<a href="https://www.apartments.com.au/developments/broadbeach-qld-4218">Broadbeach</a> offers plenty of reasons to live vertically, but moving from a substantial family home into an apartment can expose the compromises of high-density living. Privacy, room for guests and usable living space tend to matter more when an apartment is intended as a permanent home rather than an occasional coastal base.

A typical residential floor at <a href="https://www.apartments.com.au/new-apartments/the-eveleigh-broadbeach-7-9-surf-parade-broadbeach-qld-4218">The Eveleigh</a>, on Surf Parade,&nbsp;contains just four apartments. The 94-residence development by <a href="https://www.apartments.com.au/developers/hirsch-faigen">Hirsch &amp; Faigen</a> is predominantly made up of expansive three-bedroom homes, with a limited collection of half-floor penthouses above.

Across the apartment floors, <a href="https://www.apartments.com.au/architects/rothelowman">Rothelowman</a> has used the relatively limited number of residences to give each home greater access to natural light and outlook. Living spaces extend towards full-height glazing, while a series of bay windows frame selected views across the Pacific Ocean, city and hinterland rather than treating the building edge as a continuous wall of glass.

&nbsp;

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“The apartment floors deliver a collection of homes that embrace controlled outlook via a series of bay windows deliberately framing moments of view,” Rothelowman Director Kim Lowman said.

From outside, those projecting forms contribute to the tower’s faceted profile. Strong horizontal and vertical elements establish its proportions, while the changing position of the sun alters the light, shadow and reflection across the façade throughout the day.

The same attention moves inside the apartments, where the material palette combines warm timber, natural stone, metallic detailing and softer curved forms. Kitchens sit within the main living zone, with stone island benches, integrated joinery and European appliances, before the living areas extend towards the glazing and the outlook.

&nbsp;

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Three genuine bedrooms provide room to accommodate family and guests, while two secure car spaces and storage address some of the practical considerations that can become more noticeable when moving from a larger home. Feedback from the display suite has centred on the warmth and restraint of the interiors, with buyers commenting that the residences feel like homes rather than conventional coastal apartments.

A limited collection of half-floor penthouses occupies the upper levels, increasing the scale of the living spaces and adding private balconies and elevated finishes. From this position, the outlook extends between the ocean and hinterland.

Outside the private residences, The Eveleigh separates its shared spaces between the podium and rooftop. The podium is centred on wellness, with subtropical landscaping surrounding a swimming pool and pool terrace, yoga garden, private gymnasium, sauna and hot and cold plunge facilities. Landscaped retreats and pavilions provide additional places to sit away from the main recreation areas.

&nbsp;

[smartcode_project:default project_id=149670 project_image_fid=360966]

Higher in the building, a rooftop pavilion and private dining suite sit alongside resident lounge, barbecue and outdoor dining areas, opening towards panoramic views across the ocean, city and hinterland.

“Buyers are no longer just looking for an apartment, but a lifestyle where they can relax, reset, and enjoy a balanced way of living,” Hirsch &amp; Faigen Director of Sales Matt George said.

Interest to date has come from established owner-occupiers and interstate lifestyle purchasers, including buyers planning a future move to the Gold Coast. Many are coming from larger homes and want to reduce ongoing maintenance without giving up space for family and guests, privacy, two car spaces or the ability to entertain at home.

&nbsp;

[smartcode_project:default project_id=149670 project_image_fid=360969]

Much of that daily life can also take place beyond the building without requiring a drive. Kurrawa Beach and Pratten Park are an easy walk from Surf Parade, while Pacific Fair, Oracle Boulevard, The Oasis, restaurants, cafés, entertainment and public transport are also within walking distance.

The Eveleigh is Hirsch &amp; Faigen's fourth Gold Coast development since entering the market in 2021, following The Hemingway at Palm Beach, The Emerson at Kirra and Yves at Mermaid Beach. Each of the preceding projects sold out before completion.

“Broadbeach had been on our radar throughout our time operating on the Gold Coast,” the developer said. “Following our projects in Palm Beach, Kirra and Mermaid Beach, Broadbeach represented the natural next step for the business.”

The Surf Parade site brought together proximity to the beach, protected coastal outlooks and walkability to dining, shopping and recreation. Hirsch &amp; Faigen also identified the street as an emerging premium residential address, with enough separation from Broadbeach's busier destinations to retain a quieter environment at home.

The Eveleigh is now under construction by Maxcon, with completion forecast for mid-2028. Three-bedroom residences are currently available from $2.87 million.

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Joel Robinson

The Eveleigh brings house-like apartments to Broadbeach

A long-stalled Campbelltown development site is back in play, with new plans for 139 apartments set to supersede a mixed-use scheme approved almost a decade ago but never built.

The new proposal for 28 Cordeaux Street would deliver 116 market and 23 affordable apartments in a part 14-storey building, bringing a substantial new project into a Campbelltown market where new apartment supply remains limited.

Plans have been filed over the 3,092 sqm corner site at Moore-Oxley Street, around 600 metres from Campbelltown Railway Station and the city-centre retail core.

The site already carries a mixed-use residential approval dating to 2016. Doroch Architects has now been engaged on a larger replacement scheme, which is progressing as a State Significant Development Application following a Housing Delivery Authority determination in August 2025.

The apartment mix comprises 39 one-bedroom, 72 two-bedroom and 28 three-bedroom residences. Two-bedroom apartments make up just over half of the project, while three-bedroom homes account for 20 per cent.

<img alt="First look: New 139-apartment plans revive long-stalled Campbelltown city centre site" data-entity-type="file" data-entity-uuid="136dd5b9-3791-4da6-9e31-76f533f5b4de" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Campbelltown%20da2.png?VersionId=LgOSy9nwf5u.MGswBBwaGGxuX8QpHSl_" />

Of the 139 apartments, 23 will be delivered as affordable housing under the in-fill affordable housing provisions of the Housing SEPP. The affordable component represents 15 per cent of the residential gross floor area and will be managed by a registered Community Housing Provider.

Doroch has sought to break the scale of the building into two distinct elements, with a masonry podium of around four storeys establishing the street edge before the residential tower steps back above.

The corner position has shaped that approach. Cordeaux Street faces toward the commercial and civic centre, while Moore-Oxley Street leads into the lower-scale residential neighbourhood to the south, and the design verification report describes the site as "bridging the commercial core to the north and established residential areas to the south."

The podium will be expressed predominantly in face brick, while the upper levels shift to brushed and grooved concrete cladding with darker metal detailing. Recessed sections, deep balcony edges and landscaping break down the upper form, with an approximately 11.8-metre setback to the northern boundary addressing the adjoining St Peters Anglican School.

<img alt="First look: New 139-apartment plans revive long-stalled Campbelltown city centre site" data-entity-type="file" data-entity-uuid="c8b3d2d3-c561-4bfc-a5d9-a68c0c10dac1" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Campbelltown%20da1.png?VersionId=AeAEyJU02Gk2k5noUj2StziCvdQ7fW4B" />

Campbelltown has been starved of new residential developments in the last decade.

The only other notable development set to come to market this year is ALAND's Queen Square, a mixed-use precinct on over two hectares that will comprise apartments above a vibrant ground-level retail and hospitality dining precinct.

First look: New 139-apartment plans revive long-stalled Campbelltown city centre site

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.

[smartcode_project:default project_id=152737 project_image_fid=377679]

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.

[smartcode_project:default project_id=152737 project_image_fid=377675]

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.

[smartcode_project:default project_id=152737 project_image_fid=377680]

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.

&nbsp;

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</main>

Nova Rêve arrives as Reve Group bets on Castle Hill's next growth phase

Melbourne Metro

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The Melbourne Metro Tunnel project has sourced itself some prime office space on Swanston Street and in so doing opened a new visitor's centre for the Metro Tunnel Project.

Dubbed "Metro Tunnel HQ", the centre will provide an education program developed for Victorian teachers and available to students across the state.  According to the state government, "[the students] will be taught about the project in a way that matches the Victorian curriculum and includes details on the construction techniques and the thousands of jobs needed."

Lord Mayor, Sally Capp, and Minister for Public Transport, Jacinta Allan, unveiled the new visitor centre located opposite Melbourne Town Hall that will allow visitors to get up-to-date information about works in project areas, including the latest information on temporary changes to the road, tram and rail networks that will enable the construction of the project.

A dedicated learning centre is located at the HQ which also includes virtual reality facilities that will allow visitors to get an up-close look at how the tunnel boring machines will complete their work.

“Metro Tunnel HQ will give schoolkids and adults a unique opportunity to learn about this once-in-a-generation project,” the Minister for Public Transport said.

As the early works progress and we await the arrival of the TBMs before tunnelling kicks off, the state government has is beginning to focus on communicating network benefits.

New time-saving information was recently rolled out on the metro tunnel's website and the visitor &amp; education centre is another layer of public engagement.

Previously, benefits listed for individual train lines were limited to the percentage of new peak services that will be available on each line after the tunnel is constructed and the Pakenham/Cranbourne and Sunbury lines are joined, now Rail Projects Victoria have published journey time savings.

With a focus on the two areas which currently have no railway station, Parkville and St. Kilda Road (ANZAC station), time savings vary from 5 minutes up to 20 minutes.

Parkville with its focus on education and the sciences is a growing employment precinct and ANZAC station, at the top end of St Kilda Road will deposit passengers closer to places of employment to the south of the city.

The greatest time-saving benefit is to users of the Pakenham, Cranbourne and Sunbury lines - as they will form the services that will run through the 5 new stations.  As per the Metro Tunnel website, Pakenham/Cranbourne line users will save 15 minutes off a journey to Parkville and 25 minutes off a journey to St Kilda Road.

Sunbury line passengers will save 20 minutes off the journey to Parkville.  Every other line has a <a href="https://metrotunnel.vic.gov.au/about-the-project/benefits-for-your-train-line">time-saving estimate</a> and the savings will be made possible through the interchange at either Flinders Street-Town Hall or Melbourne Central-State Library once the metro tunnel opens.

To read more about the Metro Tunnel HQ and the education programs that are made available, see <a href="https://metrotunnel.vic.gov.au/contact/metro-tunnel-hq">metrotunnel.vic.gov.au</a>.
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Alastair Taylor

Melbourne's Metro Tunnel HQ opens with interactive learning centre

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<h2>Comment</h2>

Since 2013 when the first contract for Sydney Metro Northwest was signed by the New South Wales Government, there have been two further announcements that deal with the new metro network's expansion.

Sydney Metro Northwest is phase 1, Sydney Metro City &amp; Southwest is phase 2 and in the 2018 NSW state budget announced recently, $28 million will be allocated to finalise the business case for the Western Metro - let's simply call it phase 3.

The NSW Government has chosen to break the link with the existing railway network by selecting a rail technology platform that will operate independently of the Sydney Trains network.

The NSW Premier, Gladys Berejiklian has overseen, whether in her current role as Premier or in her former role as Minister for Transport, a very large amount of new metro lines either proposed or under construction - 66km of new or upgraded track for the first two phases and approximately 20-25km with the Western Metro / phase 3.

And it's no secret there's more to come based on the joint announcement with the Federal Government on the Western Sydney City Deal and new rail lines to the Badgery's Creek airport.

In 7 years, the NSW Government has almost completed the first phase; is advancing toward full-blown construction on the second phase, and is now even 'reserving' money for the third phase.

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The Andrews Government in Victoria had an election pledge to remove 50 level crossings across metropolitan Melbourne and has kicked off the Melbourne Metro tunnel and upgrades to the Pakenham/Cranbourne lines which includes an entirely new and separate fleet of trains.

The Level Crossing Removal program is vast and will occupy a lot of government time if the Andrews Government is re-elected in November (and you could also argue beyond the list of 50, if an ongoing program is set up and executed, that work will continue for another decade or more).

We first saw the second metro tunnel appear on maps under the previous Liberal Government, however, this year, we now see routes and stations appear on structure plans for Fishermans Bend.

Yet we've not had a commitment to the build, unlike the time when the Andrews Government announced $1 million for a Rowville Light Rail line.

The Prime Minister threw $5 billion into the mix for a Tullamarine airport rail line - and the planning work for that is expected to be completed soon, or at least, the Federal Government wants it done before the Victorian election in November.

Spring Street announced funding for a light rail business case from Caulfield through Monash and potentially out to Rowville and similarly there's a study on 'speedier' Geelong rail services on the cards as well.

Yet still no commitment to the second metro tunnel from Clifton Hill to Newport. 

Infrastructure Victoria gave it a negative BCR albeit with one giant asterisk that states there's no model for calculating the benefits of redeveloping the vast Fishermans Bend area (and thus, that benefit was not factored into the preliminary BCR) which the second metro tunnel will directly service.

It'd be remiss of me to not acknowledge the NSW Government has a 3-year head start on the Victorian Government when it comes to laying out a decade's worth of city-shaping rail projects however we're still left with one question in Victoria.

Where to next?

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NSW gets on with its new metro phase 3, VIC still stuck on phase 1

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Having worked on both the Initial Reference Design (IRD) and Reference Design (RD) for the Melbourne Metro Rail Tunnel during my years at Grimshaw, I have maintained an ongoing interest in the project from afar, as development plans for each station along the twin 9km tunnels are finessed and new renders are released.

The key theme for us when working on the Reference Designs of each station was "celebrating the engineering" and designing a series of components (or kit of parts) which could be upgraded over time as required or advancements in technology, rather than making wholesale changes to the architecture or aesthetics to respond to the design trend of the time.

This translated into a line-wide identity where concrete and steel structural elements were exposed for all to see and reflected the construction methodology and technologies employed. This reflected the design of metro stations around the world such as those in Copenhagen, Budapest, London etc.

The concept of a line-wide identity was further explored with platform and concourse levels generally consistent across the mined cavern stations  (CBD North and South) and again for the cut and cover station box stations (Arden, Parkville and Domain). Each station would then reflect its surrounding context as you ascended up towards street level, particularly at the upper concourse and station entries.

<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/parkville_platform.jpg" rel="gallery-all" title="Reference Design for Parkville's Platform level. Image: Grimshaw Architects"><img alt="" class="image-article-full-width-580px" height="266" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/parkville_platform.jpg?itok=Uvh06tdR" title="Reference Design for Parkville's Platform level. Image: Grimshaw Architects" width="580"></a>

<figcaption>Reference Design for Parkville's Platform level. Image: Grimshaw Architects</figcaption></figure>The latest round of renders, <a href="/news/melbourne-metros-finalised-station-designs-unveiled">which were released on Wednesda</a>y, carried with them a "Concept Image" watermark and based on my own experiences the likelihood is that the designs will continue to evolve and be refined to respond to the construction methodology and stakeholder feedback.

The team of architects, which comprises and is led by local (but global) firm HASSELL includes international offices Weston Williamson and Rogers Stirk Harbour who were brought in following Cross Yarra Partnership's successful bid for the stations. In a joint statement the design team describes the key drivers which influenced the station designs;

<blockquote>
Passenger experience has been at the heart of our design. The stations open up to fresh air and natural light and the underground spaces have a generous civic quality that will feel safe and intuitive to use.

But this project isn’t just about adding new stations, it actually creates five extraordinary new public buildings and transformative public places for Melbourne. Together these new places will add a brand new layer to Melbourne, amplifying and connecting to what makes our city one of the world’s most liveable.

We’re proud to be part of this project that will help shape the way the city works today, into the next century and beyond and we hope that Melbourne will grow to be proud of the new metro.

- HASSELL, Weston Williamson and Rogers Stirk Harbour and Partners 
</blockquote>

What has become clear that with the reduced construction programme and station completions being brought forward by a year that the designs of each station have had to respond accordingly. 

<h2>Anzac Station (formerly Domain Station)</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/anzac_station_ba.jpg" rel="gallery-all" title="Before &amp; After - L: Domain Station &amp; R: Anzac Station. Image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="333" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/anzac_station_ba.jpg?itok=dPG6bCxM" title="Before &amp; After - L: Domain Station &amp; R: Anzac Station. Image: Rail Projects Victoria" width="580"></a>

<figcaption>Before &amp; After - L: Domain Station &amp; R: Anzac Station. Images: Rail Projects Victoria</figcaption></figure>"Anzac Station has been designed as a ‘pavilion in the park’ – an integrated public building and landmark that connects seamlessly with surrounding parklands."

Above ground the design has generally remained true to the first concept released, with the element of reality and practicality added to the pavilion's canopy, which previously almost appeared to float over the station entry at the tram interchange.

Dual entries either side of St Kilda Road within the Shrine gardens and Albert Road Reserve allow passengers to cross the stretch of road below ground, removing the conflict with vehicles.

Below ground based on the renders provided, it would appear the line-wide identity has become more consistent across the stations, with the site-specific coloured bands across the OTE plenums now the bronze finish prevalent throughout all the stations. Likewise, the structural elements are treated with minimum fuss or need for unnecessary ornament.

<h2>Town Hall Station (formerly CBD South Station)</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/town_hall_ba.jpg" rel="gallery-all" title="Before &amp; After - L: CBD South Station &amp; R: Town Hall Station. Image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="362" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/town_hall_ba.jpg?itok=qahHMJp5" title="Before &amp; After - L: CBD South Station &amp; R: Town Hall Station. Image: Rail Projects Victoria" width="580"></a>

<figcaption>Before &amp; After - L: CBD South Station &amp; R: Town Hall Station. Images: Rail Projects Victoria</figcaption></figure>The first concept images for what was then CBD South Station featured a series of arches and vaulted spaces which were also reflected in some form at CBD North Station. The arches within the concourse area have since evolved into a forest of concrete structural branches supporting a web of beams set against a backdrop of solid and perforated metal panels.

At platform level, the vaults have been rationalised from a contoured fan vault into a more regular barrel vault, with bronze overlapping arches tacked on supporting the lighting and supported by large concrete columns, again reflecting the line-wide strategy, with some tweaking to reflect the cavern station construction. 

Above ground within Federation and City Square canopies over the entries reflect the respective locations with a lightweight  steel and glass structure at City Square and a more blade-like canopy at Fed Square drawing on the geometry of the architecture of the buildings there. Whether that is the final design is to be determined in light of the controversy surrounding Apple's potential move to the square and the architecture employed for its store.

Of particular note also, is the changing role of Flinders Lane in the precinct, which is slated to  "...become a shared street adjacent to City Square, with a raised surface to increase the scale of the square and link it to St Paul’s Cathedral and Chapter House Lane."

<h2>State Library Station (formerly CBD North)</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/state_library.jpg" rel="gallery-all" title="Before &amp; After - L: CBD North Station &amp; R: State Library Station. Image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="364" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/state_library.jpg?itok=F-ma6EaL" title="Before &amp; After - L: CBD North Station &amp; R: State Library Station. Image: Rail Projects Victoria" width="580"></a>

<figcaption>Before &amp; After - L: CBD North Station &amp; R: State Library Station. Images: Rail Projects Victoria</figcaption></figure>The reflective iridescent arches within the main entry located on the corner of LaTrobe and Swanston Streets have been replaced with supersized concrete portal frames which span the full width of the entry save for the lobby and core areas set aside for the Over Site Development (OSD) which they will eventually support.

Once again the metallic panelling provides the surface treatment to the walls and soffits at street level. Glazing along LaTrobe Street provides the entry with light and visibility.

The platform level at State Library is essentially the same as at Town Hall Station.

According to the Metro Tunnel website "Existing laneways at Literature Lane and Stewart Street will be revitalised and extended to provide connections into the new station, opening up new walking routes and evenly distributing pedestrians around the precinct".  Swanston Street will be reconfigured to "enable widened footpaths, increasing space for pedestrians outside the new station and creating space for new trees to be planted."

It has not been confirmed whether the tiered amphitheatre entry at Franklin Street adjacent to RMIT has been retained in the latest round of designs - its origins tracing back to Reference Design. The southern footpath however, "will be widened to become a linear park with areas for socialising, outdoor dining, shade, gardens and public art." This forms part of a greater strategy to transform the street into a pedestrian promenade between Stewart and Victoria Streets. 

<h2>Parkville Station</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/parkville_ba.jpg" rel="gallery-all" title="Before &amp; After - L: Parkville Station &amp; R: Parkville Station. Images: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="358" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/parkville_ba.jpg?itok=STjtloNz" title="Before &amp; After - L: Parkville Station &amp; R: Parkville Station. Images: Rail Projects Victoria" width="580"></a>

<figcaption>Before &amp; After - L: Parkville Station &amp; R: Parkville Station. Images: Rail Projects Victoria</figcaption></figure>The construction of the station will see Grattan Street transformed into a ‘grand promenade,’ connecting some of Victoria’s most prominent institutions.

"The main station entry, on the northern side of Grattan Street outside the University of Melbourne, features a 50 metre long glass and steel canopy to draw natural light into the station concourse. The entrance has been designed to sit within the tree canopy to blend in with the surrounding environment. Natural light is also maximised in the concourse via light wells that allow light to penetrate from the surface to the station below."

The concourse level previously featured a ceiling comprising large staggered apertures of varying sizes allowing light into the station. These have since been rationalised and appear more as traditional skylight strips in response to the structural elements and construction of the station.

Down at platform level, Parkville features design features and finishes in keeping with North Melbourne and Anzac Stations.

<h2>North Melbourne Station (formerly Arden Station)</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/nth_melbourne.jpg" rel="gallery-all" title="Before &amp; After - L: Arden Station &amp; R: North Melbourne Station. Images: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="363" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/nth_melbourne.jpg?itok=n4CqspkI" title="Before &amp; After - L: Arden Station &amp; R: North Melbourne Station. Images: Rail Projects Victoria" width="580"></a>

<figcaption>Before &amp; After - L: Arden Station &amp; R: North Melbourne Station. Images: Rail Projects Victoria</figcaption></figure>As the catalyst for the wider renewal of the Arden Precinct, the station design draws on the area's former industrial character and history with concrete and masonry forming the grand vaulted entry.

Earlier concepts also featured the use of brick throughout, with the cascading stairs down to platform level previously shown as being lined with brick paving.

The entrance will be raised 1.5m above ground level to respond to flooding.
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