowledged:

<blockquote>
Car dominance is a symptom of the structure of Melbourne's public transport system, with heavy rail services radiating from the city centre.  Melbourne is likely to remain a car dominant city, with driving forecast to account for more than 70% of trips in 2031. 

While this supports public transport use as a significant mode of travel for trips originating in the inner regions (growing from 39% mode share in 2015 to 48% in 2031), for other parts of the metropolitan area, this is not the case. 

Often, bus services are the only viable public transit alternative, particularly for the outer regions, which can struggle to compete with private vehicles in terms of fast journey times.

The greatest challenges are for people living in the outer regions of Melbourne.  Given the large geographic extent of these regions and their low density, public transport will unlikely be a solution to the problems of excess road demand in these areas without significant levels of investment. 
</blockquote>

<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/mtd_3.png" rel="gallery-all" title="Daily car trip growth 2015 - 2031 - IV, KPMG, Arup"><img alt="" class="image-article-full-width-580px" height="520" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mtd_3.png?itok=_f4KXGKK" title="Daily car trip growth 2015 - 2031 - IV, KPMG, Arup" width="580"></a>

<figcaption>Daily car trip growth 2015 - 2031 - IV, KPMG, Arup</figcaption></figure><h2>Comment</h2>

The page on Infrastructure Victoria's website says that 'in 2018 we will look at a range of interventions that can help manage transport demand and make it as easy as possible for people to get around' which is encouraging because in the context of $20 odd billion of new tollway projects having been unveiled during this Government's time in office, it's time to get creative.

The Andrews Government has already rejected out of hand one of IV's key recommendations - a new road pricing regime - and had a knee-jerk reaction to being wedged by the opposition by piling on the North East Link - politics and transport planning as usual in other words.  So it's refreshing to see one of the new institutions the Andrews Government has set up is doing what it was intended to do - provide independent advice.

Whether the major parties listen and adapt their transport planning policies around this public advice is, of course, a whole different ballgame.

<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/mtd_2.png" rel="gallery-all" title="Road utilisation in the traditional peak hour in 2031 - IV, KPMG, Arup"><img alt="" class="image-article-full-width-580px" height="408" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mtd_2.png?itok=10tFIxqW" title="Road utilisation in the traditional peak hour in 2031 - IV, KPMG, Arup" width="580"></a>

<figcaption>Road utilisation in the traditional peak hour in 2031 - IV, KPMG, Arup</figcaption></figure>That said, here's a laundry list of interventions which would be interesting to see modelled.

<h2>Heavy Rail</h2>

The previous state government released the heavy rail network development plan 4-5 years ago and for the most part, all new rail projects that have been announced or appeared in other public domain planning documents have loosely followed it, perhaps with the exception of staging (Mernda rail extension), alteration (Melbourne Airport rail link) or in the case of removal (the North East Link will include a Doncaster busway which effectively kills off the idea of a rail line for at least another few decades).

The four-stage plan provided a vision of Melbourne where trains would be secotrised (to provide independent operations, significantly lowering delay and disruption risks) through two new tunnels - Metro 1 (under construction) and Metro 2 (Clifton Hill to Fishermans Bend, which is now recognised as per the Fishermans Bend Structure Plan process as running from Clifton Hill to Newport).

It also provides for a reconfiguration of the City Loop which would see two of the four tracks become a through line and join the Craigieburn and Frankston lines.  Likewise the Sandringham and Upfield lines would join and form a north-south line with some hard infrastructure works at North Melbourne to separate lines and the Alamein/Glen Waverley Lines would join and run straight through to the West  providing for a second east-west line (the first will be created by joining Pakenham/Cranbourne with Sunbury and eventually Melton).

Secotirsation's primary benefit is increasing capacity on a single line, and rolling out state of the art signalling throughout all lines - like what's being done between Sunshine and Dandenong as part of the Metro 1 project - as well as continually grade separating level crossings will allow far greater frequency of service.  The condundrum for increasing frequencies fundamentally changes from a network (track) problem to one of procuring the right amount of rolling stock.

Therefore, IV would do us all a public service by testing the following:

<ul>
<li>assume an accelerated programme to ensure Metro 2 starts sometime soon during or after the main works for Metro 1 are complete as well as conducting the City-loop configuration - this might complete by 2035 (and outside the 2030 future case), but just assume at least one of those extra heavy rail projects is complete and open for service</li>
	<li>what's the impact on modal share in the outer suburbs (Metro 2 links two of the outer suburban growth areas - Mernda &amp; Werribee) as well as the inner suburbs?</li>
	<li>what's the impact on major freeways - West Gate, Monash &amp; Eastern?</li>
</ul>
Time for some creativity

As per the heavy rail network plan, the Alamein and Glen Waverley line become eastern branches of a second cross-town line to the West - what happens when the Alamein line is extended south with a stop at Chadstone and then interchange at Oakleigh on the Metro 1 line?  What happens when that line is extended further to become the Rowville line?

The original Rowville Rail study explicitly excluded this link and we therefore have no idea what the impact of a train station at Chadstone shopping centre is.  Take a look at the road utilisation image from the report above - that kind of Alamein extension would drive right through the heart of the predicted congested areas in 2030.

And getting even more creative.

We're no strangers for advocating for researching and building an orbital rail network for Melbourne.  This <a href="/news/revisiting-a-melbourne-orbital-rail-line">article from March</a> might serve well for some inspiration. 

The radial heavy rail network with all the above network expansions will have an enormous amount of new capacity built in, assuming all lines run on ten minute off-peak and sub-ten minute peak frequencies (with maximum throughput only governed by the number of trains available for each line &amp; thanks to full sectorisation).

What happens to travel patterns when Melbourne's rail lines are all knitted together outside the core of the city, through the suburban job and leisure/shopping clusters like Monash University &amp; employment centre, Box Hill, Deakin University, Doncaster, Highpoint, Sunshine and Northland which could also see significant new residential and job spaces created?

That's our public transport 'freeways' covered - now let's look at everything else.

<h2>Trams</h2>

Our tram network is the backbone of local and one-transfer from the rail network travel in the inner-city, but the network runs embarrassingly slow.  If you've been living under a rock, you might have missed that the inner-city is an enormous growth engine, not just in jobs, but for where people want to live. 

We're thankfully starting to see the middle ring of suburbs start to see intensive development, but central Melbourne as a sacred cow of activity is unlikely to be thrown off course - and the tram network allows those locals to move about the inner-city and the fringe middle-ring suburbs in some cases.

To give some context, here's an anecdote.  For the past three weeks I've been travelling to the Victoria gardens area of Abbotsford/Richmond a lot - a peak direction commute from the north to the city and then a counter-peak commute from the city out to Victoria Gardens.

In the morning peak, clearways only operate city-bound on Victoria Street between Victoria Gardens and Hoddle Street and only operate outbound in the afternoon peak.

There are two tram route choices - the 12 (which originates/terminates at Victoria Gardens) and the 109 which runs right out to Kew and Box Hill.  In the afternoon peak, to travel from Victoria Gardens to Hoddle Street - about half the journey toward the city &amp; Parliament station - it's taken on average 13 minutes, on one day it took 18 minutes.  To travel approximately 2km. 

This is running pace and a shocking indictment on how cars are prioritised over trams in the inner-city.

There's no doubt many other anecdotes in other parts of the tram network - especially where tram tracks run down an undivided street (the majority of the network) - but what's the impact on the transport network if, at best, all tram routes which are in this narrow road scenario all become permanent clearways (and on-street parking replaced off-street) or in a compromise, what's the impact of all tram routes become peak-hour clearways (regardless of peak direction)?

The tram network suffers the same fate as the heavy rail network - connections (excluding the Chapel Street and Moonee Ponds-Footscray tram) can only be made in the CBD - what would the impact on the transport network be if the old inner-city rail route were to re-open as a tram route linking Royal Park with Clifton Hill and perhaps an entirely new connection from South Yarra via Domain and into Fishermans Bend?

<h2>Buses</h2>

The MABM fact sheet notes that 'it is also more suited to modelling behavioural responses to complex changes to the transport landscape that are likely to occur in coming years and decades' with examples including the emergence of connected and autonomous vehicles.

Well here's some low hanging fruit for the suburbs and the last mile part of the public transport network that is currently dominated by cars in the growth areas and some of the more established suburban areas: '<a href="/news/victoria-starts-trial-of-an-autonobus-at-la-trobe-university">autonobuses</a>'.

Granted, modelling the impacts on behaviour with autonobuses will be difficult and no doubt requires many more assumptions to be made, but early modelling will be valuable as a baseline as the technology and regulatory regime around autonomous vehicles develops.  One suspects this would tie in with Infrastructure Victoria's other pet area of research: road pricing regime change.

And of course, the bus as we know it today, much maligned as it is (whether fairly or unfairly), should also get a lot of modelling love.  It's with some warped and outdated egalitarian ethos that roads in Victoria are treated as a free-for-all with limited priority for road-based public transport, but let's model the behavioural change by doing away with the last century road's policy thinking.

The fixed route bus is likely to be here for many decades to come, especially as the regulatory regime and technology for autonobuses evolve, and in the near term it is still the mode that can be rolled out the fastest and still the mode that really ought to have a much bigger focus in the city's public transport network.

So what happens when major arterial roads see a greater rollout (and policing!) of bus lanes - in the same way that trams might get permanent clearways?  How will fixed route buses running on high frequencies on trunks integrate with autonobuses in future?  How much more people moving capacity do we get out of existing road network is there in the widescale priority given to public transport services?
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What interventions should Infrastructure Victoria test with its new Melbourne Activity Based Model?

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Spring Street has released details of a large shutdown of the Pakenham/Cranbourne and Frankston lines which will allow workers to complete major upgrades to the rail infrastructure.

The work is required to allow for the introduction of the new High Capacity Metro Trains (HCMTs) and will involve upgrading power &amp; catenary, signalling and communications equipment in the Dandenong (Pakenham/Cranbourne) corridor.

The Frankston line is seeing the shutdowns to allow work to be completed around Caulfield junction where the Frankston and Dandenong corridor lines meet.

According to the state government, the work to allow HCMTs to run on the Pakenham and Cranbourne lines, is the largest restoration of the catenary in the corridor for more than 20 years and it is the first rail systems upgrade in the history of the Pakenham/Cranbourne lines.

The timetable of works and shutdowns is as follows:

<ul>
<li>Buses will replace trains on the Pakenham/Cranbourne lines between Flinders Street and Westall and on the Frankston line between Flinders Street and Moorabbin from January 2nd to 9th.</li>
	<li>Buses will replace trains between Caulfield and Dandenong from January 10th to 17th and later in February, at a specific date yet to be determined, buses will replace trains between Westall and Dandenong for two weeks.</li>
</ul>
Level Crossing Removal work on the Dandenong corridor will continue unabated during this time.

Lead image credit: <a href="https://www.facebook.com/levelcrossings/">Level Crossing Removal Authority</a>
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Shutdown and upgrade of Pakenham/Cranbourne and Frankston line to occur over January and February 2018

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From this week passers-by on Swanston Street will be able to get a glimpse of the progress at the newly named Town Hall station construction site.

The Lord Mayor and Public Transport Minister unveiled the viewing platforms on Wednesday.

To coincide with the opening of the viewing areas on the footpath of Swanston Street, it was announced that demolition of the underground car park at City Square and attached to the Westin will accelerate over the coming days.

Jacinta Allan said that there will be some disruption to Flinders Lane as City Square is demolished and the works had been timed to minimise closures through the Christmas and January events period.

<blockquote class="twitter-tweet" data-partner="tweetdeck">
Members of the public will now be able to watch construction of Town Hall station from viewing windows on the site <a href="https://twitter.com/JacintaAllanMP?ref_src=twsrc%5Etfw">@JacintaAllanMP</a> <a href="https://twitter.com/LordMayorMelb?ref_src=twsrc%5Etfw">@lordmayormelb</a> <a href="https://t.co/8Flu6K4Tp8">pic.twitter.com/8Flu6K4Tp8</a>
— Kieran Rooney (@KieranRooneyCM) <a href="https://www.propertyobserver.com.au/https://twitter.com/KieranRooneyCM/status/938203787700838401?ref_src=twsrc%5Etfw">December 6, 2017</a>
</blockquote>

CPB Contractors, John Holland and AECOM Australia are up against Laing O'Rourke, Kellogg Brown &amp; Root and WSP in the shortlist for the Rail Infrastructure Alliance (RIA) contract.

According to a Spring Street media release "the RIA will connect the Metro Tunnel to the rest of the network by upgrading and building new infrastructure including a new platform and turnback facility at West Footscray station, and track and signalling work between Tottenham and Oakleigh".

"The RIA will also build tunnel entrances where the Metro Tunnel joins the network in Kensington and South Yarra".

The contract has a value of approximately $1 billion.

<h2>Comment</h2>

If the coverage of individual site progress for the Level Crossing Removal programme is anything to go by, the Melbourne Metro project looks set to have a high degree of media and social media exposure as well.

In fact, we need to cast our gaze north of the Murray and look at what the Sydney Metro project is seeing in terms of coverage - both images and video - by the authority undertaking the project up there.

When the tunnels were being constructed in North West Sydney, an online map would plot the real-time position of the TBMs and there is consistent video footage from drones published on a regular basis.  

Here's hoping we get the same level of coverage once the TBMs are in the ground down here.

Lead image credit: <a href="https://www.propertyobserver.com.au/https://twitter.com/LordMayorMelb/status/938206490782965760">@LordMayorMelb</a> on twitter
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Melbourne Metro Tunnel construction viewing areas open as new shortlist of bidders announced

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Articles in <a href="http://www.theage.com.au/victoria/melbourne-airport-rail-to-be-under-way-within-10-years-premier-says-20171122-gzqywe">The Age</a> and <a href="http://www.heraldsun.com.au/news/victoria/melbourne-airport-rail-link-can-transform-victoria-daniel-andrews-says/news-story/e350f8f64bde9952bbd345d458d002a3">Herald Sun</a> this morning and later from the <a href="https://www.propertyobserver.com.au/http://www.abc.net.au/news/2017-11-23/melbourne-airport-rail-link-could-be-well-underway-by-2026/9182036">ABC</a> have reported on the first signs of what Victorians might expect from the Melbourne Airport Rail Link which, thanks to a Federal government cash commitment, has seen the speeding up of a project which has broad populist appeal.

The drops to The Age and Herald Sun reported that the Premier would give a speech before the Victorian Chamber of Commerce and Industry today that would see an integration of the works to complete a Melbourne Airport Rail Link with multiple rail infrastructure projects, some of which have already been foreshadowed.

As quoted across all three outlets, the Premier said "It can't just be an expensive funnel for tourists and business people between the CBD and airport. Instead, it can transform the way people live, work and travel across Victoria.  In our view, the airport link has the potential to unlock western and northern Victoria."

The Age made mention of the well publicised Rail Futures Institute Airtrain concept <a href="http://www.railfutures.org.au/2017/11/intercity-and-airttrain-presentation-to-regional-cities-victoria/">which was recently presented to Regional Cities Victoria</a> - a group represented by the 10 largest regional cities in the state.

All media outlets were running commentary from the Federal Transport Minister Darren Chester on the start of the process to figure out how to bring forward the Melbourne Airport Rail Link - which is what the money announced in most recent state and federal budgets has been allocated for.

<blockquote>
Our expectation is we need to work with the Victorian government, that they need to get on board and be fair dinkum about this process – and we think we can get this done in 12 months – and get the Victorian public a design they can work with, and get on with the job of working out how we fund it
<cite>Darren Chester, Federal Transport Minister, <a href="http://www.theage.com.au/victoria/melbourne-airport-rail-to-be-under-way-within-10-years-premier-says-20171122-gzqywe">The Age</a></cite>
</blockquote>

The ABC is carrying comments from the Public Transport Minister, Jacinta Allan: "What we know is this concept can work.  We've now got to do the planning to look at how, from a construction point of view, we can deliver it"

<h2>Comment</h2>

<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/airtrian.png" rel="gallery-all" title="Screen grab from the Rail Futures Institute's Airtrain presentation - source"><img alt="" class="image-article-full-width-580px" height="402" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/airtrian.png?itok=_zdy7TEP" title="Screen grab from the Rail Futures Institute's Airtrain presentation - source" width="580"></a>

<figcaption>Screen grab from the Rail Futures Institute's Airtrain presentation - <a href="http://www.railfutures.org.au/2017/11/intercity-and-airttrain-presentation-to-regional-cities-victoria/">source</a></figcaption></figure>It's early days as it appears the joint planning process has only just begun however the Premier and Public Transport Minister's comments point to the Rail Futures Institute Airtrain proposal as their inspiration for the Melbourne Airport Rail Link.  I must stress this is merely an observation &amp; speculation and has not been confirmed - in my comments below I'm simply attempting to piece a few things together based on public domain information.

Some people might remember the Regional Rail Link project was at the time sold to the public as one that separates regional V/Line operations from Metro services within Melbourne.  Likewise, you wouldn't be alone in being confused by the earlier reports this morning that the Melbourne Airport Rail Link would disentangle metro and regional services - this was done as part of the RRL project.

The issue right now is that Vline services are doing the heavy lifting of picking up passengers in outer suburban areas - the 'disentangling' comments might be a reference to building out the rail corridors so that this practice stops.

The Premier's comments emphasise "high speed" rail connections to Geelong and Ballarat (they already exist but run on slower dedicated track within inner-west Melbourne) however this appears to relate to the notion that another set of tracks, outside of the existing corridor, will be built between Southern Cross and Sunshine, just like the Rail Futures Institute proposal.

Reading between the lines further, it appears the Regional Rail Link may see quadruplication earlier than first imagined as the ABC report makes mention that Wyndham Vale would see electrified metro services as well as Melton (which has been a well-publicised medium term goal for the government).

Bridge spans and stations that were built as part of the Regional Rail Link already appear to cater for a future where four tracks co-exist in the corridor, potentially in a scenario where the tracks and platforms which are now in operation would be electrified and eventually have metro services running on them and the new third and fourth tracks acting as the express route for Geelong trains.

Quadruplication in the Sunshine to Deer Park/Caroline Springs rail corridor has also been foreshadowed as part of the Melton electrification project (and Ballarat line upgrade works that are currently underway).

While the various media reports don't expand on the "the airport link has the potential to unlock western and northern Victoria" comments, again reading between the lines, this is where the Rail Futures Institute's proposal comes in to play.

It proposes to build a new dedicated set of tracks from Southern Cross, almost immediately heading underground through North Melbourne, Kensington and bypassing the Footscray station precinct then surfacing briefly near West Footscray then heading underground again at Sunshine where the interchange would be expanded.

The RFI Airtrain proposal sees the underground Sunshine segment gently turning (in order to allow for higher speeds through the curve) northeast and surfacing on the well known Albion corridor where the rail line would then enter the Melbourne Airport grounds from the south and have an underground station at the airport's terminals. 

The RFI proposal's second stage would see new track built northwards from the airport with one branch connecting to the Bendigo line and another connecting to the North East/Shepparton line; this is how 'opening up' northern and western Victoria would likely be done - by segmenting these regional lines (and upgrading them to taker faster trains in the case of Shepparton/Albury-Wodonga) and running regional services, as well as a CBD-Sunshine-Airport and vice versa shuttle.

Regardless, we've been promised with more detail in the new year yet one thing looks clearer: judging by the comments from the state government at least, new rail routes like an extension of the Flemington Racecourse line or a branch of the Craigieburn line are not a high priority.  

All rail lines still lead to Sunshine!
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The spotlight briefly shines on Melbourne Airport Rail Link once again

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Earlier this month the State Government announced a new station between Rockbank and Melton would be built at Toolern.  The announcement is one of many which are slowly creating a picture of how an electrified metro line between Sunshine and Melton will look.

In the most recent budget, half a billion dollars was set aside for Ballarat line upgrades.  On top of adding capacity further down line beyond Melton - new passing loops, closing the original alignment that was bypassed as part of the regional fast rail project from last decade - the Melton to Deer Park junction would have a second track added.

The Melton-Ballarat railway line and Western Freeway corridor is one of the major growth corridors of undeveloped land contained within the urban growth boundary.

At the same time as the plans for Toolern station were unveiled - a public consultation phase is set to begin soon - it was also confirmed that Rockbank station rebuilding works will commence and that a consortium of Lendlease, Coleman Rail and SMEC has been announced as the prefgerred bidder to deliver the project.

<h2>But wait there's (possibly) another station on the way</h2>

New South Wales-based Stockland recently completed a precinct structure plan (PSP) at what it dubs Mt Atkinson, located a little closer to the city than Toolern, between Rockbank and Caroline Springs Stations on the Melton-Ballarat line.

Mt. Atkinson, according to its <a href="http://www.mountatkinson.com/MOU11860_MtA_Masterplan_DD03.pdf">masterplan</a>, is a mixed-use low-medium density residential and commercial-industrial development to be developed on greenfields to the south of the railway line.

A town centre will be located adjacent to a future railway station and likewise, this is the area where higher-density development occurs in visualisations from the development's <a href="http://www.mountatkinson.com/">website</a>.

When (if?) this station goes ahead, the railway line between Melton and Sunshine would have a station on average every 1-2 km, similar to other outer suburban lines like Pakenham and Lilydale: Sunshine, Ardeer, Deer Park, Caroline Springs, Mt. Atkinson, Rockbank, Toolern and Melton.

<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/mtatkinson_station.jpg" rel="gallery-all" title="Screen capture from mtatkinson.com"><img alt="" class="image-article-full-width-580px" height="321" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mtatkinson_station.jpg?itok=qCUR_PEb" title="Screen capture from mtatkinson.com" width="580"></a>

<figcaption>Screen capture from mtatkinson.com</figcaption></figure><h2>The final uncertainties</h2>

The Melbourne Metro Tunnel project is going to link the Sunbury line to the Pakenham/Cranbourne lines and a side benefit of it is that it opens up the Melton should, when electrified, to join that service group.

The junction is Sunshine and it's likely a great deal of work will need to be done.

First and foremost, there will be a lot of mixed stopping pattern rail traffic between Sunshine and Deer Park - where the Regional Rail Link (Geelong line) branches off the Ballarat line -  assuming an electrified Melton line would operate stopping-all-stations and Geelong/Ballarat V/Line services would run express.

Foreshadowed in the Melbourne Metro Tunnel business case in its Extended Works Program, Sunshine to Deer Park junction would be quadruplicated - expanded from two tracks to four - that would separate the Vline traffic for Geelong from the Melton metro line and partially separate Vline traffic for Ballarat.

Focus shifts to Sunshine junction &amp; station because adding another track pair toward Deer Park would increase the conflicts between lines if the junction were to be built cheaply by connecting the new track pair across a flat junction.  

<iframe allowfullscreen="" frameborder="0" height="450" scrolling="no" src="https://www.google.com/maps/embed?pb=!1m0!4v1511218100454!6m8!1m7!1sd5k8WY5neciB0W2jphxS4Q!2m2!1d-37.78766936809991!2d144.8321360547907!3f326.11751193645426!4f-5.4382767613060565!5f1.1924812503605782" style="border:0" width="100%"></iframe>

The <a href="http://www.railfutures.org.au/2017/08/airport-railway-presentation-to-brimbank-council/">Rail Futures Institute has long had a proposal out in the public domain</a> to build a new dedicated Airport-Bendigo/Seymour rail line which would see a new set of underground platforms (and underground alignment) at Sunshine which would remove the potential conflicts with Bendigo Vline services.

It follows that with Bendigo Vline conflicts removed from Sunshine junction, the only remaining major conflict is the new metro track from Deer Park connecting with the existing Sunbury-Watergardens track - perhaps a single flyover of the Sunbury-bound track rising over the Melbourne-bound track from Deer Park would 'do the job' in this case.

The Federal and State Governments are now assessing options to speed up the delivery of a rail line to Melbourne Airport and the Rail Futures Institute proposal is likely competing against other ideas and therefore nothing is certain in this matter, however the RFI proposal may simplify things for the Sunshine junction and station in the Melton electrification context.

Regardless, Sunshine is the last unknown piece of the puzzle to electrify and bring metro services to Melton.
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Toolern not likely the last station to be added to a future electrified Melton line

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Golden Age Group, <a href="/developers/golden-age-group">developer</a> of projects like Sky One in Box Hill, Victoria One and Collins House in the CBD, has announced it has signed an agreement with Starwood Capital Group to enter into a joint venture to manage the hotel component within the new 85 Spring Street.

The $600 million mixed-use development has frontages to both Little Collins and Spring Street. Golden Age Group purchased site from Grocon during February 2017 for $75 million, consequently enlisting Bates Smart to redesign the project.  

Hotel aspect aside, the project is set to include 138 apartments across 39 levels in a building which fronts Spring Street and overlooks the parliamentary precinct. Starwood's signature sees it manage a second building fronting Little Collins Street which will rise to 26 levels and include 250 hotel suites plus amenities such as a bar, restaurants, conference rooms and a gym.

The hotel is tentatively slated to open in 2020, meaning a construction start is likely next year.

<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/springstreet_ex_hero_collins.jpg" rel="gallery-all" title="85 Spring Street, image - supplied"><img alt="" class="image-article-full-width-580px" height="531" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/springstreet_ex_hero_collins.jpg?itok=-QbXvRc4" title="85 Spring Street, image - supplied" width="580"></a>

<figcaption>85 Spring Street. Image: Golden Age Group</figcaption></figure><h2>What the say</h2>

<blockquote>
Melbourne's hotel market has shown continued growth in rates with strong, stable occupancy and increasing demand due to Melbourne's extensive events calendar and growth in international tourism. We believe strongly in hotels as a well-performing asset class and in the continued strength of the tourism industry
<cite>Jeff Xu, the managing director of Golden Age Group</cite>
</blockquote>

<blockquote>
We are excited by the opportunity to enter Melbourne's growing tourism market alongside such a successful property development and partner as Golden Age Group. Melbourne's hotel market achieves almost 80% occupancy while demand continues to grow. 

With several new component hotel offerings planned for the Melbourne hotel market, we believe a hotel in this tremendous location with many park view rooms and adjacent to the vibrant city's best retail, restaurants and leisure offerings should perform very well.
<cite>Kevin Colket, Asia MD, Starwood Capital Group</cite>
</blockquote>

<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/image45_3_0.jpg" rel="gallery-all" title="Previous iterations of the design of 85 Spring Street."><img alt="" class="image-article-full-width-580px" height="373" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/image45_3_0.jpg?itok=URTBMVDV" title="Previous iterations of the design of 85 Spring Street." width="580"></a>

<figcaption>Previous iterations of the design of 85 Spring Street.</figcaption></figure>85 Spring Street has had <a href="/news/momentous-designs-both-gained-and-lost-in-the-space-of-a-week">an interesting planning history</a> with the most recent planning approval achieved in 2015 under then project architect Denton Corker Marshall.

Golden Age Group's addition of 85 Spring Street to its development ranks earlier this year has seen its development portfolio expand to an estimated $4.2 billion. 85 Spring Street's 338 apartments and hotel suites joins the roughly 1,000 apartments and serviced apartments Golden Age Group has yet to act upon via two additional projects, namely <a href="/buildings/sky-garden-235-springvale-road-glen-waverley">The Glen</a> and Box Hill's <a href="/new-apartments/sky-sqr-517-521-station-street-box-hill">517-521 Station Street</a>.

The joint venture transaction between Golden Age Group and Starwood Capital Group is subject to regulatory approval, with the hotel brand name likely to be announced thereafter. 
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Golden Age and Starwood Capital partner for 85 Spring Street's hotel component

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The trial of an autonomous bus - or autonobus as it is being dubbed - has kicked off in Victoria on La Trobe University's main campus after other states have begun similar trials.

Autonomous buses are just that: small buses with no driver, packed with sensors so the vehicle can feel its way from A to B.  The vehicle in question does not have an internal combustion engine - it's electric - and manufactured by French company <a href="http://navya.tech/en/">Navya</a>.

One of the key partners on the trial is the RACV and this mirrors the experience in other states with their respective royal automobile mutuals playing a key part - the<a href="https://www.propertyobserver.com.au/http://www.abc.net.au/news/2017-03-15/driverless-bus-intellibus-notches-up-2000-passengers-in-trial/8354524"> RAC took part</a> in the trial of the first of its kind in Perth and <a href="https://www.mynrma.com.au/community/news-and-media-centre/nrma-joins-first-ever-automated-shuttle-trial">NRMA is a backer of the NSW</a> trial that began in August.

La Trobe University's Bundoora campus is the testbed for the Victorian trial with the bus running on a defined route linking the main bus interchange with other sections of the campus.

<a href="http://www.latrobe.edu.au/technology-infusion/autonobus">According to La Trobe</a>, the autonobus 'is being trialled to gain an understanding of the technology involved including how autonomous shuttles integrate with our road system and how humans interact with automated technologies.'

<blockquote class="twitter-tweet" data-partner="tweetdeck">
Buckle up, <a href="https://twitter.com/hashtag/Victoria?src=hash&amp;ref_src=twsrc%5Etfw">#Victoria</a>. Say hello to the state's first self-driving vehicle: Autonobus: <a href="https://t.co/OXNDYgEf26">https://t.co/OXNDYgEf26</a> <a href="https://twitter.com/hashtag/smartcities?src=hash&amp;ref_src=twsrc%5Etfw">#smartcities</a> <a href="https://twitter.com/hashtag/AI?src=hash&amp;ref_src=twsrc%5Etfw">#AI</a> <a href="https://twitter.com/hashtag/transport?src=hash&amp;ref_src=twsrc%5Etfw">#transport</a> <a href="https://twitter.com/hashtag/iot?src=hash&amp;ref_src=twsrc%5Etfw">#iot</a> <a href="https://t.co/VRCv2x4bUf">pic.twitter.com/VRCv2x4bUf</a>
— La Trobe University (@latrobe) <a href="https://www.propertyobserver.com.au/https://twitter.com/latrobe/status/929851052718878720?ref_src=twsrc%5Etfw">November 12, 2017</a>
</blockquote>

In reality, this trial at La Trobe's Bundoora campus is one in a very long global list for the Navya vehicle - which is being supplied by HMI Technologies in Victoria.  

Australia may have lost its private vehicle manufacturing industry, yet our market is clearly of interest to new manufacturers, regardless of the infancy level that technology and regulatory systems are at.

The mind boggles with the potential applications of this type of vehicle.  <a href="/news/autonomous-vehicles-the-golden-opportunity-to-right-the-wrongs-of-our-auto-centric-cities">As I've written before</a>, an exciting application for autonobuses might be to liberate people from car ownership.

The economics will have to change - and that is likely to come after the regulatory framework for autonomous vehicles is sorted and manufacturers go mass-market - and I'll be the first to admit we're a long way off, but with a little bit of leadership, we have the chance to write the wrongs of our overwhelming auto-centricity.

During the trial the Navya vehicle will operate on a defined route - much like a bus, tram or train service - however it can also head off into 'roam' mode - turning it into something resembling a taxi, where users can flag it down - most likely through a smart phone app - and then complete their journey.

There is a long way to go until households who live in Public Transport deadzones can truly be liberated from multiple-car ownership through the wide-scale rollout of autonobuses, however eyes on the prize please Spring Street, innovators sometimes need guidance and it's time to get more active.

For those who would like a first-hand experience can register their interest on <a href="http://www.latrobe.edu.au/technology-infusion/autonobus/register-your-interest">La Trobe University's website</a>.
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Victoria starts trial of an 'autonobus' at La Trobe University

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On Monday the Minister for Public Transport Jacinta Allan unveiled the plans for 22.5 hectares of new open space that is being created under and beside the elevated track and stations now under construction between Caulfield and Dandenong.

In so doing, the public now has access to a wider range of renders which depict in far greater dealer how each precinct will appear once complete.

A new 17 kilometre walking/cycling path which will connect the Caulfield campus of Monash University with the East Link Trail is a key feature of the new open space along with the planting of 30,000 new trees and shrubs, according to a Spring Street media release.

The Level Crossing Removal Authority (LXRA) has created an <a href="http://levelcrossings.vic.gov.au/crossings/caulfield-to-dandenong/open-space/gallery-page">online gallery</a> dedicated to the open space in the Caulfield-Dandenong corridor.

<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/hughesdale-linear-park-year-1_caption.jpg" rel="gallery-all" title="Render depicting new parkland near Murrumbeena soon after construction is complete - image LXRA"><img alt="" class="image-article-full-width-580px" height="332" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/hughesdale-linear-park-year-1_caption.jpg?itok=uYlbjYq_" title="Render depicting new parkland near Murrumbeena soon after construction is complete - image LXRA" width="580"></a>

<figcaption>Render depicting new parkland near Murrumbeena soon after construction is complete - image LXRA</figcaption></figure><blockquote>
This area of Melbourne has the smallest amount of parkland in Victoria - we're proving more space for locals and families to come together, exercise and play.  Some of Melbourne's most vibrant precincts are located around elevated rail and this open space will help invigorate shopping and hospitality along the corridor
<cite>Minister for Public Transport, Jacinta Allan</cite>
</blockquote>

The new greenery is focused on eucalypts and other native species with 4000 new trees to be planted. Strung along the corridor will be a network of dedicated spaces such as multi-purpose sports courts, fenced dog parks in Clayton and Noble Park as well as spaces dedicated to rock climbing.

<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/hughesdale-linear-park-year-20_caption-.jpg" rel="gallery-all" title="Render depicting new parkland near Murrumbeena 20 years after construction completes - image LXRA"><img alt="" class="image-article-full-width-580px" height="332" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/hughesdale-linear-park-year-20_caption-.jpg?itok=abJF_jjp" title="Render depicting new parkland near Murrumbeena 20 years after construction completes - image LXRA" width="580"></a>

<figcaption>Render depicting new parkland near Murrumbeena 20 years after construction completes - image LXRA</figcaption></figure>Also confirmed on Monday was a new $15 million maintenance fund dedicated to providing for the long-term care of the new open space and will be used for graffiti removal, weeding, cleaning and rubbish collection.

As mentioned earlier and whether deliberate or inadvertent, the public now has access to a wider array of renders which provide a far clearer picture of how the rail corridor will eventually look, including a set of <a href="http://levelcrossings.vic.gov.au/crossings/caulfield-to-dandenong/open-space">aerial maps</a> in each of sections which will have new elevated track and stations.  

Work on the open space will begin in the new year.

<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/Z54iLZozDWg" width="100%"></iframe>
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Wraps come off new linear park plans between Caulfield and Dandenong

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It's similar to when a new high-rise building progresses beyond ground levels and reaches a point where the new facade starts to appear - the 'will it look like the renders?' questions can start to be answered. 

At Noble Park, where the new elevated station is being constructed adjacent to the existing railway station, the first piece of the distinct canopy which is a feature of all five new stations in the Dandenong corridor has appeared on site and fixed in position.  Escalators have also appeared.

Until this point, the most visible signs of work have primarily involved the construction of the elevated track, now we're getting down to the business end with the new stations appearing. 

<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/noble_2.jpg" rel="gallery-all" title="The new Noble Park station canopy being lifted - 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/noble_2.jpg?itok=UJbIgwGk" title="The new Noble Park station canopy being lifted - image LXRA" width="580"></a>

<figcaption>The new Noble Park station canopy being lifted - image LXRA</figcaption></figure>2.8 kilometres of beams have now been installed, completing two of the three elevated sections of new elevated track as part of the 'CD9' - Caulfield-Dandenong 9 - level crossing removal programme.

The last beam was hoisted into place last week in Clayton with the Level Crossing Removal Authority (LXRA) documenting the event on its <a href="https://www.facebook.com/levelcrossings/photos/ms.c.eJw9yMENACAIA8CNTAuF4v6LmRjjPY894Wxg1La0eKM2b1T~_iGJK3C8a5ICwD9IDDaY~-.bps.a.1330080867066595.1073741878.843601892381164/1682735918467753/?type=3&amp;theater">facebook</a><a href="https://www.facebook.com/levelcrossings/photos/ms.c.eJw9yMENACAIA8CNTAuF4v6LmRjjPY894Wxg1La0eKM2b1T~_iGJK3C8a5ICwD9IDDaY~-.bps.a.1330080867066595.1073741878.843601892381164/1682735918467753/?type=3&amp;theater"> page</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/noble-park-design.jpg" rel="gallery-all" title="Render of the new Noble Park station - image LXRA"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/noble-park-design.jpg?itok=Tzl7O1c0" title="Render of the new Noble Park station - image LXRA" width="580"></a>

<figcaption>Render of the new Noble Park station - image LXRA</figcaption></figure>The LXRA has confirmed the intersection of Heatherton Road and Memorial Drive &amp; Mons Parade will be signalised. 

The existing pedestrian crossing will be moved and integrated with the new intersection, complete with dedicated bike signals.

Project director Brett Summers said "the bigger picture is that at the end of this project there will be a new 17-kilometre walking and cycling trail stretching all the way from Yarraman to Caulfield.  With that in mind we want to make it as easy as possible for people to head off that trail and have safe, direct access to the skate park and nearby residential areas."

<iframe allowfullscreen="" frameborder="0" height="450" scrolling="no" src="https://www.google.com/maps/embed?pb=!1m0!4v1510089050969!6m8!1m7!1sTo-eilmpZ3V15Jes4M0YvQ!2m2!1d-37.96537110403422!2d145.1750131206808!3f4.186659000336166!4f2.1769838646090847!5f0.7820865974627469" style="border:0" width="100%"></iframe>

Exact opening times are not set in stone as yet, however, a spokesperson for the Level Crossing Removal Authority confirmed there will likely be a staggered commissioning of the new elevated track and new stations.

By the looks of things, it's a safe bet Noble Park will be the first cab off the rank in the Caulfield-Dandenong corridor.

<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/noble_escalators.jpg" rel="gallery-all" title="Escalators have been moved into place to allow access to the elevated station - image LXRA"><img alt="" class="image-article-full-width-580px" height="773" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/noble_escalators.jpg?itok=TqUV-KIB" title="Escalators have been moved into place to allow access to the elevated station - image LXRA" width="580"></a>

<figcaption>Escalators have been moved into place to allow access to the elevated station - image LXRA</figcaption></figure>
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New station canopy and escalators appear at Noble Park

Joel Robinson

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

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

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

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

A collection of just 25 large-format apartments and penthouses overlooking Goodwin Park is entering the Coolangatta market, with <a href="https://www.apartments.com.au/new-apartments/marea-residences-coolangatta-27-27a-dixon-street-coolangatta-qld-4225">Maréa Residences</a> combining a low-density, residential-only approach with uninterrupted park and Pacific Ocean outlooks.

Located at 27 Dixon Street, Maréa comprises three and four-bedroom residences alongside a limited number of dual-level penthouses, with the project positioned between Goodwin Park and <a href="https://www.apartments.com.au/developments/coolangatta-qld-4225">Coolangatta</a>’s coastal precinct.

Construction has commenced, with completion currently estimated for late 2027. Three-bedroom residences are priced from $1.8 million.

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The project has been designed around its northern outlook across the park, with the building’s architecture, landscaping and material palette intended to establish a connection with the neighbouring green space. The residences have been configured to maximise natural light and views across Goodwin Park towards the ocean.

Inside, the material palette incorporates timber, stone and brushed brass, complemented by curved detailing and ambient lighting. Kitchens and bathrooms carry the same natural material approach, while residences also include basement parking, storage and lift access.

Maréa’s penthouses are arranged over two levels and include private pools, adding another layer to the project’s focus on larger-format apartment living. Across the development, residences are configured with three or four bedrooms rather than the broader mix of smaller apartment types commonly found in larger projects.

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Resident amenity is concentrated at rooftop level, where landscaped entertaining terraces and pools take advantage of elevated views across Coolangatta and the Pacific Ocean.

The project has so far been particularly well received by local owner-occupiers and downsizers, according to Urban Activation Property Sales and Marketing Director Matt George, with the residential-only format, construction quality and northern park outlook among the features resonating with purchasers.

“The uninterrupted northern aspect overlooking Goodwin Park has been a key point of difference, with buyers attracted to the sense of serenity and open space the park provides, while still enjoying easy access to the ocean and being within walking distance of the lifestyle and amenities Coolangatta has to offer,” George said.

[smartcode_project:default project_id=150999 project_image_fid=374002]

“The combination of high-quality construction, a residential-only building, park outlook and proximity to the beach has resonated strongly with the local downsizer market.”

The Dixon Street address is within walking distance of Coolangatta Beach and the broader southern Gold Coast coastline, including the surf breaks at Snapper Rocks and Kirra. Coolangatta’s cafés, restaurants and retail are nearby, while Gold Coast Airport is also within close proximity.

[smartcode_project_cta:default project_id=150999]

Maréa Residences brings parkside apartments to Coolangatta

Melbourne developer PDG has secured Victorian Government approval for its $1.5 billion Southbank development <a href="https://www.apartments.com.au/new-apartments/the-one-1-queens-bridge-street-southbank-vic-3006">The One</a>, clearing the way for the long-dormant riverfront site opposite Crown to finally be developed.

The Minister for Planning has approved the project at 1-29 Queens Bridge Street, with the Department of Transport and Planning issuing the planning permit following its assessment.

The approval will allow PDG to develop the prominent 5,059 sqm site with a major mixed-use tower comprising premium apartments, including branded residences, a luxury hotel and boutique office space.

PDG acquired the site in late 2024, with its position directly opposite Crown's main entrance and near Melbourne's Arts Precinct making it one of Southbank's most significant remaining development opportunities.

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Designed by COX in collaboration with ODO and PDG, the tower's architecture draws on the movement of the Yarra River, with six vertical pleats running the height of the sculpted facade.

The project will also see the heritage-listed Queens Bridge Hotel restored and incorporated into the development&nbsp;with new hospitality and public uses, including a rooftop venue.

A significant component of The One will be its residential amenity.

More than 5,000 sqm of resident facilities will be delivered across a single level, making it one of the largest consolidated residential amenity offerings proposed in an Australian apartment development.

The planning approval also incorporates a major upgrade of Queensbridge Square, which PDG will deliver in partnership with the City of Melbourne.

<img alt="PDG" data-entity-type="file" data-entity-uuid="73167fcd-1031-4b6f-a408-a064cfe45ed1" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-27%20at%209.29.17%E2%80%AFAM.png?VersionId=Pf1AEWxw6SNmBqR0zQW5lyEze.MtxgFp" />

The existing square will be revitalised as a new civic and pedestrian space along the Yarra River, strengthening the connection between the project, Southbank and the riverfront.

PDG Founder and Managing Director Vince Giuliano said the approval represented a major milestone for a site which has remained largely underutilised for more than 15 years.

“This is the most significant Planning Permit approval Melbourne has seen in recent years,” Giuliano said.

“For more than 15 years, this site has remained underutilised. This approval enables us to deliver a project that will contribute meaningfully to the revitalisation of Southbank, restore and reactivate an important heritage building, and create a new civic and hospitality destination for Melbourne.”

The latest approval follows an earlier planning permit issued by the City of Melbourne covering demolition works across part of the site at 9-29 Queens Bridge Street. Those demolition and early works are already underway.

PDG has also started generating early interest in the residential component from owner-occupiers ahead of a planned public launch in early 2027.

Alastair Taylor

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