ANZ believes the Reserve Bank is in no rush to move again.

Following the release of the May Monetary Policy Board Minutes, ANZ has taken the view that the RBA is now firmly in a holding pattern, with the cumulative impact of previous rate hikes giving the Board scope to assess how the economy evolves from here.

That positioning, in ANZ’s view, makes a June rate hike unlikely.

The bank continues to expect the cash rate to remain unchanged at 4.35 per cent for an extended period, with the RBA adopting what is effectively a wait-and-see approach.

The Minutes point to a Board that sees financial conditions as already restrictive, but without a clear read on just how restrictive they are. That uncertainty has shifted the focus away from immediate policy action and toward monitoring both domestic conditions and global developments, particularly the conflict in the Middle East.

As ANZ interprets it, the Board is deliberately avoiding strong forward guidance.

Instead, it is allowing itself flexibility, acknowledging that monetary policy has limited ability to influence the near-term trajectory of inflation, while also recognising that economic growth is likely to remain below potential for some time.

Despite that pause in momentum, ANZ notes that the Board still carries a tightening bias.

The Minutes reveal that, in weighing up its decision, the Board seriously considered another 25 basis point increase. The key debate centred on the trade-off between inflation and activity, particularly in the context of global uncertainty.

Ultimately, most members leaned toward the inflation side of that equation.

Underlying inflation is still expected to remain above target for an extended period, regardless of how external risks evolve. That has led to a view within the Board that the risks to its inflation objective have increased, and that the current cash rate may not be sufficiently restrictive to fully contain those pressures.

That’s important.

While the decision, for now, is to hold, the underlying tone of the Minutes suggests the door to further tightening has not been closed.

ANZ also points to commentary from Assistant Governor (Economic) Sarah Hunter, who highlighted the risk that inflation could pass through the economy more quickly and broadly than in previous cycles. Both Hunter and a majority of the Board expressed concern that inflation expectations could become less anchored after such a prolonged period above target.

That combination, persistent inflation and the risk of expectations shifting, is what continues to underpin the RBA’s cautious stance.

However, where ANZ diverges from the RBA is on the outlook for activity.

The Board appears relatively comfortable with current spending patterns, effectively downplaying recent declines in business and consumer sentiment. It notes that sentiment has historically been only weakly correlated with actual spending, and that feedback from its liaison program has not yet pointed to a meaningful slowdown in consumption.

ANZ is less convinced.

The bank believes the link between household disposable income, sentiment and spending is more direct than the RBA is currently acknowledging. With inflation continuing to erode real incomes, ANZ expects household spending to soften more materially than the central bank is forecasting.

That divergence matters because it shifts the balance of risk.

If activity weakens more than expected, the trade-off between inflation and growth changes. In ANZ’s view, that would reduce the need for further tightening and reinforce the case for the RBA to remain on hold.

It also suggests that the current policy setting may already be doing more work than the Board fully appreciates.

The broader takeaway from ANZ’s interpretation is that the RBA is walking a narrow path.

On one side sits the risk of inflation remaining elevated for longer than expected. On the other is the growing pressure on households and the potential for a sharper slowdown in activity.

For now, the Board is choosing to wait.

But it is a pause that still carries an underlying tightening bias, rather than a clear pivot toward easing.

In practical terms, that leaves the cash rate anchored at 4.35 per cent for the foreseeable future, with the next move still uncertain.

For borrowers, it reinforces the reality that relief is not imminent.

And for the broader economy, it highlights the delicate balance the RBA is trying to strike, between bringing inflation back to target and avoiding an unnecessarily sharp slowdown in growth.

According to ANZ, it is a balance that is becoming increasingly difficult to maintain.

Joel Robinson

RBA to hold rates for "prolonged period" rather than hikes: ANZ

<a href="https://www.apartments.com.au/developers/venturecrowd-property-projects">VentureCrowd</a> is down to the final Canopy Villa release at Cumulus Grand Villas in Carrara, as construction continues on the 59-residence gated community positioned above 100 hectares of natural savanna on the Gold Coast.

The remaining Canopy Villa forms part of one of four collections within the <a href="https://www.apartments.com.au/architects/bda-architecture">BDA Architecture</a>-designed community and has attracted interest from buyers seeking larger-format homes that combine privacy, security and low-maintenance living. Positioned within a private cul-de-sac and facing a protected black she oak forest, the four-bedroom villa includes a large private outdoor area suited to pet owners and families wanting more flexible space.

<a href="https://www.apartments.com.au/new-townhouses/cumulus-grand-villas-carrara-17-baltimore-court-carrara-qld-4211">Cumulus Grand Villas</a>, located at 17 Baltimore Court, comprises a mix of three and four-bedroom villas across the Skyline, Canopy, Savanna and Broadview collections. Prices currently range from $1.455 million to $1.895 million, with the final Canopy Villa priced from $1.825 million.

[smartcode_project:default project_id=135663 project_image_fid=360477]

The Canopy Collection villas offer four bedrooms, 2.5 bathrooms and approximately 245 sqm of internal space, alongside double garages and landscaped private areas. Expansive glazing, open-plan living spaces and private balconies have been designed to maximise natural light and outlooks toward the surrounding savanna landscape.

Construction is now underway across the fully funded development, which VentureCrowd says has become an increasingly important consideration for buyers assessing off-the-plan opportunities on the Gold Coast. The project is being delivered by <a href="https://www.apartments.com.au/builders/devcon">Devcon Property Group</a>, which has operated in South East Queensland since 1993 and delivered more than 1,000 homes across the region.

VentureCrowd Director of Property David Whitting previously said the project responds to changing buyer priorities in the prestige Gold Coast market.

“Flexible floorplans have proven particularly relevant for purchasers aged between 40 and 65, including next home buyers, downsizers and investors,” Whitting said.

[smartcode_project:default project_id=135663 project_image_fid=360505]

The buyer profile at Cumulus has reflected that shift toward owner-occupier-driven demand. Stuart Towns and Tracey Loynes recently purchased a Canopy Villa, drawn to both the lifestyle offering and the flexibility the home provided for their next stage of living together.

The couple, who met three years ago, sold their Robina home earlier this year after identifying what they saw as strong long-term investment potential at Cumulus while remaining within the same Gold Coast market. The villa’s private backyard was a major drawcard for their dog Luna, while proximity to golf courses including Emerald Lakes also aligned with their lifestyle interests.

Beyond the residences themselves, the community has been planned around shared lifestyle and recreation amenities. The Infinity Terrace will include a 20-metre heated pool, barbecue facilities, alfresco dining spaces and elevated retreat areas overlooking the surrounding landscape. Walking trails, a private nature reserve, orchard and herb garden are also integrated into the masterplan.

[smartcode_project:default project_id=135663 project_image_fid=360473]

BDA Architecture Director Darren Greenaway said the design approach was heavily influenced by the site’s outlook and secluded setting.

The practice sought to create what Greenaway described as a “little piece of paradise,” drawing inspiration from the elevated views, surrounding greenery and quiet location.

<a href="https://www.apartments.com.au/developments/carrara-qld-4211">Carrara</a> continues to attract buyers seeking larger homes within proximity to the coast but without direct beachfront pricing. Cumulus sits within easy reach of Broadbeach, Pacific Fair, Robina Town Centre and the M1, providing connections north to Brisbane and south toward the Gold Coast Airport and northern New South Wales.

The first stage of Cumulus Grand Villas is targeting completion in 2026.

[smartcode_project_cta:default project_id=135663]

VentureCrowd nears sell-out of Canopy Collection at Cumulus Grand Villas in Carrara

Waverley Council has made a call that many councils have been reluctant to make publicly. Growth is coming, regardless of who controls it.

The release of the Bondi Junction Vision and Master Plan is less about whether the Eastern Suburbs’ primary centre will change, and more about how that change is shaped, funded, and ultimately experienced on the ground. Waverley Council has released a 100-page plan which is effectively the first comprehensive blueprint for Bondi Junction in over two decades, and in doing so, signals a clear shift in how councils are positioning themselves in the current planning environment.

For the past 18 months, the conversation across New South Wales has been dominated by the State Government’s Low and Mid-Rise Housing reforms and the emergence of the Housing Delivery Authority pathway. Both have created faster, more centralised avenues for development approvals, particularly in well-located, infrastructure-rich areas like Bondi Junction.

Waverley Council’s response has been to move early, and decisively.

Rather than react to individual proposals as they come through the HDA or broader State-led reforms, Council has sought to establish a clear, place-based framework that sets the terms for how Bondi Junction evolves. The underlying position is relatively straightforward: if densification is inevitable, it should be tied to infrastructure, public domain improvements, and a cohesive vision for the centre, not delivered piecemeal through ad hoc applications.

<img alt="bondi junction" data-entity-type="file" data-entity-uuid="7f1f729c-ed99-4c6c-bf87-ffbce6991941" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-05-19%20at%209.58.16%E2%80%AFAM.png?VersionId=ULX4OlXKjeJ5BvNCNGL86evgXCjCfMih" />

At its core, the document is attempting to reposition Bondi Junction from what it largely functions as today, a transport interchange anchored by a major retail centre, into something far more layered. The ambition is to transform it into what the plan describes as the “civic and cultural heart of Sydney’s East,” a place that is active beyond commuting hours and capable of supporting a broader mix of uses, experiences and communities.

That repositioning is built around four key ambitions.

The first is to create a true destination. Bondi Junction already attracts significant foot traffic, with more than 86,000 daily transport users and millions of annual retail visits, but much of that activity is transient. People pass through, rather than stay.

The Master Plan seeks to change that dynamic. It leans heavily into the idea of an “18-hour economy,” extending activity well beyond traditional retail hours through dining, cultural programming, events, and a more active night-time offering. This is not just about adding more hospitality venues, but about fundamentally shifting how the centre operates, from a daytime shopping destination to a place that functions across the full span of the day and into the evening.

Oxford Street Mall sits at the centre of that shift.

Long seen as underperforming relative to its potential, the Mall is identified as one of the key catalyst projects in the plan. It is to be reimagined as a day-to-night spine, combining retail, dining, wellness and cultural uses in a way that creates a continuous flow of activity. Outdoor dining, rooftop venues, laneway activation and a curated events program are all part of the strategy, alongside significant public domain upgrades that aim to improve comfort, safety and usability.

&nbsp;

The second ambition is to transform Bondi Junction into a world-class interchange.

Despite being one of the most heavily used transport nodes in Sydney, the current experience is fragmented. Connections between the station, Westfield, Oxford Street Mall and surrounding streets are often unclear, and major roads create physical barriers that disrupt pedestrian movement.

The Master Plan proposes a more seamless, people-focused network. That includes clearer pedestrian links, improved wayfinding, better integration between transport modes, and a rethinking of how arrival into the centre is experienced. The aim is to shift the perception of Bondi Junction from a place people move through, to a place they arrive in.

The third ambition focuses on greening and open space.

One of the more consistent pieces of community feedback throughout the Vision phase was the need for more greenery, better public spaces, and a more comfortable urban environment. Despite being surrounded by major parks, Bondi Junction itself has relatively limited accessible open space, with much of the public realm dominated by hard surfaces and traffic infrastructure.

The plan responds with a network of new and upgraded public spaces, increased tree canopy, and what it terms the “Parkline,” a green link connecting Waverley Park through to Centennial Park. This is not just about aesthetics. It is about addressing heat, improving liveability, and ensuring that increased density is matched by access to high-quality outdoor space.

The fourth ambition is perhaps the most important from a development perspective: growth that gives back.

Bondi Junction is already the primary location for new housing supply in the Waverley LGA, and that is expected to continue. The area carries a target of 2,400 new dwellings by 2029, with further growth projected beyond that as demand for well-located housing continues to rise. The Master Plan does not seek to limit that growth. Instead, it attempts to shape it.

New housing is to be concentrated around transport, with stepped building heights designed to protect the character of surrounding neighbourhoods. At the same time, the plan introduces a more explicit link between development uplift and public benefit. This is where value capture becomes central.

The document outlines a framework where increased development potential is tied to contributions that fund public domain improvements, community infrastructure, open space, and affordable housing. It is an approach that recognises that much of the transformation of Bondi Junction will be delivered by the private sector, but seeks to ensure that the benefits of that growth are shared more broadly. The Civic Precinct is a key part of that equation.

Leveraging Council-owned land, the plan proposes a consolidated civic and cultural hub centred around Ebley Street. This would include new community facilities, cultural spaces, and potentially a new Council Chambers, creating a focal point for civic life that currently does not exist in Bondi Junction at scale.

It is one of several catalyst projects identified in the Master Plan, alongside the Oxford Street Mall transformation. These projects are intended to anchor change, acting as early interventions that unlock broader investment across the precinct.

Importantly, the Master Plan is not just a design document. It includes a delivery framework that sets out how these ambitions are intended to be realised.

Council is explicit in acknowledging that it cannot deliver the transformation alone. Implementation will require coordination between State agencies, private developers, landowners and the community, with a mix of planning agreements, infrastructure contributions and direct delivery mechanisms used to fund and stage improvements over time.

The plan outlines a mix of short-term, medium-term and long-term actions, from immediate public domain upgrades and planning controls, through to larger-scale projects that will unfold over the next decade or more. In practical terms, the next 12 to 24 months will be the most important.

This is when the Master Plan will move through exhibition, refinement and eventual adoption. It is also the period in which Council will seek to embed the framework into its planning controls, giving it weight in the assessment of future development applications.

Council officers have indicated that once the Master Plan is in place, it could be used as a benchmark when assessing Housing Delivery Authority proposals, and potentially reduce the need for further HDA declarations within Bondi Junction. In effect, it is an attempt to bring planning control back to the local level, while still aligning with State housing targets.

That tension between State-led reform and local planning control is not unique to Waverley. It is playing out across Sydney.

&nbsp;

&nbsp;

&nbsp;

If delivered as intended, Bondi Junction will become denser, more active, and more complex. It will support more residents, more workers, and a wider range of uses, extending beyond its current retail core into a more layered urban environment.

“The civic and cultural heart of Sydney’s East”: Bondi Junction masterplan revealed

Toorak's dress circle St Georges Road, home to some of the city's priciest homes, is set for a rare new apartment development.

Blood Diamond Group, an entity tied to Tina Brandi, wife of David Brandi who has been a prolific bidder on The Block over the years, has filed plans for an ultra-exclusive development across an amalgamated 3,662 sqm site at <a href="https://www.apartments.com.au/new-apartments/104-106-st-georges-road-toorak-vic-3142">104 and 106 St Georges Road</a>.

The proposal would replace two existing homes on the riverfront site with a five-level apartment building cascading down the steeply sloping land toward the Yarra River. Designed by Charles Wright Architects, the development has been carefully shaped around the site’s topography and river environs, with the upper levels stepping back to reduce visual bulk from both St Georges Road and the Yarra corridor.

Planning documents describe the proposal as “a site layout and building typology that is consistent with the emerging character of the area and which provides exceptional amenity for future residents without compromising that of neighbouring properties.”&nbsp;

<img alt="First look: Blood Diamond Group unveils riverfront apartment plans for Toorak Pavilion" data-entity-type="file" data-entity-uuid="ea19a17e-7528-4fa8-b727-05f2f7c025e5" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Toorak%20pavilion%20a_0.png?VersionId=rZ2IjdoUL_UrRl1sZ4wZHnQXbYUaEmUQ" />

The scheme comprises 12 apartments, including 10 three-bedroom residences, one one-bedroom apartment, and a substantial split-level five-bedroom penthouse. A 624 sqm communal rooftop terrace will crown the building, while three undercroft levels embedded into the hillside will accommodate apartments and basement parking.

The design leverages the site’s dramatic northern outlook across the Yarra River, with living areas and balconies oriented toward the water. A central atrium running the full height of the building is intended to draw natural light deep into the residences and improve internal amenity.

Landscape architecture by <a href="https://www.apartments.com.au/landscape-architect/jack-merlo">Jack Merlo Design &amp; Landscape</a> will play a major role in softening the built form, particularly along the river edge where significant setbacks have been introduced. The proposal includes a minimum 30-metre setback from the Yarra River boundary, preserving a substantial landscaped buffer between the development and the waterway.

While a mature English Oak near the front of the site is proposed for removal, the plans retain a large English Elm closer to the riverfront, alongside other established vegetation in the lower section of the property.

<img alt="First look: Blood Diamond Group unveils riverfront apartment plans for Toorak Pavilion" data-entity-type="file" data-entity-uuid="ed3bf19b-5bc7-482f-bde7-41f709a13c3a" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Toorak%20pavilion%20b.png?VersionId=SG_kBGu4rOaSPY8FtVcmPJfSCrstuOfg" />

Architecturally, the building adopts strong horizontal forms with expansive glazing and curved balcony edges facing the river. Planning documents note the upper levels “adopt a receding form” to ensure the building responds appropriately to the Yarra River environs overlay controls.&nbsp;

The surrounding streetscape is characterised by large contemporary homes embedded into the hillside, many presenting as modest one or two-storey forms to the street before expanding toward the river frontage below. The planning report notes this established pattern heavily influenced the massing strategy for Toorak Pavilion.&nbsp;

Until the recent sale of the landmark Clendon Road mansion Coonac for around $130 million, St Georges Road held the state's most expensive home, the $80,000,088 derelict "Ghost House" mansion that was bought by crypto king Ed Craven.&nbsp;

Blair House, also on St Georges Road, sold for $74.5 million in 2022.

First look: Toorak Pavilions slated for dress circle St Georges Road

Six months after a development site on Kangaroo Point’s Shafston Avenue sold for $6.55 million, plans have been lodged for a 23-storey apartment tower.

A company named JMT Mega Capital, understood to be interstate investors when the 1,222 sqm double block traded late last year through Patona Property, is proposing an 84-apartment development in place of the existing low-rise buildings.

The slender tower at <a href="https://www.apartments.com.au/new-apartments/212-220-shafston-avenue-east-brisbane-qld-4169">212–220 Shafston Avenue</a>, overlooking the Brisbane River, has been designed by <a href="https://www.apartments.com.au/architects/aplus-design-group">Aplus Design Group</a>. It will comprise a mix of one-, two- and three-bedroom apartments above six basement levels, topped by rooftop resident amenities.

<img alt="First look: 23-storey Kangaroo Point tower planned for Shafston Avenue riverfront precinct" data-entity-type="file" data-entity-uuid="7e17ba9e-553e-42ef-92b6-22081671521a" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/podium_3.png?VersionId=hlVUf99vrOjUs.vhQs0qV0DhOncUy9T8" />

The development has been designed as a vertically articulated tower with recessed balconies, curved façades and planted edges intended to soften its scale within the evolving Shafston Avenue skyline. In the submitted Urban Design Report, Aplus Design Group said the tower had been “shaped with a slender vertical expression, articulated façades, recessed balcony zones, integrated planting and a clearly defined podium relationship, helping to reduce perceived bulk and create a more elegant contribution to the Shafston Avenue streetscape and broader Kangaroo Point skyline.”

The scheme comprises 84 apartments, including 25 one-bedroom units, 34 two-bedroom apartments and 25 three-bedroom residences. A total of 104 car spaces are proposed across six basement levels, including resident, visitor and accessible parking.

Residents will have access to rooftop communal open space and shared amenities, while the development also incorporates deep planting zones and subtropical landscaping throughout the podium and tower levels. The project includes 35 per cent communal space coverage across the site and a 17.5 per cent deep soil zone allocation to support urban greening outcomes.

The application exceeds the mapped building height under the Kangaroo Point Peninsula Neighbourhood Plan and is being assessed under Brisbane City Council’s impact assessment pathway. The design team argues the additional height is supported by the site’s strategic inner-city location, existing high-density zoning, and proximity to transport and employment hubs.

“The design has been developed to make better use of a well-serviced urban site within an established high-density residential setting, while improving the street presentation and overall quality of the public realm interface,” the report states.

<img alt="First look: 23-storey Kangaroo Point tower planned for Shafston Avenue riverfront precinct" data-entity-type="file" data-entity-uuid="1ab44b1e-ff45-4bf3-8da8-8aa0cd79db33" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/site_10.png?VersionId=tSxeGekZOqj1e9g3PEn_yFoC3taKDp3U" />

The proposal adds to a growing pipeline of apartment developments reshaping Kangaroo Point ahead of the 2032 Brisbane Olympic Games, with demand continuing to strengthen for new housing supply in well-connected inner-city precincts.

Mosaic has nearly sold out its under-construction <a href="https://www.apartments.com.au/new-apartments/the-bedford-by-mosaic-16-30-prospect-street-kangaroo-point-qld-4169">The Bedford by Mosaic</a>&nbsp;and <a href="https://www.apartments.com.au/new-apartments/the-carter-by-mosaic-77-linton-street-kangaroo-point-qld-4169">The Carter</a>,&nbsp;while Pikos recently completed <a href="https://www.apartments.com.au/buildings/skye-residences-by-pikos-kangaroo-point-8-river-terrace-kangaroo-point-qld-4169">Skye Residences</a> nearby. Pikos is also delivering <a href="https://www.apartments.com.au/new-apartments/gaia-kangaroo-point-108-lambert-street-kangaroo-point-qld-4169">Gaia</a>, over 230 three- and four-bedroom apartments on Lambert Street.

First look: 23-storey Kangaroo Point apartment tower planned for Shafston Avenue riverfront precinct

Level crossing removals

<html><body>
The Victorian State Government has unveiled designs for two new stations along the Frankston line as part of  the removal of three dangerous and congested level crossings in Cheltenham and Mentone which will also create new community spaces.

According to the State Government, the level crossing removals at Park Road and Charman Road in Cheltenham, and Balcombe Road in Mentone, currently hold up 38,000 vehicles every day.

Early works are already underway, with major construction to begin by mid-2019 and will take around 18 months. This stage of construction works will lower the rail line into trenches and allow for the construction of two new stations.

A two-month construction blitz will commence in mid-2020 comprising excavation works on the trenches, works on the new rail line and removal all three crossings in one fell swoop.

The heritage-listed station buildings at Cheltenham and Mentone will be retained and restored as part of the design of the new station precincts, while a third track will be built at Cheltenham Station to allow for increased train services along the Frankston line.

The project will involve the creation of more than three kilometres of walking and cycling paths connecting the stations, improved lighting and accessibility, landscaping, new open space, parking, and potential residential and retail development on adjacent sites, similar to <a href="/news/glenarm-square-to-transform-gardiner-station-into-a-thriving-community-space">Glenarm Square at Gardiner Station</a>.

The five heritage-listed trees in the Mentone station gardens will be protected in their current location during construction and a major landscaping program will create a new ‘garden bridge’ across the rail trench near Balcombe Road, expanding the much-loved station garden.

The contract for the work has been awarded to the Lendlease, Acciona Coleman Rail, WSP and Metro Trains Melbourne alliance that has already removed the Seaford Road level crossing and is removing three crossings in Carrum.

This $536 million package of works are part of a continued $3 billion investment on the Frankston line which involves the removal of 18 level crossings and construction of 11 new stations. Already five level crossings along the Frankston line have been removed. 

<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/54515297_2214750501922807_4108230055069483008_o.jpg" rel="gallery-all" title="View from platforms at the new Cheltenham Station. Image: LXRA"><img alt="" class="image-article-full-width-580px" height="248" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/54515297_2214750501922807_4108230055069483008_o.jpg?itok=yJ_x2jep" title="View from platforms at the new Cheltenham Station. Image: LXRA" width="580"></a>

<figcaption>View from platforms at the new Cheltenham Station. Image: LXRA</figcaption></figure><h2>Balcombe Road, Mentone</h2>

According to the Level Crossing Removal Project <a href="https://levelcrossings.vic.gov.au/media/news/cheltenham-and-mentone-level-crossing-removals-are-go">website</a>, initial works to remove the dangerous and congested level crossing at Balcombe Road, Mentone are underway, with major works to begin mid 2019.

In mid 2020, a two-month construction blitz will dig trenches, build the new rail line and remove all three crossings, minimising disruption for commuters.

The suburbs are going to have a busy year with two new stations being built as part of the project. The new stations will include open spaces, landscaping and direct connections across the rail lines through to shopping precincts.

The much-loved Mentone Station gardens will be upgraded, with the five heritage-listed trees protected in their current spots during construction.

The heritage station buildings will be refurbished while we work on the new Mentone Station. The new station will be 150 metres south, meaning the platforms will be closer to ground level and the rail trench shorter.

<h2>Charman and Park roads, Cheltenham</h2>

The new Cheltenham Station will have a plaza says the Level Crossing Removal Authority, connecting Cheltenham Park with the shopping area. The existing palm trees will be returned to the station precinct when construction is complete.

The third rail line, currently a dead-end, into Cheltenham Station will be connected. This will allow for more trains, more often on the Frankston line once the Metro Tunnel is open.

<h2>Project timeline</h2>

<ul>
<li>March 2019: updated designs announced</li>
	<li>April 2019: Site set up and enabling works</li>
	<li>Mid 2019: Main construction begins</li>
	<li>Mid 2020: Rail line closes for two months</li>
	<li>Late 2020: New Mentone and Cheltenham stations open</li>
	<li>Early 2021: Mentone project complete</li>
	<li>Mid 2021: Cheltenham project complete</li>
</ul>
<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/53506296_2214769561920901_869889859949428736_o.jpg" rel="gallery-all" title="Heritage structures to be retained and restored at Mentone. Image: LXRA"><img alt="" class="image-article-full-width-580px" height="319" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/53506296_2214769561920901_869889859949428736_o.jpg?itok=nhxwyGHZ" title="Heritage structures to be retained and restored at Mentone. Image: LXRA" width="580"></a>

<figcaption>Heritage structures to be retained and restored at Mentone. Image: LXRA</figcaption></figure><h2>
What they say </h2>

<blockquote>
"We’re getting rid of another three level crossings on the Frankston line. The existing heritage-listed stations – both of which opened in the early 1880s – will be preserved for future generations.

Walking and cycling paths will connect the two. And we’ll build a third track at Cheltenham so we can run more trains, more often.

Best of all? Major works start mid-2019."

- Daniel Andrews, Premier of Victoria <a href="https://www.facebook.com/pg/DanielAndrewsMP/posts/?ref=page_internal">via Facebook</a>
</blockquote>

 

<blockquote>
“We’re getting rid of these death traps – making Cheltenham and Mentone safer, and delivering brand new stations and more open space.

 Cheltenham and Mentone are going to have a busy year and I thank residents in advance for their patience during construction, which will deliver more trains, more often.”

- Jacinta Allan, Minister for Transport Infrastructure
</blockquote>

Click on the gallery below to view images of the new stations. 
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Laurence Dragomir

Designs unveiled for Mentone and Cheltenham Stations with work set to commence mid-year

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The Kororoit Creek Road level crossing in Williamstown North has been completed one week ahead of schedule just as community consultation starts ramping up on the Moreland Road, Brunswick and Bell Street, Coburg level crossing removal projects.

On Monday the Minister for Public Transport, Jacinta Allan, announced trains would start to roll again on the Altona Loop today (Monday), one week ahead of schedule at the Kororoit Creek Road level crossing removal program in Williamstown North.

The Level Crossing Removal Authority has built a new rail bridge over the road and has also duplicated a portion of the Altona loop line from the junction with the main Werribee Line to Kororoit Creek itself.

Another construction blitz is set to start in late August with the government confirming buses will replace trains on some sections of the Craigieburn between August 24th and September 9th to enable work to ramp up on the Buckley Street level crossing.

<iframe allow="autoplay; encrypted-media" allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/shYPVPyTbAs" width="100%"></iframe>

Buckley Street itself will be closed for a period of 52 days from the evening on August 9th.

For a period of six weeks, Seaford Road and Railway Parade will be closed from August 17th to enable the Seaford Road level crossing to be removed.  Buses will replace trains southwards from Carrum on the weekend of 18th-19th August and the 8th and 16th of September.

Buckley Street and Seaford Road road underpasses will both be re-opened to traffic at the end of their respective shutdown periods.

Between August 28th and the 8th of September, buses will replace trains between Dandenong and Cranbourne as work enters the final stretch on the Abbotts Road level crossing removal project in Dandenong South.

Abbotts Road like Skye/Overton Road north of Frankston is a rail bridge over the existing road level.

<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/railover-2.jpg" rel="gallery-all" title="Rail over road scenario for Bell Street would also see Munro Street level crossing removed. Image: LXRA"><img alt="" class="image-article-full-width-580px" height="257" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/railover-2.jpg?itok=lt3R7R20" title="Rail over road scenario for Bell Street would also see Munro Street level crossing removed. Image: LXRA" width="580"></a>

<figcaption>Rail over road scenario for Bell Street would also see Munro Street level crossing removed. Image: <a href="https://levelcrossings.vic.gov.au/media/publications/bell-street-coburg-and-moreland-road-brunswick-removing-a-level-crossing">LXRA</a></figcaption></figure>Originally announced as part of a wider package two years ago, the Moreland Road (Brunswick) and Bell Street (Coburg) level crossing removal projects are now entering their main public consultation phase.

Diagrams posted on the Level Crossing Removal Authority's <a href="https://levelcrossings.vic.gov.au/media/publications/bell-street-coburg-and-moreland-road-brunswick-removing-a-level-crossing">website</a> show that in both cases road under rail or road over rail design and engineering solutions have been ruled out for those two-level crossing removals.

If a rail over road solution is chosen, in Coburg's case, there is an added bonus that Munro Street would also be removed at the same time as completing Bell Street's level crossing removal.

Community drop-in sessions were held last week however feedback can still be lodged on <a href="https://levelcrossings.vic.gov.au/media/publications/bell-street-coburg-and-moreland-road-brunswick-removing-a-level-crossing">levelcrossings.vic.gov.au</a>.
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Alastair Taylor

Level crossing removal projects: 1 newly complete, 3 about to go, 2 enter consultation phase

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Test trains have begun running on the new rail infrastructure that has been built as part of the Mernda extension of the South Morang line in Melbourne's outer north east.

Trains used to run as far as Whittlesea 60 years ago before the line was truncated.  Metro services were extended from Epping to South Morang in 2012, the latest extension project to Mernda brings trains back to within 7-8km of Whittlesea.

The impetus for rebuilding the railway line is the outward expansion of Melbourne's northern suburbs which for the most part has run into the urban growth boundary around between Mernda and Yan Yean.

Apart from ensuring the new rails, catenary and signalling are all in working work also extends to getting exact times for a new timetable that is expected to be in place by the end of the year.

Three stations are being added to the South Morang line - Middle Gorge, Hawkstowe and Mernda - which is expected to be used by 8000 passengers a day once opened.

<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/mernda_traintest2.jpg" rel="gallery-all" title="Driver's eye view of the new track - 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/mernda_traintest2.jpg?itok=zbqLr04Q" title="Driver's eye view of the new track - image: LXRA" width="580"></a>

<figcaption>Driver's eye view of the new track - image: <a href="https://www.facebook.com/levelcrossings/photos/ms.c.eJxFy8ENgDAMA8CNkJ3UibP~;YkiFwvekC1Az2RIXp~_qKF7ihcUD0amXkgfIGfEUP8AfQcMk3F2AUkQ~-~-.bps.a.1524062634335083.1073741886.843601892381164/2015993588475316/?type=3&amp;theater">LXRA</a></figcaption></figure>The new station at Mernda will be integrated into the new Mernda Town Centre which could see up to <a href="https://www.heraldsun.com.au/leader/north/longawaited-mernda-town-centre-shifts-north-under-revised-plans/news-story/9d74745b1a470dbde9abd84d544a88c7">6 level mixed-use</a> and residential building proposed and built adjacent to the station.

The town centre plan will see a large retail core that will include multiple supermarkets and discount department stores with employment uses expected to be developed in later stages.

Differing scales of residential development will be added to the southern end of the town centre.

In terms of the existing development pipeline along the new rail extension, there are three projects, clustered near South Morang.

<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/mernda_plan.png" rel="gallery-all" title="Mernda Town Centre Plan - image: City of Whittlesea"><img alt="" class="image-article-full-width-580px" height="505" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/mernda_plan.png?itok=lQkgabXV" title="Mernda Town Centre Plan - image: City of Whittlesea" width="580"></a>

<figcaption>Mernda Town Centre Plan - image: City of Whittlesea</figcaption></figure>To read more about the Mernda Town Centre, see <a href="https://www.whittlesea.vic.gov.au/building-planning-development/future-development-plans/place-snapshots-a-guide-to-development-in-your-area/place-snapshot-mernda/mernda-town-centre/">whittlesea.vic.gov.au</a>,
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Test trains start rolling on the new rails to Mernda

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<h2>Comment</h2>

Hold your horses, before everyone gets too excited about extended length trains or quadruple tracks between Caulfield and Oakleigh that will likely force property acquisition in an area that's just seen - still seeing rather - a change in its rail corridor, everyone should sit down with a warm cup of tea and breathe.

The goal of quadruplication - adding another two tracks to an existing two-track rail corridor - is to allow faster services with less stops, to give other types of rail traffic priority or a combination of the two.

Melbourne media's favourite infrastructure story honeypot over the past two years has been the level crossing removal project, specifically the impacts on residents affected by the changes made to the rail corridor and stations between Caulfield and Oakleigh.  Yesterday in <a href="https://www.theage.com.au/national/victoria/residents-could-face-more-sky-rail-pain-as-expert-says-work-needed-20180621-p4zmr3">The Age</a>, we had the latest instalment.

The story by Age Transport reporter Timna Jacks confirms what the level crossing removal authority's social media team have posted in response to questions on its facebook page and have listed on their FAQ section for the Caulfield to Dandenong corridor.  That is, even though corridor expansion (through adding more track) is not within the Level Crossing Removal Authority's scope, the current construction work and newly upgraded corridor won't preclude expansion.

<blockquote>
The PTV document also confirms plans to build a third and fourth track between Caulfield and Dandenong, which would enable express V/Line trains to run to and from the city.

Building the two tracks would be expensive and complex, particularly along the rail corridor, which is just 20 metres wide at its narrowest point between Murrumbeena and Carnegie.

The new tracks would likely require homes to be acquired in suburbs where property prices are more than $1 million.

Level Crossing Removal Authority chief executive Kevin Devlin said the authority had "no plans to build a third or fourth track on the Cranbourne/Pakenham line".
<a href="https://www.theage.com.au/national/victoria/residents-could-face-more-sky-rail-pain-as-expert-says-work-needed-20180621-p4zmr3"><cite>The Age</cite></a>
</blockquote>

The expense and complexity of adding more tracks to the Dandenong rail corridor won't solely be focused on the stations and the narrow corridor between Caulfield and Oakleigh, but between Caulfield and the city.

Because you wouldn't add two more tracks and not continue the extra track to its ultimate destination (the city) - that would only serve to limit capacity on the quadruple track section of the corridor. Two tiers of service through the suburbs, express and stopping all stations, which then have to fight for capacity in the inner-city takes us back to square one, especially when regional and freight trains are involved like they are on the 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/murrumbeena_0.jpg" rel="gallery-all" title="Murrumbeena station during the final days of major construction works - 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/murrumbeena_0.jpg?itok=fy45FN31" title="Murrumbeena station during the final days of major construction works - image: LXRA" width="580"></a>

<figcaption>Murrumbeena station during the final days of major construction works - image: LXRA</figcaption></figure>The Melbourne Metro project will orphan a track pair from South Yarra towards the city - and this has been acknowledged in the 2013-era network development plan; electrified Geelong services would terminate here according to the final phase of the document - but it's also a candidate for re-activation for even more Dandenong corridor capacity.

Caulfield to South Yarra might be able to fit another a track pair on the surface if:

<ol>
<li>heritage issues are of no concern in order to radically redesign the tracks and platforms through the 'MATH' (Malvern-Armadale-Toorak-Hawksburn) stations.</li>
	<li>the government of the day is happy to widen every overbridge through the area.</li>
	<li>significant amounts of properties are acquired including an apartment tower that abuts the rail corridor in South Yarra and possibly all the retail premises on either side of the Chapel Street bridge.</li>
</ol>
It would take a government with a lot of political capital to burn to go down, pardon a pun, that route. It's fairly safe to completely write that idea off.

If there is no pressing need to give regional and freight services a faster path through the city, four tracks could be built from Dandenong to Oakleigh and then connected with the Glen Waverley or Alamein lines through a relatively short tunnel, adding Chadstone to the rail network, therefore allowing the extra trains to travel on rail corridors that have a lot more capacity to burn compared to the Dandenong corridor.

This would provide a good out-of-town connection in an area that will see a lot more employment focus in future, but provide a fast &amp; clear path for regional and freight services it will not.

It would have once been considered gold-plating but seeing how the NSW government is building Australia's first real metro (that, very much, would have been written off as gold-plating 10 years ago) and the real expense in adding more tracks to the Dandenong corridor is to do it utilising the only realistic option to connect a third track pair between South Yarra and Caulfield: a tunnel. 

(It's an opportune time to remind everyone the original East-West needs assessment, 'The Eddington Study', that first brought the metro tunnel into public consciousness would have done just this - a tunnel (built in two phases) from South Kensington to Caulfield).

<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/carnegie.jpg" rel="gallery-all" title="Carnegie station just before trains switched to the new upper level - 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/carnegie.jpg?itok=ZnEFt_o8" title="Carnegie station just before trains switched to the new upper level - image: LXRA" width="580"></a>

<figcaption>Carnegie station just before trains switched to the new upper level - image: LXRA</figcaption></figure>Lead image credit: <a href="https://www.facebook.com/levelcrossings/photos/a.1989028387838503.1073741905.843601892381164/1989032221171453/?type=3&amp;theater">Level Crossing Removal Authority</a>.
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Forget Carnegie, Murrumbeena, the real expense in expanding the Dandenong corridor lies elsewhere

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Despite some unrelated signalling issues around Cardinia Road on Monday morning, the trains are back and all the level crossings between Caulfield and Dandenong have been removed in south east Melbourne's busiest rail corridor.

Likewise, the new Frankston station was opened to passengers today that will also see Frankston trains use the new Skye/Overton Road bridges.  Frankston line trains will also be using new temporary track through the site of the Seaford Road level crossing removal project.

Carnegie and Murrumbeena stations are now open, albeit with temporarily reduced accessibility - the stations are only accessible via temporary stairs while work continues below the train deck. Hughesdale station is still a few months away from opening.

Trumpeting the government's progress, removing more than their original target of 20 in the first term of government, the Minister for Public Transport, Jacinta Allan, said the removal of level crossings between Caulfield and Dandenong has paved the way to run more trains more often.

"No government has ever removed this many level crossings, this quickly. As we reach the half way point of the project, we celebrate the significant progress we’ve made but recognise there is still plenty more to do," the Minister said.

<blockquote class="twitter-tweet" data-partner="tweetdeck">
Every level crossing between Caulfield and Dandenong is done and dusted. 
Thrilled to catch first train at the new Carnegie Station with <a href="https://twitter.com/Steve_Dimo?ref_src=twsrc%5Etfw">@Steve_Dimo</a> this morning. 
Locals can move about the community without ever having to worry about boom gates again. <a href="https://t.co/Cf4X3QxlQV">pic.twitter.com/Cf4X3QxlQV</a>
— Jacinta Allan (@JacintaAllanMP) <a href="https://www.propertyobserver.com.au/https://twitter.com/JacintaAllanMP/status/1008461422865465345?ref_src=twsrc%5Etfw">June 17, 2018</a>
</blockquote>

The Victorian Government says by the end of June 2018, 25 level crossings will have been removed - this includes the 4 level crossings between Caulfield and Oakleigh which opened on Monday, Skye/Overton Road in Frankston and Thompsons Road in Cranbourne.

The first section of the new road bridge that will send Thompsons Road rising over the Cranbourne line will open at the end of this week. 

As was the case at the site of the level crossing removal at Watergardens, one section of new road bridge will open taking both directions of traffic while the second section is built.  Eventually, Thompsons Road will have 6 car lanes over the Cranbourne line, up from the single lane in each direction with a level crossing.

Now that Frankston trains divert around the original site of the Seaford Road level crossing on temporary track, major works will get underway to remove the level crossing entirely by building a rail bridge over Seaford Road.  

Trains running through all three individual elevated rail segments on the Dandenong corridor is only temporary as another major shutdown, from Westall to Pakenham and Cranbourne, is scheduled to kick off on June 30 and last until July 8 while power and signalling systems are upgraded.

According to the Victorian Government's <a href="https://bigbuild.vic.gov.au/projects/level-crossing-removal-project">bigbuild.vic.gov.au</a> website, level crossings located at Kororoit Creek Road in Williamstown North, Buckley Street in Essendon and Abbots Road in Dandenong South will have been removed as well.

Lead image credit: <a href="https://www.facebook.com/levelcrossings/photos/a.883837948357558.1073741830.843601892381164/1980139698727372/?type=3&amp;theater">Level Crossing Removal Authority</a>.
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Trains resume on Dandenong and Frankston rail corridors

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The Altona loop is next in line to get the construction blitz treatment with the level crossing removal programme for the area set to shut the line down for approximately six weeks.

Between the 16th of June and the 29th of July buses will replace trains on the Altona Loop as work continues to remove the Kororoit Creek Road level crossing.

Contracts were signed in May 2017 for the Altona Loop line level crossing removal at the same time as contracts were awarded for Abbotts Road in Dandenong South, Aviation Road in Laverton and Furguson Street in Williamstown.

The Altona loop railway track will be elevated above Kororoit Creek Road and the new rail bridge will also include duplicated track.  The existing level crossing consists of a single bi-directional track which splits in two at the junction with the main Werribee line to the north of Kororoit Creek Road.

The level crossing removal will extend the duplicated track south of Kororoit Creek Road, however, the entire Altona loop will not be duplicated as part of the level crossing removal programme.

A Spring Street media release says there will "also be some overnight closures of Kororoit Creek Road at the level crossing with traffic detours in place, and some off-peak closures of the Werribee Line, where buses will replace trains between Newport and Werribee".

Continuing an Australian-first construction technique that has already been used in rail bridges on the Skye/Overton Road level crossing removal and Mernda railway line extension project, the Kororoit Creek Road level crossing removal will be made up of forty L-shape beams that will be transported overnight from Kilmore and then craned into place during the day.

<h2>Mobile Myki trial announced</h2>

The Minister for Public Transport has announced a trial to allow public transport commuters to use their Android smartphones to pay for fares.

The trial will utilise a custom-built Android app and near-field communication technology to integrate with the existing Myki ticket barriers and card readers across the Victorian public transport network.

Initially, the trial will be limited to a small industry-based test user group on Android devices with a wider public test group to be included in the trial later in the year.

A Spring Street media release states "discussions will continue during the trial to explore other smartphone users access Mobile Myki".

The trial period is expected to run until early 2019 when a decision will be made about a system-wide rollout.

For more information, see <a href="https://www.ptv.vic.gov.au/mobilemyki">ptv.vic.gov.au/mobilemyki</a>
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Level crossing removal construction blitz for Altona as mobile Myki trial announced

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In a not-so-surprising move, the commencement of construction on the level crossing removals at Edithvale (Edithvale Road) and Bonbeach (Bondi Road) have been delayed by at least a year due to the Level Crossing Removal Authority determining an environmental effects statement (EES) must be conducted for the two sites.

At the same time, the Minister for Public Transport, Jacinta Allan, on Sunday morning also announced that Station Road in Seaford will be fast tracked and a hybrid lift-one, lower-the-other design solution has been chosen. Seaford Road is set to be sunk by 1.5 metres and the Frankston rail line will be raised on an embankment either side of Seaford road and cross the sunken thoroughfare.

"Detailed technical investigations have found that it is not feasible to lower the line into a trench to remove the level crossing in Seaford, due to the impact a rail trench would have on groundwater and its effect on Kananook Creek and nearby Ramsar-listed Edithvale-Seaford wetlands".

<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%2FDanielAndrewsMP%2Fvideos%2F1322772607787272%2F&amp;show_text=0&amp;width=560" style="border:none;overflow:hidden" width="100%"></iframe>

<h2>Skye/Overton Road gets fast-tracked, rail over road</h2>

On Saturday, the Public Transport Minister announced that Skye/Overton Road between the terminus at Frankston and Kananook station is to be fast-tracked with construction scheduled to start this year. A rail bridge over road was the selected design response.

Final designs are still under development, however the images used on the Level Crossing Removal Authority's website for consultation depict the bridge as being 900 metres long and have an approximate height of 8m.

<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/skye-overton-aerials.jpg" rel="gallery-all" title="Skye/Overton Road rail bridge. Level Crossing Removal Authority"><img alt="" class="image-article-full-width-580px" height="232" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/skye-overton-aerials.jpg?itok=QQtrHAAL" title="Skye/Overton Road rail bridge. Level Crossing Removal Authority" width="580"></a>

<figcaption>Skye/Overton Road rail bridge. Level Crossing Removal Authority</figcaption></figure><h2>Comment</h2>

If proximity to sensitive wetlands or other hydrographic features is a key determinant after conducting initial tests that leads to ruling out trench rail design responses then at Carrum, it's hard to see how this could work. Carrum and Aspendale Stations are the two stations on the Frankston line located closest to the foreshore (Aspendale is not on the list of 50 level crossings) and the Patterson River complicates things at Carrum.

With the station precinct surrounded by water on two sides and Eel Race Road in effectively the same boat, perhaps this is why the initial investigations are still underway.

The Herald Sun <a href="http://www.heraldsun.com.au/news/victoria/andrews-government-facing-budget-blowout-over-the-cost-of-removing-rail-level-crossings-on-frankston-line/news-story/78024a09d14f2eecf5f900bbb64e93e3">yesterday published a report</a> that said "the budget for eight level-crossing removals along the Frankston line could blow out by between $1 and $2 billion if suburban sky rail options are dumped. Five sites have the option of expensive rail trenches while three, in Carrum and Frankston, are earmarked for rail bridges."

The Frankston line along with the South Morang and Upfield lines are perhaps Melbourne's worst for the frequency of level crossings and a casual glance at the <a href="https://www.ptv.vic.gov.au/about-ptv/ptv-data-and-reports/network-development-plan-metropolitan-rail/">PTV Network Development plan</a> paints a picture of how train services will increase dramatically over time and it can't happen with so many level crossings still throughout the metro area.

Whether the Herald Sun report has any truth in it or not, no-one can afford to kowtow to local opposition groups at every turn when there's still a lot of work to do beyond the government's initial list of 50.
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Bonbeach and Edithvale level crossing removals delayed by EES

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With rail services recommencing operations between Box Hill and Ringwood this morning after the completion of major works on Heatherdale Road and Blackburn road level crossing removal projects, there remains only two level crossings between Flinders Street and Ringwood.

Located at Mont Albert Road and Union Road, the latter of which saw a horrific accident last year, these two level crossings, if they were to be reprioritised - perhaps even bolted-on to the list of the state government's 50 - would most likely result in one station rebuild (Surrey Hills), possibly two (Surrey Hills and Mont Albert).

Beyond Ringwood on the Lilydale branch, level crossings remain at Dublin Road (East Ringwood), Coolstore Road (Croydon), Manchester Road (Mooroolbark), Melba Avenue and Maroodah Highway (Lilydale). Manchester Road and Maroondah Highway are on Spring Street's list of 50 crossings to be removed by 2022.

On the Belgrave branch, Bedford Road (Ringwood), Alpine Street (Ferntree Gully), and Railway Avenue (Upper Ferntree Gully) are the three remaining level crossings, after Scoresby Road and Mountain Highway were grade separated late last year.

Trenches are a feature of this eastern suburbs spine. Starting with the first modern day grade separation project at Boronia, right through to deepening the cutting that already existed at Heatherdale during the most recent grade separation.

<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/16463334_1347577555316926_2868075743451115199_o.jpg" rel="gallery-all" title="The trench leading up to Blackburn Station. Image © Level Crossing Removal Authority"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/16463334_1347577555316926_2868075743451115199_o.jpg?itok=2hiZZ-4-" title="The trench leading up to Blackburn Station. Image © Level Crossing Removal Authority" width="580"></a>

<figcaption>The trench leading up to Blackburn Station. Image © Level Crossing Removal Authority</figcaption></figure><h2>Dandenong corridor is firing up</h2>

At the same time as the Ringwood corridor is [almost] becoming level crossing-free, the major works on the Dandenong corridor have kicked up a gear.

Last week images of the first columns to support the elevated track between Caulfield and Oakleigh started appearing on social media. Murrumbeena is the site which is seeing the majority activity at present as it's the launch site for this section of the Dandenong corridor work.

<blockquote class="twitter-tweet" data-partner="tweetdeck">
Fourth pier in place overnight <a href="https://twitter.com/hashtag/skyrail?src=hash">#skyrail</a> <a href="https://twitter.com/MelbourneStevo">@MelbourneStevo</a> <a href="https://twitter.com/trainspotter67">@trainspotter67</a> <a href="https://t.co/uGeqnEWP0s">pic.twitter.com/uGeqnEWP0s</a>
— Crossing Watch (@CrossingWatchin) <a href="https://www.propertyobserver.com.au/https://twitter.com/CrossingWatchin/status/827389942116474880">February 3, 2017</a>
</blockquote>

Beyond the primary 'skyrail' project, there are five more level crossings on the list of 50 set to be removed over the next few years.

Abbots Road on the Cranbourne line along with Thompsons Road appear to be the most advanced with the primary website for the <a href="http://levelcrossings.vic.gov.au/crossings">Level Crossing Removal Authority</a> carrying multiple renders at both locations.

Likewise, South Gippsland Highway (Dandenong), Hallam Road (Hallam) and Clyde Road (Berwick) on the Pakenham line are currently 'in planning'.
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Only two level crossings remain between the City and Ringwood

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The Minister for Public Transport, Jacinta Allan, has held a re-opening of St Albans and Ginifer stations ceremony this morning with trains now running on the new grade separated alignment.

In both cases, the rail line was lowered beneath the road grade. Before the metro services were extended to Watergardens (and subsequently Sunbury), St Albans used to be the terminus and had a third, terminating, platform. This legacy terminating and stabling infrastructure has now been removed.

Likewise at Ginifer, the new station has been rebuilt to front Furlong Road. Previously the platforms were located approximately 100-150 metres from Furlong Road.

The new Ginifer station entrance is now a mere 200 metre walk from the Sunshine Hospital site which will see major investment over the coming years when the Joan Kirner Womens and Childrens hospital is built on the existing site.

<iframe allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/tixfpFg0nTE" width="100%"></iframe>

Public Transport Users Association spokesperson, Daniel Bowen, visited both stations on Cup Day and has <a href="http://www.danielbowen.com/2016/11/02/new-ginifer-st-albans-stations/">written a blog post</a> on the history behind the area's level crossing removals. The following images are Daniel's and have been republished with permission.

Like the stations between Caulfield and Moorabbin that were recently re-built, work is still ongoing however train services are now running once more and basic station facilities are now open.

<h2>Ginifer</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/ginifer_1.png" rel="gallery-all" title="Ginifer station. Image © Daniel Bowen"><img alt="" class="image-article-full-width-580px" height="336" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/ginifer_1.png?itok=wMyBdS93" title="Ginifer station. Image © Daniel Bowen" width="580"></a>

<figcaption>Ginifer station. Image © Daniel Bowen</figcaption></figure><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/ginifer_2.png" rel="gallery-all" title="Ginifer station. Image © Daniel Bowen"><img alt="" class="image-article-full-width-580px" height="383" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/ginifer_2.png?itok=FgwiusvE" title="Ginifer station. Image © Daniel Bowen" width="580"></a>

<figcaption>Ginifer station. Image © Daniel Bowen</figcaption></figure><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/ginifer_3.png" rel="gallery-all" title="Ginifer station from the concourse. Image © Daniel Bowen"><img alt="" class="image-article-full-width-580px" height="360" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/ginifer_3.png?itok=3BHHKvhr" title="Ginifer station from the concourse. Image © Daniel Bowen" width="580"></a>

<figcaption>Ginifer station from the concourse. Image © Daniel Bowen</figcaption></figure><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/ginifer_4.png" rel="gallery-all" title="Ginifer station. Image © Daniel Bowen"><img alt="" class="image-article-full-width-580px" height="291" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/ginifer_4.png?itok=dNl9xTkm" title="Ginifer station. Image © Daniel Bowen" width="580"></a>

<figcaption>Ginifer station. Image © Daniel Bowen</figcaption></figure><h2>St Albans</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/st_abans_1.png" rel="gallery-all" title="St Albans station. Image © Daniel Bowen"><img alt="" class="image-article-full-width-580px" height="363" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/st_abans_1.png?itok=NCL824kw" title="St Albans station. Image © Daniel Bowen" width="580"></a>

<figcaption>St Albans station. Image © Daniel Bowen</figcaption></figure><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_abans_2.png" rel="gallery-all" title="St Albans station. Image © Daniel Bowen"><img alt="" class="image-article-full-width-580px" height="367" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/st_abans_2.png?itok=HHXkc7HN" title="St Albans station. Image © Daniel Bowen" width="580"></a>

<figcaption>St Albans station. Image © Daniel Bowen</figcaption></figure><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_abans_3.png" rel="gallery-all" title="The almost-complete St Albans station concourse. Image © Daniel Bowen"><img alt="" class="image-article-full-width-580px" height="360" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/st_abans_3.png?itok=p-RUprtI" title="The almost-complete St Albans station concourse. Image © Daniel Bowen" width="580"></a>

<figcaption>The almost-complete St Albans station concourse. Image © Daniel Bowen</figcaption></figure>To see more images, see <a href="http://www.danielbowen.com/2016/11/02/new-ginifer-st-albans-stations/">Daniel Bower's blog</a>.

Main Road (St Albans Station) will close on Friday so the old tracks can be removed and the road will be resurfaced. The road is due to re-open on the 28th of November.

The Minister for Public Transport also announced the next construction 'blitz' is due to start on Friday this week with services on the entire Belgrave branch from Ringwood to be replaced by buses as the Bayswater level crossing removals kick up a gear.

Scoresby Road will be closed from the 2nd (today) until the 19th of November. Mountain Highway will close from the 20th of November until the 23rd of December.
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The new St Albans and Ginifer stations - in pictures

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One day after the Port of Melbourne lease announcement, the Victorian Government has brought forward 11 level crossing removals, two of which - Buckley Street in Essendon and Camp Road in Campbellfield - will be fast-tracked with work commencing next year and complete by 2019.

The 11 level crossings have been split into two packages with both now out to tender.

The "North Western" package has five sites. As well as the two fast-tracked projects, the package includes Glenroy Road in Glenroy, Bell Street in Coburg and Moreland Road in Brunswick.

The "Western" package of level crossing removal sites includes Koroit Creek Road in the industrial area of Williamstown North - as well as the partial duplication of the Altona loop - Aviation Road in Laverton, Ferguson Street in Williamstown (site of Williamstown North station), Cherry and Werribee Streets in Werribee and the south-eastern anomaly Abbots Road in Dandenong South.

Construction on the Koroit Creek Road level crossing removal and Altona loop partial duplication will begin next year.

<h2>Comment</h2>

<iframe allowfullscreen="" frameborder="0" height="450" scrolling="no" src="https://www.google.com/maps/embed?pb=!1m0!3m2!1sen!2sau!4v1474336743058!6m8!1m7!1sEgXp20gKYkgrd0-Rv44oqA!2m2!1d-37.7777888!2d144.9581032!3f9.71486674783417!4f0.5847791448704527!5f1.1924812503605782" style="border:0" width="100%"></iframe>

I'm loath to use the term "sky rail" however with Bell Street in Coburg and Moreland Road in Brunswick is there an opportunity to take an axe to the mind-bogglingly high number of level crossings between Park Street and Bell Street, with one fell swoop?

The primary benefit of elevating rail lines is that space, once occupied by rail track, is turned over to other public uses. Brunswick and Coburg see some of the highest rates of cycling in the city yet the Upfield bike path is routinely called out as inadequate and congested with both cyclists and pedestrians sharing the same space.

While the Upfield line is not the busiest line on the network, things appear to be changing with this year's budget having funds to reconnect the end of the Upfield line to the Craigieburn line thus creating a path for regional (and freight) trains.

Bell Street to Park Street measures roughly 4-5km, has five stations and a whopping 12 level crossings (it used to have more). The density of crossings is highest at the southern end in Brunswick, which just so happens to be the area which will see the highest population growth based on development project pipeline data on the Apartments.com.au project database.

Calling all Brunswick and Coburg residents: should this entire stretch be elevated in one go so that a) there's better rail infrastructure for increased services, b) better cycling infrastructure and c) more public space?
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Level crossing removals

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