Local developer Harridan is seeking to turn its Woolloongabba apartment project into the first stage of a broader transformation of Burke Street, using a new 16-storey mixed-use building to establish a greener pedestrian connection toward the rapidly evolving Boggo Road transport and knowledge precinct.

The South East Queensland developer has filed plans for 154 apartments on the <a href="https://www.apartments.com.au/new-apartments/4-burke-street-woolloongabba-qld-4102">southern side of Burke Street</a>, where its proposal has been designed alongside a wider vision by LatStudios for the street.

That vision positions the southern side of Burke Street for buildings of 15 storeys and above, while envisaging lower-rise development of up to five storeys on the northern side to transition into Woolloongabba's existing character housing. It also proposes wider pedestrian verges, deep planting, new street trees and upgrades to the pedestrian approach to Boggo Road Station.

The Harridan development itself has been designed by Brisbane-based Arqus Design and will comprise 154 apartments across 16 storeys. The mix is weighted heavily toward two-bedroom apartments, with 121 proposed alongside 10 one-bedroom and 23 three-bedroom residences. There will typically be around 14 units per floor.

A lower-ground car park and three podium levels will accommodate 156 resident parking spaces, along with visitor and commercial parking. There will also be 154 resident bicycle spaces and 40 visitor bicycle parks.

&nbsp;

Harridan is a family-owned developer and part of the Holmwood Highgate Group, with more than three decades of development activity across South East Queensland. Its portfolio spans residential, commercial and industrial property, with current residential projects including Riverbank on Byron in Bulimba, Esperance Residences in Carina and The Precinct at Kinross Road in Thornlands.

Wooloongabba has been popular for apartment developers, particularly since the announcement of the 2032 Summer Olympics games in Brisbane.

While there have been a lot of development applications, it has failed to materialize into real supply.&nbsp;

Sarazin has been the major player in the area. They are under construction at Murcia Residences, on the fringe of East Brisbane and Woolloongabba. They have just launched <a href="https://www.apartments.com.au/new-apartments/the-stanley-residences-woolloongabba-8-trafalgar-street-woolloongabba-qld-4102">The Stanley Residences</a>, in Woolloongabba on Trafalagar Street. They also have Nuage coming soon on the nearby <a href="https://www.apartments.com.au/new-apartments/nuage-woolloongabba-14-wellington-road-woolloongabba-qld-4102">Wellington Road</a>.

Joel Robinson

First look: Harridan plans Burke Street transformation beside Boggo Road transport hub

IN BRIEF

<ul>
	<li>
	Just three double-storey Sky Homes sit at the top of The Waterline, each with its own private marina berth and rooftop terrace.
	</li>
	<li>
	Construction on The Waterline is complete, with the first residents expected to move in from mid-October.
	</li>
	<li>
	Sky Homes range from 282 sqm to 367 sqm and are priced from $3.65 million.
	</li>
</ul>

<hr />
Lewis Land has opened the first completed sky home for inspection at Harbour Shores, giving buyers their first opportunity to step inside one of just three double-storey residences crowning The Waterline.

Each sky home comes with its own private marina berth, rooftop terrace and Broadwater views, combining the scale of a larger home with direct access to the boating lifestyle that underpins the wider <a href="https://www.apartments.com.au/new-apartments/harbour-shores-biggera-waters-564-oxley-drive-biggera-waters-qld-4216">Harbour Shores</a> masterplan.

[smartcode_project:default project_id=113271 project_image_fid=366708]

Lewis Land Head of Development Michael Long said the inclusion of a berth with every Sky Home had become increasingly valuable as marina access across the Gold Coast tightened.

“Marina berths are becoming increasingly difficult to secure across the Gold Coast, so including one with every Sky Home makes this a genuinely rare offering,” Long said.

“The private 70-berth marina will accommodate boats up to 12 metres in length and is positioned just 2.5 kilometres from the Broadwater, placing the open ocean only 15 minutes away.

“Being able to step out of your home onto your boat is a rare luxury, and it’s something residents here can look forward to when it opens later this year.”

[smartcode_project:default project_id=113271 project_image_fid=366709]

The display opening comes as construction completes on The Waterline, with the first residents expected to move in from mid-October.

The three Sky Homes range from 282 sqm to 367 sqm and each feature three bedrooms, three bathrooms, multiple living zones, expansive kitchens with butler's pantries and large balconies taking in the Broadwater outlook.

Each residence also has three secure basement car spaces and additional storage.

“This is the first opportunity the Gold Coast has had to step into Harbour Shores and see, touch and feel what we’re bringing to life here,” Long said.

“There are only three Sky Homes within The Waterline, ranging in size from 282sqm to 367sqm, with each residence featuring three large bedrooms, three bathrooms, multiple living zones, expansive custom-built kitchens with butler’s pantry, and large balconies capturing Broadwater views.”

<img alt="Harbour Shores" data-entity-type="file" data-entity-uuid="bab65e10-4fab-45e1-92d8-fc56e2ab98ff" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-25%20at%202.00.16%E2%80%AFPM.png?VersionId=XT8q76LsPkw3cYTsvN3JfFDaPLud90PN" />

Residents of The Waterline will have access to a private pool, along with Harbour Shores' wider collection of amenity including a lagoon pool, social clubhouse, tennis court, gym, yoga facilities and sauna.

Lewis Land partnered with Studio Collective to furnish the completed display, with the interiors designed to demonstrate how the residences could function as permanent homes rather than simply as show apartments.

Studio Collective Director Melissa Park said the surrounding waterways informed the interiors, but in a more restrained way than a traditional coastal scheme.

“We drew inspiration from the canals and coastal surrounds, but our approach was to interpret that subtly through layered materials and a grounded palette of earthy tones, rather than literal coastal references,” Park said.

“We introduced hero moments of green and teal to reference the surrounding waterways, while mirrored elements help reflect natural light.

“The result is a residence that feels elevated yet comfortable, somewhere buyers can genuinely imagine themselves living, entertaining and unwinding.”

Sky Homes are priced from $3.65 million.

Lewis Land is also offering private marina berths with The Residences, its limited collection of three and four-bedroom villas positioned directly along the Harbour Shores waterfront boardwalk.

Three-bedroom villas are priced from $2.99 million, while four-bedroom residences start from $3.19 million.

Harbour Shores is being marketed by Colliers International.

[smartcode_project_cta:default project_id=113271]

Lewis Land opens sky home display as The Waterline completes at Harbour Shores

St Vincent de Paul Society Housing Australia has filed plans for a major mixed-use housing precinct on the southern edge of the North Sydney CBD, adding another significant proposal to a pocket around North Sydn​ey Station that is quickly becoming one of the LGA's busiest development zones.

The State Significant Development Application covers a 5,990 sqm site at <a href="https://www.apartments.com.au/new-apartments/1-19-mackenzie-street-lavender-bay-nsw-2060">1-19 MacKenzie Street and 211 Blues Point Road in Lavender Bay</a>, immediately south of Nor​th Sydney Station and between the commercial core and the lower-rise Lavender Bay Heritage Conservation Area.

Designed by Wardle, the proposal would deliver a new residential tower comprising 88 build-to-sell apartments and 19 affordable apartments, alongside a separate co-living building with 57 rooms and a building manager's studio.

It would also see the significant restoration and upgrade of St Francis Xavier Catholic Church, the adaptive reuse of the former school building, new parish facilities, retail, a new public square and around 1,000 sqm of publicly accessible open space.

<img alt="Vinnies North Sydney" data-entity-type="file" data-entity-uuid="d5dd7f87-a617-463e-b577-17541e01f0e9" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%209.10.13%E2%80%AFAM.png?VersionId=4R8TsFN3P_LrrXO2HswTOIrx2blil8lh" />

The project is seeking a concurrent rezoning of the site to R4 High Density Residential and an increase in the maximum building height to allow a tower reaching RL120, or up to 20 storeys. The proposal was progressed through the NSW Government's Housing Delivery Authority pathway.

The build-to-sell component will be weighted toward larger apartments, with just six one-bedroom apartments compared with 31 two-beds, 43 three-beds and eight four-bedroom residences.

The 19 affordable apartments will comprise two studios, 15 one-bedroom apartments and two two-bedroom apartments, taking the total apartment component to 107 residences before the 58 co-living rooms are included.

<img alt="Vnnies" data-entity-type="file" data-entity-uuid="7d568ca5-cb90-4e18-96c6-d9795dba0c56" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%209.10.05%E2%80%AFAM.png?VersionId=GY2R5M9VtQh0EKy1vajaea19PSLOPuRD" />

Wardle's design for the Vinnies site has sought to negotiate that emerging high-rise context while retaining the lower-scale character of MacKenzie Street and the adjoining heritage conservation area.

The main building adopts a three-storey podium and tower arrangement, with the podium aligned to the ridgeline and front setback of St Francis Xavier Church.&nbsp;Wardle has designed the podium with colonnades, seating, recessed entries and active ground-floor frontages, with sandstone-toned precast concrete and face brick referencing the materiality of the existing church.

The tower then steps back eight metres to the south and six metres to the north before rising in a sculpted form comprising four interlocking quadrants. Wardle has also introduced rounded forms and chamfered corners to reduce the tower's perceived bulk and improve view sharing with neighbouring development sites.

Resident facilities and outdoor areas are planned at the separation between the podium and tower at Level 3, oriented toward Sydney Harbour and the CBD skyline.

The tower itself will feature a glass reinforced concrete facade, with recessed balconies and deep reveals used both to provide shading and privacy and frame views toward the harbour and city. The lower levels take a different architectural approach, using brick and sandstone-toned finishes intended to establish a stronger relationship with St Francis Xavier Church. The Church itself will be conserved and upgraded for its continued use, while the former school building will be adaptively reused as part of the co-living component.

<img alt="Lavendar Bay" data-entity-type="file" data-entity-uuid="2d4418ad-90aa-4d49-af93-c80b140aea80" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%209.09.47%E2%80%AFAM.png?VersionId=Kv4gzbsACaGvZSRuaqcfGC54jEJRXIDJ" />

&nbsp;

The proposal adds to an increasingly concentrated pipeline of residential development around Blue Street, MacKenzie Street and Lavender Bay.

Just west of the site, Central Element lodged plans earlier this year for one of the most significant residential developments proposed in Lavender Bay in recent years.

Central Element's SJB-designed scheme at 64-66 Lavender Street and 3-7 Middlemiss Street would deliver 163 apartments across two towers rising 23 and 32 storeys, replacing five existing apartment buildings containing 32 homes. The project also forms part of the Housing Delivery Authority pathway.

<a href="https://www.apartments.com.au/news/nsw/first-look-central-element-reveals-lavender-bay-apartment-plans?utm_source=chatgpt.com" rel="noopener" target="_blank">First look: Central Element reveals Lavender Bay apartment plans</a>

Immediately around North Sy​dney Station, another two significant proposals have emerged at 5 and 15 Blue Street.

Zurich Australian Insurance Properties is seeking to adaptively reuse its longstanding commercial building at 5 Blue Street, directly above North Sydney Station, rather than demolishing the structure.

Its SSDA proposes converting the building into a 14-storey mixed-use development with 62 apartments and 86 co-living rooms, together with ground-floor retail and a major refurbishment of Blue Street Plaza. The application is currently at the Response to Submissions stage.

<a href="https://www.apartments.com.au/news/nsw/first-look-zurich-targets-north-sydney-office-conversion-with-148-unit-proposal-above-metro-station">First look: Zurich targets North Sydney office conversion with 148-unit proposal above Metro station</a>

&nbsp;

First look: Vinnies files for 20-storey Lavender Bay apartment tower as North Sydney housing pocket heats up

When the opportunity arose for South Australian developer Palumbo to return to Kent Town, where it had previously delivered East Park Apartments and the East 
Rundle Apartments, it wasn't one the longstanding developer-builder was going to pass up.

The decision was quickly vindicated, with more than 30 apartments sold within the first month of launching <a href="https://www.apartments.com.au/new-apartments/royal-apartments-kent-town-2-8-north-terrace-kent-town-sa-5067">Royal Apartments</a> to the market.

The 206-apartment development, which will bring significant new supply to Adelaide's tightly held eastern city fringe, also gives <a href="https://www.apartments.com.au/developers/palumbo">Palumbo</a> the opportunity to bring new life to one of Kent Town's most recognisable watering holes.

[smartcode_project:default project_id=6109 project_image_fid=376073]

Royal Apartments incorporates the historic Royal Hotel, a venue Palumbo Managing Director Daniel Palumbo said has a longstanding connection with the local community.

"Everyone in the area has history with the Royal Hotel," Palumbo told Apartments.com.au.

"It was quite an active pub and social gathering place for locals. We want to bring it back to its former glory."

[smartcode_project:default project_id=6109 project_image_fid=376072]

The wider development will comprise two residential towers alongside the restored hotel, sitting on North Terrace opposite the Adelaide Park Lands.

For Palumbo, the project also marks a return to familiar territory.

The developer completed East Park Apartments next door more than a decade ago and jumped at the opportunity to develop in Kent Town again when the Royal Hotel site became available.

"The opportunity emerged, and we moved to secure the site," Palumbo said.

"We were approached by the previous landowner, who said they had extensive commitments in Sydney and weren't in a position to deliver the project.

"We took over the site and within six months recut the design scheme to be more in keeping with the type of development we want to bring to Adelaide.

"Now we're on the market and those changes have really resonated with local buyers."

That has translated into a strong start to sales, with 33 apartments transacting in the project's first 35 days.

Palumbo said the early purchaser profile had been consistent with the group's traditional focus on owner-occupiers rather than investor-led apartment stock.

"Local owner-occupiers have always been our market," he said.

"There are always some investors, but we've never developed what would be called traditional development stock. Owner-occupiers are very much our market."

[smartcode_project:default project_id=6109 project_image_fid=376068]

The buyer mix has been diverse so far, with downsizers and younger professionals both accounting for a significant portion of early sales.

South Australia's current stamp duty settings, which allow&nbsp;eligible homeowners in South Australia aged 60 savings of up to $103,830 on stamp duty when they downsize to a new property valued at up to $2 million,&nbsp;have helped encourage downsizer activity, while younger buyers in their late 20s and early 30s have been attracted to the opportunity to live immediately outside the CBD while still being able to walk into the city.



Location has been a major part of the proposition for both buyer cohorts.

[smartcode_project:default project_id=6109 project_image_fid=376075]

Royal Apartments sits on North Terrace directly opposite the Adelaide Park Lands, with residents able to walk through the parklands toward the East End, Rundle Street and Rundle Mall.

Apartments have been positioned to capture views across the parklands, Adelaide skyline, Botanic Gardens and Adelaide Hills.

Palumbo believes the scarcity of developable land along this section of the Park Lands makes the site particularly difficult to replicate.

"There's very few allotments on that side that can be developed," he said.

"If this location was in New York and you were sitting on Central Park, you'd be talking about a $60 million apartments."

Royal Apartments will offer a broad mix of residences, ranging from one-bedroom apartments through to four-bedroom sub-penthouses and penthouses.

Current listings include one-bedroom apartments from $680,000, while larger three and four-bedroom residences are priced around $2.5 million.

Residents will have access to a swimming pool, gym, barbecue and recreation areas, residents' lounge and dining space, and a communal deck.

[smartcode_project:default project_id=6109 project_image_fid=376067]

The apartments will feature generous balconies, while secure parking, bicycle storage and storage cages will also be provided.

A porte-cochère-style arrival and drop-off area has also resonated with buyers, particularly those attracted to being able to walk into the CBD during the day while retaining secure vehicle access at home.

Palumbo is acting as developer, architect and builder on Royal Apartments, continuing the vertically integrated model it has used across its South Australian portfolio.

The group was also behind the $150 million Sofitel Adelaide, the 251-room five-star hotel and residential tower which opened in 2021.

Palumbo said Royal's launch had come at an interesting time for the broader Adelaide apartment market.

Buyer confidence had initially been impacted by uncertainty surrounding the Federal Budget and broader economic conditions, but Palumbo believes sentiment is beginning to improve against a backdrop of significant investment flowing into South Australia.

He pointed to increased activity across defence and resources, including Olympic Dam, as potential long-term drivers of the state's economy and housing market.

"Money is starting to flow into Adeliade, significant amounts as Adelaide bucks the trend of the rest of the country.," Palumbo said.

"There's a lot of activity in the economy over the next decade. I think more investment will come into this market."

Early works on Royal Apartments are expected to commence this year, with major construction activity and cranes anticipated on site from early next year.

[smartcode_project_cta:default project_id=6109]

Palumbo's return to Kent Town strikes early chord with buyers

Go-to builder-developer <a href="https://www.apartments.com.au/developers/graya">GRAYA</a> is continuing to bulk out its already impressive and diverse apartment portfolio across South East Queensland. Their latest milestone is securing development approval for Silk, its boutique riverfront apartment development in St Lucia.

The approval clears&nbsp;the way for the team to begin construction planning for the 22-residence project.

<a href="https://www.apartments.com.au/new-apartments/silk-st-lucia-16-18-sandford-street-st-lucia-qld-4067">Silk</a> will rise 15 levels from an 810 sqm site at 16-18 Sandford Street, occupying a prominent bend of the Brisbane River with a prized northern aspect across Orleigh Park toward the Brisbane CBD.

The approved scheme will comprise 16 split-floor and six full-floor residences, continuing GRAYA's move into larger-format apartment developments targeting Brisbane's prestige owner-occupier market.

The project has been designed around the site's broad river frontage and dual-direction views, with GRAYA prioritising larger residences, privacy and outlook over apartment yield.

<img alt="Silk St Lucia" data-entity-type="file" data-entity-uuid="aa5c2349-f96c-4914-a812-1f2cd6827af8" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%208.25.44%E2%80%AFAM.png?VersionId=WY0vEU_7vYjeRJKQHiCwFdMxu8PvFh52" />

GRAYA Co-founder and Chief Executive Officer Rob Gray said the project had been shaped around local homeowners wanting to remain in St Lucia without maintaining a traditional family home.

"St Lucia is one of those suburbs people do not want to leave," Gray said.

"They know the river, the trees, UQ, the golf course, Toowong and Indooroopilly, and that familiarity is hard to replace.

"True riverfront opportunities here are exceptionally scarce. What we have designed at Silk is a way to stay in the suburb people love, with the scale and privacy of a private home and far less to maintain.

"This is not typical apartment product. It is a proper home on the river, and that is exactly what this market has been missing."

The approval comes as new apartment development continues to increase across the St Lucia and neighbouring Toowong corridor, although direct riverfront sites remain considerably more tightly held.

GRAYA Co-founder and Managing Director Andrew Gray said securing the approval had removed a significant element of development risk from Silk.

"Genuine riverfront sites of this quality in St Lucia are not something that comes up regularly," Gray said.

"The approval removes a substantial layer of execution risk, and the location underwrites demand in a way very few inner-city sites can.

"The fundamentals here are as strong as anything we have assessed in Brisbane."

<img alt="Silk St Lucia" data-entity-type="file" data-entity-uuid="d0f3d734-65e1-48e8-8ed3-2e0715ffcdd9" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-08-26%20at%208.25.56%E2%80%AFAM.png?VersionId=sOLSs_jdHkXLWbBKzRyayf5BfTb2vPsD" />

Silk will see GRAYA return to a stretch of the Brisbane River where it already has recent construction experience. The vertically integrated group recently completed ARC in neighbouring Toowong as builder for developer Spyre, delivering the riverfront project on a constrained site.

GRAYA will take a different role at Silk, controlling the project from design and development through construction and aftercare under its vertically integrated model.

The development will include a gym and resident leisure areas at ground level, integrated with the river's edge.

Silk joins a growing pipeline for GRAYA across Brisbane and the Gold Coast, which includes Enclave, The Gallery, Coral and Ripple.

The developer-builder has also recently lodged plans for its largest project to date, <a href="https://www.apartments.com.au/new-apartments/the-silo-19-chester-street-newstead-qld-4006">The Silo</a>, a proposed <a href="https://www.apartments.com.au/news/qld/graya-buys-frasers-newstead-site-plans-the-silo-between-james-street-and-gasworks-precincts">$700 million mixed-use development</a> in Brisbane's James Street precinct.

Silk is expected to predominantly target local owner-occupiers and prestige buyers seeking a permanent riverfront home in Brisbane's inner west.

Registrations of interest are now open, with further details on the project and construction program to be released as it progresses.

<hr />
<h2>SILK PROJECT FACTS</h2>

Developer-builder: GRAYA

Project: Silk

Location: 16-18 Sandford Street, St Lucia

Apartments: 22

Built form: 15 levels

Site: 810 sqm riverfront holding

Mix: 16 split-floor and six full-floor residences

Status: Development approved

Next step: Construction planning underway

[smartcode_project_cta:default project_id=152168]

GRAYA greenlit for riverfront St Lucia apartment development, Silk

Urban Affairs

<html><body>
Dear Prime Minister,

I note that your government is keen to get the concept of 'City Deals' up and running in Australia, with the recent focus on Western Sydney, the Emerald City's second airport and associated infrastructure.  

I would like to draw your attention toward the ongoing planning work underway in Victoria; the redevelopment Fishermans Bend as well as the large-scale upgrades to Melbourne's rail network.

Our state government <a href="http://haveyoursay.delwp.vic.gov.au/fishermans-bend-final-vision">released the Fishermans Bend vision</a> after several rounds of consultation and key amongst its priorities is getting the transport hierarchy right.  With walking at the top and private vehicles at the bottom, it's bound to upset a few tabloid columnists &amp; talkback radio presenters, but this is Melbourne: we don't give them as much cred as the Sydney media bubble does.

As I understand it, the basic premise of a City Deal is for the community, represented by the government, to get a positive return on investment on the money the government provides to build new or upgrade existing infrastructure - be it in transport, health, education or social spheres.

Well, Fishermans Bend linked to the rest of Melbourne through an underground train line - let's call it 'Metro 2' for the moment (and 'Metro 1' is the current Melbourne Metro Rail project that kicked off early works construction last month) - is, if you'll excuse the parochialisms, the country's largest urban renewal precinct that will pay out (pay back?) for decades to come.

In fact, we need to widen the scope of where the benefits will be derived from the investment made into a second cross-town rail line in Melbourne.

Both the South Morang (soon-to-be Mernda) and Werribee Rail lines would join - much like the Pakenham/Cranbourne and Sunbury lines will join with Metro 1 - and become operationally independent rail lines capable of a frequency of service and therefore carrying capacity that will would tinkle on any freeway business case from a very great height.

While the South Morang &amp; Werribee lines would still function as a commuter pathway into central Melbourne - of which, Fishermans Bend will make Australia's metropole even more marvellously grand - I'd like to draw your attention to other mooted projects outside central Melbourne.

<a href="http://australianeducationcity.com/">Australian Education City</a> will be located right next to the Werribee Rail line and the Victorian Planning Authority is currently devising a plan for the <a href="http://vpa.vic.gov.au/project/la-trobe-employment-cluster/">La Trobe National Employment cluster</a>. The South Morang Rail line will not directly service the La Trobe National Employment Cluster, however that's not to say something can't be worked out when Infrastructure Victoria refreshes its state infrastructure plan.

The point is, Prime Minister, Metro 2 has the potential to fulfil its current commuter obligations, guide development in Fishermans Bend and most importantly supercharge &amp; spread the benefits of development of employment, R&amp;D and new housing clusters beyond central Melbourne.  All on one train line.

The traditionalist view of the great Australian dream of owning a home [in a suburb with 3-4 cars in the driveway] needs a refresh and a city deal for Fishermans Bend could be the way forward for Melbourne; the city that is one equal half in the symbiotic Melbourne-Sydney "front bench of parliament" relationship in the Australian federation.

Our planning scheme is starting to facilitate innovation and entrepreneurialism when it comes to development of land - just look at the <a href="http://www.theage.com.au/victoria/apartments-planned-for-brunswick-third-project-in-green-nightingale-series-20160926-grorj2">Nightingale series of developments</a>. That's not to say the Victorian Planning scheme (or strategic direction) is perfect - as the Nightingale architects will tell you, they're still confronted with bygone-era car parking requirements.

Similarly, Spring Street planning policy to date has been focused on curbing the excesses of the previous state government's hands-off approach (the Fishermans Bend vision is a prime example of this) and we're still waiting for a meaningful affordable housing policy with proper mechanisms in place to ensure housing choice for urbanists isn't linked with specific income brackets.

Nevertheless, we're hoping a direction on market affordable and social housing policy will come soon and the Victorian Urban Industry - architects, marketers, planners, engineers, real estate agents, surveyors, academics, financiers and developers to name but a few individual urban industry professions - is diverse, growing and hungry for more work.  

Commitment to a 'City Deal' in Fishermans Bend with a Federal Government focus on helping to finance Metro 2 and associated level crossing removals on the existing rail lines that will be joined would be the gold-standard level of assurance the Victorian Urban Industry needs to get on with its job.

Yours,

- passionate Melburnists everywhere. 
</body></html>

Alastair Taylor

Dear Malcolm, let's talk about a city deal for Fishermans Bend

<html><body>
This morning at a media conference in the historic Newport Workshops, the Premier, Minister for Public Transport and Minister for Industry and Employment announced the Evolution Rail consortium was the successful bidder for the contract to supply the next generation of Melbourne's train fleet: High-Capacity Metro Trains (HCMT).

Keen to emphasise the employment opportunities, 15% of the expected 1,100 jobs created through the awarding of this contract will be for apprenticeships, trainees and cadets and transitioning automotive workers.

<blockquote>
We’re guaranteeing more local work than ever with 60 per cent local content, as well as ensuring the inclusion of 15 per cent Victorian apprentices, trainees and cadets, and a partnership with Toyota to help transition workers out of the auto industry.
<cite>Wade Noonan, Minister for Industry and Employment</cite>
</blockquote>

<iframe allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/imwSqb4wpQE" width="100%"></iframe>

The Evolution Rail consortium comprises Downer Rail (ASX: <a href="http://www.asx.com.au/asx/research/company.do#!/DOW">Downer EDI Limited</a>), CRRC and Plenary. Furthermore, the China Railway Rolling Stock Corporation (CRRC) will set up an Australian regional headquarters and establish "Australia's only bogie manufacturer" in Melbourne, the Victorian Government media release states.

Downer Rail has previously worked with a CRRC subsidiary - Changchun Railway Vehicles - to create the most recent fleet of trains operating on Sydney's rail network, <a href="http://www.sydneytrains.info/about/fleet/a_sets">the A Sets</a>, better known as the Waratah fleet.

The historic Newport workshops will see a $16 million upgrade to allow manufacturing to occur on-site.

<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/new_hcmt_interior.png" rel="gallery-all" title="HCMT interior. Screen capture from media release video"><img alt="" class="image-article-full-width-580px" height="304" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/new_hcmt_interior.png?itok=H_R4_qAK" title="HCMT interior. Screen capture from media release video" width="580"></a>

<figcaption>HCMT interior. Screen capture from media release video</figcaption></figure>As foreshadowed when the tender was announced, a new dedicated maintenance facility will be built in Pakenham East - as well as a light service facility in Calder Park - and the new fleet will be dedicated to the Pakenham/Cranbourne lines, with the Sunbury line being added to the list once the Melbourne Metro Rail tunnel project connects all three lines.

The first tranche of new trains is set to begin testing in 2018 and they will begin roaming the mainline in 2019 after the Caulfield-Dandenong level crossing removal project has been completed. The entire fleet order of 65 new trains will be operating once the new Melbourne Metro Rail tunnel is complete in 2026.

<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/new_hcmt2.png" rel="gallery-all" title="Victorian Government's message of public transport and manufacturing jobs continues unabated"><img alt="" class="image-article-full-width-580px" height="304" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/new_hcmt2.png?itok=Y6WP2yr3" title="Victorian Government's message of public transport and manufacturing jobs continues unabated" width="580"></a>

<figcaption>Victorian Government's message of public transport and manufacturing jobs continues unabated</figcaption></figure><blockquote>
These new high capacity trains will do the heavy lifting on the Cranbourne-Pakenham lines, ahead of the opening of the Metro Tunnel, enabling more passengers to travel during the busiest parts of the day.
<cite>Jacinta Allan, Minister for Public Transport</cite>
</blockquote>

The new trains will be formed in seven car consists and passengers will be free to move to any part of the train once aboard. The longer train and internal configuration will purportedly enable 20% more space in each train compared to trains which currently operate on the Melbourne network.

In an ASX media release before market open at 10am on Monday, Downer EDI Limited stated:

<blockquote>
The Evolution Rail consortium will deliver the HCMT project which includes

<ul>
<li>Design, manufacture and commissioning of 65 HCMTs for use on the Cranbourne, Pakenham and Sunbury lines in Melbourne;</li>
	<li>Design and build of two training simulators;</li>
	<li>Design, construction and commissioning of a train maintenance facility and stabling yards at Pakenham East;</li>
	<li>Design, construction and commissioning of a light service facility at Calder Park; and</li>
	<li>Maintenance of the rolling stock fleet for 30 years and also of the train maintenance facility, the light service facility and the simulators.</li>
</ul>
Downer's scope of work includes:

<ul>
<li>Project management services for the HCMT construction;</li>
	<li>Design, construction and commissioning of the train maintenance facility, stabling yards and light service facility; and</li>
	<li>Maintenance and overhaul of the HCMT fleet, train maintenance facility, light service facility and simulators for 30 years</li>
</ul>
<cite>Downer EDI Limited <a href="http://www.asx.com.au/asxpdf/20160912/pdf/43b3gt5bckj1z3.pdf">ASX media release</a></cite>
</blockquote>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/new_hcmt_interior2.png" rel="gallery-all" title="HCMT interior. Screen capture from media release video"><img alt="" class="image-article-full-width-580px" height="312" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/new_hcmt_interior2.png?itok=aK6Lhayz" title="HCMT interior. Screen capture from media release video" width="580"></a>

<figcaption>HCMT interior. Screen capture from media release video</figcaption></figure>The Premier's media centre now has a section dedicated to rail: http://www.premier.vic.gov.au/trains/
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Next generation of Melbourne's train fleet unveiled

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Foreshadowed recently <a href="/news/red-black-interviews-the-ceo-of-infrastructure-victoria-part-1">in an interview with Michael Smith</a>, Infrastructure Victoria - as part of one phase in its community consultation process - empaneled two citizens juries to "give a voice to the people" as CEO Michel Masson put it, and the authority has now <a href="http://yoursay.infrastructurevictoria.com.au/">released the metro and regional</a> jury reports.

<blockquote>
Michael Smith: How does this [citizens juries] work? What have they been deciding upon?

Michel Masson: We were very keen to ensure that in process of the developing the 30-year infrastructure we had depth and breadth in the consultation. This was about real, genuine engagement, not just an exercise in ticking a box. The citizen jury is a very interesting way to give a voice to the people. It was fundamental to have the right tool, the right mechanism to have the community express their views.

We’ve created two citizen juries – one in metropolitan Melbourne and another in regional Victoria which is based in Shepparton. These citizen juries are two groups of 40-ish people which have been randomly selected but statistically representative of regional Victoria and metropolitan Melbourne.

They spend six Saturdays meeting every few weeks and work like a court jury. Each jury has the opportunity to call on experts on a range of issues- from former treasurers, experts in transport planning, specialist in schools or education and so on – in order to gather evidence.

At the same time they are going through all of the options which we tabled. At the end of the process, they will deliberate and provide their recommendations.

<cite>Extract from Michael Smith's <a href="/news/red-black-interviews-the-ceo-of-infrastructure-victoria-part-1">interview</a> with Michel Masson, CEO of Infrastructure Victoria</cite>
</blockquote>

Throughout the <a href="https://www.propertyobserver.com.au/http://yoursay.infrastructurevictoria.com.au/download_file/view/898/1">metro jury report</a>, a system of various endorsement ranks (or strengths) as well as a priority system (high, medium, low) is used to provide high-level guidance on the metropolitan jury's recommendation on each 'need' and the various areas of focus within each category. Each recommendation and priority is accompanied with a summary of the jury's deliberations.

In contrast to the metro jury report, the <a href="https://www.propertyobserver.com.au/http://yoursay.infrastructurevictoria.com.au/download_file/view/899/1">regional jury</a> used a system whereby each juror was given five votes to rank infrastructure priorities. This has had the effect of creating a list of priorities ranked from highest to lowest. The regional jury report also expands on why recommendations were made along with other pertinent information.

The 'needs' and various options that went before the juries were originally outlined in the <a href="https://www.propertyobserver.com.au/http://yoursay.infrastructurevictoria.com.au/download_file/view/900/1">'All Things Considered'</a> report which summarised the feedback Infrastructure Victoria had received in response to its initial public consultation round. And comparing the popularity of some of the transport projects in the 'all things considered' report with the jury recommendations ought to make any populist politician - or political party preparing the platform for the 2018 election - sit up and take notice.

In the all things considered report, the Doncaster heavy rail line (ranked number 6 out of 24) and Rowville heavy rail line (ranked number 13 out of 24) appear in the "most frequent expressions of support" yet in the metro jury report, both options are not supported. The jury report gave this explanation: "the jury recognises that although there is strong community support for these options, Infrastructure Victoria has indicated that they are very high cost and long lead-time options".

The metro jury did provide one caveat, saying "the jury would like to note that these options were not exhaustively researched and that jurors didn't have sufficient opportunity to consider these options".

One area that there appears to be (furious!) agreement between the feedback as outlined in the all things considered report and the metro jury is on bicycle and walking path expansion and improvement. In all things considered this is the number one most frequent expression of support and in the metro jury report, 'Need 4: Enable physical activity and participation - Active Lifestyle Infrastructure Provision' has strong endorsement and high priority.

<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/metro_citizens_jury_active_1.png" rel="gallery-all" title="From the metro citizen jury report (page 15)"><img alt="" class="image-article-full-width-580px" height="665" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/metro_citizens_jury_active_1.png?itok=j9o5vhEA" title="From the metro citizen jury report (page 15)" width="580"></a>

<figcaption>From the metro citizen jury report (page 15)</figcaption></figure>While I am more than happy to give Infrastructure Victoria the full benefit of the doubt in the way it selected the regional jury, I detected a slight anomaly while sifting through the regional jury report.

The regional jurors met in Shepparton and they also provided a list of the towns and cities they come from. If you drew a line from Melbourne to Bendigo and then on to the state border near Kerang and another line from Melbourne along the peaks of the alps to the state border at Wodonga, the regional jurors came from this north-central part of the state.

Like in a courtroom jury, we, the public, should trust that the jury made the right decision - or in this case recommendation - yet one can't help but feel there's a borderline worrisome location bias inherent in the recommendations.

The location bias becomes quite apparent when high-speed rail from Melbourne to Sydney is #5 on the regional jury's priority list (this kind of project will benefit regional Victorians in the aforementioned north-central region the most) and the 'Regional Rail eastern corridor dedicated rail track' that would benefit Gippsland the most, is opposed owing to cost.

In a publicly funded scenario (in the regional jury's defence, it does recommend considering privately funded options for high-speed rail), perhaps the most costly piece of transport infrastructure for the state (or federal) government to build would be high-speed rail line to Sydney!

This in and of itself shouldn't be cause for trashing the entire process, nor the regional jury's recommendations as they currently stand, but perhaps it highlights that there can't just be one jury for all of regional Victoria: there would need to be many, should citizens juries be empaneled in future to deliberate on updates to the state's infrastructure strategy.

<h2>Further reading</h2>

<ul>
<li>
<a href="https://www.propertyobserver.com.au/http://yoursay.infrastructurevictoria.com.au/download_file/view/898/1">Metropolitan citizen jury report</a>. Pay particular attention to the introduction if you're still unsure of exactly what these citizen reports are all about.</li>
	<li><a href="https://www.propertyobserver.com.au/http://yoursay.infrastructurevictoria.com.au/download_file/view/899/1">Regional citizen jury report</a></li>
</ul>
P.S. Infrastructure Victoria: in future, if you could record and publish any audio/video testimony experts give to the juries, it would be a sure-fire way to maximise even greater community engagement.
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Infrastructure Victoria releases metro and regional citizen jury reports

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<a href="http://theconversation.com/profiles/peter-newman-1858">Peter Newman</a>, <a href="http://theconversation.com/institutions/curtin-university-of-technology">Curtin University</a>

As an urban rail activist, academic and commentator, including a spell on Infrastructure Australia, I can say from the start I was delighted that we have a consortium prepared to have a go at high-speed rail using <a href="https://theconversation.com/explainer-what-is-value-capture-and-what-does-it-mean-for-cities-58776">value capture</a>.

Consolidated Land and Rail Australia (CLARA) is the first group in Australia to <a href="https://www.propertyobserver.com.au/http://www.abc.net.au/news/2016-07-14/high-speed-rail-linking-sydney-and-melbourne-one-step-closer/7627990">suggest that a major rail option</a> can be funded without government capital. This fits with what we have been saying for a number of years (for example, the <a href="https://theconversation.com/want-to-build-better-cities-get-the-private-sector-involved-in-rail-projects-52204">entrepreneur rail model</a>).

It is not just a way of bringing financing groups like superannuation funds into such major infrastructure projects where governments have no hope of finding the cash, but it is also a better way: it inherently integrates with land development opportunities to make less car-dependent cities.

High-speed rail is needed. We are the last major developed area without it.

It is now a well-established technology that can simultaneously reduce car use and plane use. It is a way to reduce our oil dependence and to help us meet our greenhouse emissions, as have <a href="http://www.ipcc.ch/pdf/assessment-report/ar5/wg3/ipcc_wg3_ar5_chapter8.pdf">Japan, China and Europe</a> in recent decades.

<h2>Key issues to be overcome</h2>

However, some issues need to be resolved for this proposal and, indeed, the other three consortia that I have heard are also keen to build high-speed rail in Australia.

First, it’s not a project that should be an unsolicited bid with all its high commercial-in-confidence process. Such a project will have huge public significance and demands that we address the full implications – A$200 billion over 40 years is a lot of money for infrastructure and land development.

If this project goes ahead, many other infrastructure projects and land developments will not happen in the competitive marketplace of our cities and rural areas. This project will need to show great public benefit as well as enabling the private sector to take the risk and do the investing.

Second, what are we looking for from infrastructure like this? Surely we want it to build up our cities and the regional towns in between to have a more sustainable, productive and liveable future.

This project is very light on detail, understandably, about how it would come into the cities (it seems to just go from airport to airport on the urban fringes). It completely <a href="http://www.news.com.au/finance/business/australia-could-soon-get-its-own-dormitory-towns-thanks-to-fast-rail/news-story/17674fcabf605308faea9d9164a23ded">misses all the major regional centres</a> like <a href="http://www.theaustralian.com.au/news/fast-train-sydney-to-melbourne-in-110-minutes/news-story/e7ca20287a5b60974c99f6127dd0942f">Canberra, Wagga Wagga and Albury-Wodonga</a> in order to go much faster and cheaper <a href="https://theaustralianatnewscorpau.files.wordpress.com/2016/07/web-news-main-rail-map.pdf">through farmland</a>.

The Canberra Times <a href="http://www.canberratimes.com.au/act-news/how-clara-links-canberra-to-sydneymelbourne-high-speed-train-20160714-gq5dx5">reported</a> a CLARA spokesperson saying:

<blockquote>
The project would be privately funded on a value-uplift model. This needs new city development where maximum uplift in land values is available, which is not available in existing cities like Canberra, with elevated real estate prices. ‘They must be greenfield.’
</blockquote>

Value capture worldwide and in our model is done to facilitate urban regeneration, not to create new car-dependent greenfield suburbs. CLARA’s model is <a href="http://www.theaustralian.com.au/news/nation/valuecapture-process-could-help-fund-building-of-very-fast-train/news-story/adc815db4c51947ed8e401d014c33669">seeking cheap, easily obtainable land</a> on the urban fringe and in rural areas rather than helping our cities and country towns. Not only is the value of this to Australia very debatable, it is not likely to be as successful in raising land values to achieve their goals.

There is a limit to how many wealthy, long-commute exurbs or retirement villages could be induced to invest in such places in the countryside. The strong economic demand is for <a href="http://islandpress.org/book/the-end-of-automobile-dependence">urban regeneration</a> inside the old parts of our cities and towns. This has been an important part of the rationale for high-speed rail in other places.

The CLARA model is an extension of the failed idea of building new towns in greenfield areas. It has failed in Australia and in the UK and US because urban development needs to be more organic, building on the historic processes, local communities and multiple services of the cities and towns built up over hundreds of years. The modernist new towns have all struggled as they are designed from the top down.

It may be appealing to take a fresh sheet and drop it from on high, and very messy to have to deal with so many land owners and local governments in the old cities and towns, but it should not be beyond us.

<h2>Principles to guide a successful project</h2>

To make high-speed rail and urban development happen in a way that benefits Australian cities and towns, I suggest we should try to follow the principles below.

<ol>
<li>
	It is important to attract private capital for combined land development and transport, but this should be led by locational strategies where redevelopment is most needed, not by transport engineering simplicity.
	</li>
	<li>
	Benefit-cost assessments should include long-term urban and sustainability goals.
	</li>
	<li>
	Public-private partnerships (PPPs) should include core commitments to community engagement, integrated public transport delivery, equitable and time-of-travel-dependent fare structures, safety, consumer and environmental protection, and urban design quality.
	</li>
	<li>
	The projects should not just be innovative in financing and PPP delivery but be agile enough to include disruptive innovations such as solar PV-based electric rail, new carbon fibre and other materials, very smart systems for control at high speed, and effective noise management.
	</li>
</ol>
High-speed rail has been a long time coming for Australia. It’s a very big and beautiful opportunity, so let’s get it right.

<img alt="The Conversation" height="1" src="https://counter.theconversation.edu.au/content/62541/count.gif" width="1">

<a href="http://theconversation.com/profiles/peter-newman-1858">Peter Newman</a>, Professor of Sustainability, <a href="http://theconversation.com/institutions/curtin-university-of-technology">Curtin University</a>

This article was originally published on <a href="http://theconversation.com">The Conversation</a>. Read the <a href="https://theconversation.com/high-speed-rail-at-200-billion-wed-better-get-it-right-62541">original article</a>.

Lead image credit: Google Streetview - approximate location of a future Wodonga station from the 2013 <a href="https://infrastructure.gov.au/rail/trains/high_speed/">AECOM study</a>.
</body></html>

theconversation

High-speed rail? At $200 billion we'd better get it right

<html><body>
Construction watchers rejoice: Victoria's Level Crossing Removal Authority is catering to your every desire through the prolific use of its facebook page.

Whilst locals have the opportunity to <a href="http://www.theage.com.au/victoria/frankston-line-level-crossings-massive-voids-draw-crowds-to-three-stations-20160714-gq64bk">peer into the massive construction site</a> on the Frankston line, at Bentleigh, McKinnon and Ormond stations, for those of us not in the neighbourhood, the <a href="https://www.facebook.com/levelcrossings/?fref=ts"> authority's facebook page</a> is turning out to be a useful tool.

Fresh off the digital camera is the lead image above - posted earlier this morning; a photo overlooking the new station pit at Bentleigh with the three platforms well underway and now clearly visible.

<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/bentleigh_lxra2.jpg" rel="gallery-all" title="Bentleigh Station building preparation 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/bentleigh_lxra2.jpg?itok=3idVfVRi" title="Bentleigh Station building preparation works - image LXRA" width="580"></a>

<figcaption>Bentleigh Station building preparation works - image <a href="https://www.facebook.com/levelcrossings/?fref=ts">LXRA</a></figcaption></figure> 

Seen above is the opposite view from the lead image.  The caption on the LXRA's <a href="https://www.facebook.com/levelcrossings/photos/ms.c.eJxFjdkNRDEIAztacZlA~;409LSjx72g8VhVEeyC1TQQ~;vaBhcK8L~;AyIfCCtUFlKY4EQTFT9Aqtp4L3YRpE0ZmJGY6L9orpRd4K~;cYRGrhEE85LnAzlBL8g~-.bps.a.1084549324953085.1073741848.843601892381164/1105493459525338/?type=3&amp;theater">facebook page</a> reads "preparing the Bentleigh concourse for the station building".

<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/bentleigh_lxra3.jpg" rel="gallery-all" title="The trench south of Centre Road - 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/bentleigh_lxra3.jpg?itok=Sv2kxTNe" title="The trench south of Centre Road - image LXRA" width="580"></a>

<figcaption>The trench south of Centre Road - image <a href="https://www.facebook.com/levelcrossings/photos/ms.c.eJxFjdkNRDEIAztacZlA~;409LSjx72g8VhVEeyC1TQQ~;vaBhcK8L~;AyIfCCtUFlKY4EQTFT9Aqtp4L3YRpE0ZmJGY6L9orpRd4K~;cYRGrhEE85LnAzlBL8g~-.bps.a.1084549324953085.1073741848.843601892381164/1105493372858680/?type=3&amp;theater">LXRA</a></figcaption></figure> 

In the most recent update, posted this morning, the shot below shows construction at McKinnon is well advanced with the new lift and ramp structures well on their way.

<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/mckinnon_lxra1.jpg" rel="gallery-all" title="McKinnon station platforms advancing through their construction phase - 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/mckinnon_lxra1.jpg?itok=A6OOPwwG" title="McKinnon station platforms advancing through their construction phase - image LXRA" width="580"></a>

<figcaption>McKinnon station platforms advancing through their construction phase - image <a href="https://www.facebook.com/levelcrossings/photos/ms.c.eJxFjdkNRDEIAztacZlA~;409LSjx72g8VhVEeyC1TQQ~;vaBhcK8L~;AyIfCCtUFlKY4EQTFT9Aqtp4L3YRpE0ZmJGY6L9orpRd4K~;cYRGrhEE85LnAzlBL8g~-.bps.a.1084549324953085.1073741848.843601892381164/1105493286192022/?type=3&amp;theater">LXRA</a></figcaption></figure> 

And another angle on McKinnon station - this time of the platforms under the new McKinnon Road bridge.

<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/mckinnon_lxra2.jpg" rel="gallery-all" title="McKinnon station's new platforms - 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/mckinnon_lxra2.jpg?itok=fgfzY-VQ" title="McKinnon station's new platforms - image LXRA" width="580"></a>

<figcaption>McKinnon station's new platforms - image <a href="https://www.facebook.com/levelcrossings/photos/ms.c.eJxFjdkNRDEIAztacZlA~;409LSjx72g8VhVEeyC1TQQ~;vaBhcK8L~;AyIfCCtUFlKY4EQTFT9Aqtp4L3YRpE0ZmJGY6L9orpRd4K~;cYRGrhEE85LnAzlBL8g~-.bps.a.1084549324953085.1073741848.843601892381164/1105493176192033/?type=3&amp;theater">LXRA</a></figcaption></figure> 

And over in the west, the new Ginifer station had its first lift installed.

<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/ginifier_lxra1.jpg" rel="gallery-all" title="Ginifer station site - 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/ginifier_lxra1.jpg?itok=w8pifYcg" title="Ginifer station site - image LXRA" width="580"></a>

<figcaption>Ginifer station site - image <a href="https://www.facebook.com/levelcrossings/photos/a.973297856078233.1073741840.843601892381164/1102533806487970/?type=3&amp;theater">LXRA</a></figcaption></figure>​

Not content with simply taking photos from ground level, there are aerials aplenty as well - below is the Blackburn station site, posted last week.

<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/blackburn_lxra.jpg" rel="gallery-all" title="An aerial overview of the Blackburn level crossing removal site - image LXRA"><img alt="" class="image-article-full-width-580px" height="870" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/blackburn_lxra.jpg?itok=r6cr2UOl" title="An aerial overview of the Blackburn level crossing removal site - image LXRA" width="580"></a>

<figcaption>An aerial overview of the Blackburn level crossing removal site - image <a href="https://www.facebook.com/levelcrossings/photos/a.1100272346714116.1073741854.843601892381164/1100923066649044/?type=3&amp;theater">LXRA</a></figcaption></figure>To keep up to date with all the construction right around the metro, simply like the Level Crossing Removal Authority's facebook page: https://www.facebook.com/levelcrossings/

And here's some specific links to the various albums on the authority's page.

<a href="https://www.facebook.com/levelcrossings/photos/?tab=album&amp;album_id=1084549324953085">Bentleigh, </a><a href="https://www.facebook.com/levelcrossings/photos/?tab=album&amp;album_id=1084549324953085">Ormond</a><a href="https://www.facebook.com/levelcrossings/photos/?tab=album&amp;album_id=1084549324953085"> and McKinnon</a>

<a href="https://www.facebook.com/levelcrossings/photos/?tab=album&amp;album_id=921405267934159">Main Road, St Albans</a>

<a href="https://www.facebook.com/levelcrossings/photos/?tab=album&amp;album_id=973297856078233">Furlong Road, St Albans</a>

<a href="https://www.facebook.com/levelcrossings/photos/?tab=album&amp;album_id=1100272346714116">Aerials - Blackburn</a>

<a href="https://www.facebook.com/levelcrossings/photos/?tab=album&amp;album_id=1100873993320618">Aerials - Bayswater</a>

<a href="https://www.facebook.com/levelcrossings/photos/?tab=album&amp;album_id=1100992856642065">Aerials - Heatherdale</a>
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The level crossing removal information & picture blitz

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Michel Masson is the CEO of Infrastructure Victoria, the government body charged with formulating a 30 year strategy for Victoria’s infrastructure. This is the second part of the two part Red+Black Architect interview.

If you missed part 1, click <a href="/news/red-black-interviews-the-ceo-of-infrastructure-victoria-part-1">here</a>.

Red+Black Architect – While selecting the right piece of infrastructure to build at the right time is critical, it’s equally critical to the liveability of the state to ensure that the design quality of the proposed infrastructure is of a very high standard? How is Infrastructure Victoria addressing this complex issue of the design quality?

Michel Masson – Let’s be clear as to what Infrastructure Victoria stands for. We are responsible for the strategic planning only. We’re not touching on the procurement. We’re not touching on the delivery. Clearly, we’re not here to revisit designs and look at those when we identify projects. That’s at a later stage. Having said that, we do acknowledge the importance of design in getting the right outcome. We are very focused on being outcome oriented, rather than focused on an output.

With that in mind, we’ve looked at a couple of ideas that are about improving design standards.

We are looking at universal design principles to provide accessibility for people with mobility challenges, and how we can push that further.  We’ve looked also at active design as a way to promote more active lifestyles using infrastructure, such as putting cycling and pedestrian pathways into new developments.

We’re looking at design in relation to social housing.  We’re also looking at design around cyber security. Infrastructure will have more and more technology embedded into it so that needs to be taken into account.

R+BA – Have you been consulting with the Office of the Victorian Government Architect on how to achieve design quality in the process of delivering infrastructure?

MM – You’ll be pleased to know that I’ve had already exchanges with Victorian Government Architect Jill Garner in order to have exactly that discussion. We’ve highlighted a couple of areas where indeed our role and their involvement into the strategy could actually be reinforced to ensure design is considered.

R+BA – From the projects that made it into the options paper, are there any that you found particularly surprising either in perhaps because they initially sounded far-fetched but have since shown promise or perhaps a project that was assumed to be a very important part that actually is not particularly viable?

MM – It won’t come as a surprise that when you table 236 options in a very agnostic way, of course, some catch the attention of the public more than some others. Infrastructure Victoria is an evidence-based organisation. We are totally agnostic. We tabled those and we’re very interested to get the feedback from the public.

Of course, when the public cast their eyes on recycling water for drinking purposes, or the mobile police stations for instance, this is very good news for us because we certainly don’t want to shy away from controversial ideas.

Our process is not a popularity contest. We clearly want to engage with the community and say, “We’re here to plan for the next 30 years. Clearly the next 30 years won’t be anything like the past 30 years. Let’s think outside of the box.”

Business-as-usual won’t cut it when it comes to planning for the next 30 years when you’ve got so many new people coming and settling in Melbourne and you’ve got technology changing so rapidly. We need to think differently when it comes to water, when it comes to education, when it comes to transport. Of course, there are some far-fetched ideas but we’re talking about the future so let’s unleash our imaginations and also look at what worked in the rest of the world.

R+BA – How does Infrastructure Victoria assess projects that cross state borders, for example, the high-speed rail on the Eastern Seaboard?

MM – There is a close collaboration between Infrastructure Australia, Building Queensland, Infrastructure New South Wales, Infrastructure Victoria and Infrastructure Tasmania.

We meet on a regular basis in order to exchange information on who is working on what. We’re not here to reinvent the wheel in our silos, far from it. The more we collaborate, the more we share what we are working on, the better we cross-pollinate our ideas.

Of course, in the process of exchanging ideas and cross-pollinating, we discuss national projects like high-speed rail or inland rail in order to confirm our thinking and come up with a consistent approach.

R+BA – With the way technology is advancing rapidly, is the 30-year goal a realistic goal or will it be virtually obsolete within a decade? How do you deal with that rapidly changing technology?

MM – I think that the beauty of having a 30-year plan is that it’s sufficiently far off in order to be able to make some good assumptions as to how we see the future. Clearly we don’t have a crystal ball. Ten years ago, nobody knew that we would have these mobile phones in our pockets and how much it would revolutionise our lives.

Having said that just because we haven’t got a crystal ball doesn’t mean that we shouldn’t plan. This is the whole essence of planning.

It is important to keep in mind that we’re going to refresh our strategy every 3-5 years. This is not a one-off exercise and then we’ve got to live with it. If that were the case, you would be absolutely right, it would be a pointless exercise.

Two things to keep in mind: one, we’re very mindful that technological advances will make a big impact in how we build, how we operate and how we maintain infrastructure. That’s why we got technology at the forefront what we are looking at. We’ve secured the help of the former chief innovation officer from Google to help us think about the “known unknowns” but also the “unknown unknowns”.

We also need to be very clear in identifying what are the potential disruptors that we need to monitor the impact of. It’s very clear that we can already see the impact of big data and the internet on things. We can see how sensors are already revolutionising water use, for instance, or the energy sector.

I’ll finish off by saying that the last big elephant in the room that we are working on in terms of modernisation is driverless cars. Is this a blessing or is this a curse? What are the changes of the paradigm that we should be looking at in order to leverage upon this and all of the implications that this will have.

R+BA – Yes. It’s very hard to get your head around exactly how that will play out. It could go two ways, in terms of rapidly increasing the amount of cars on the roads because we’ve got all of these cars driving themselves and running errands for people or perhaps it could reduce the numbers of cars, particularly households currently with two cars.

MM – Even if you’ve got less cars overall, you will have more kilometres being driven. It comes back to that question of what is the outcome we want to achieve. Driverless cars also cast a light also on the concept of ownership. With driverless cars, if we stick to the concept of ownership of a car, it will bring different outcomes than if we look at the driverless cars in a new paradigm of non-ownership.

R+BA – Barcelona recently wired a lot of their streets to prepare themselves for an innovation of these driverless cars. Is that something that’s in the draft options report, the idea of WiFi on the street everywhere, facilitating that sort of future outcome?

MM – We certainly are in the process of identifying what are the technology changes that we need to facilitate in order to enable the driverless cars to flourish in the future.

What do we need to start looking at in order to ensure that Victoria is ready for what is to come. It’s not a question of if that’s going to come. It’s a question of how fast and how prepared we are. A lot has got to do with policies and regulations currently in place that need to be looked at in order to ensure that Victoria is ready for it.

R+BA – Absolutely. I can imagine the law would be one of the areas that would need to change, who’s responsible for accidents and so forth.

Are there any aspects of Infrastructure Victoria’s work that have been overlooked or under reported in the media … Is there a message that you would like to put out there that sometimes gets lost amongst the East West Link and other controversial topics?

MM – Well, one of the key characteristics of the 30-year strategy is to cover the whole state, meaning that regional Victoria is equally as important as metropolitan Melbourne. We are very eager to have regional Victorians express their views throughout the consultation so that we are sure that what we table to Parliament reflects their views and their contribution, not just what is best for Melbourne.

The other thing which has probably been overlooked is our guiding principle of land use planning being integrated with the infrastructure planning. We’re very keen to look at ways of bridging that gap. Of course, we are working in close collaboration with the Melbourne Planning Authority. The refreshed Plan Melbourne will be an input into our strategy together with the regional growth plans. Looking at the next 30 years, I think one of the most fundamental changes that we can bring is better integration between infrastructure and land use planning.

The last thing that I’ll say is that we are very ambitious in the final strategy we plan to table at year end, because strategy without execution is nothing. We’re very keen to not only provide a pipeline of strategic recommendations, but for the final strategy to be workable. It needs to be an input to the community, to business, to the local and state governments.

We’re very keen to identify in parallel to our strategic recommendations, what are the tactical next steps? What is the first actionable item that we should be starting to do in order to see a recommendation being implemented?

It may be as an example that we plan for significant capital expenditure, say for a road for instance in 10 or 15 years. Even though you won’t need to build it for 10 or 15 years, we would recommend to pass the relevant legislation in the first 18 months to preserve the corridors. That I think will reposition the true essence of planning into the state of Victoria.

R+BA – Thank you very much for your time

Michael Smith is a director of Atelier Red + Black.  This article was originally published on the Red + Black architect <a href="https://theredandblackarchitect.wordpress.com/2016/07/13/redblack-interview-with-michel-masson-ceo-of-infrastructure-victoria-part-2/">blog</a>.
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redblackarchitect

Red & Black interviews the CEO of Infrastructure Victoria - Part 2

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Ever since the East West Link fiasco there has been substantial talk about removing the politics from Victoria’s infrastructure planning. The perception has been that politicians choose infrastructure projects that best suit their political agenda, rather than the projects that meet the objectives of a broader plan for a city. One only needs to read the East West Link report from the <a href="https://www.anao.gov.au/work/performance-audit/approval-and-administration-commonwealth-funding-east-west-link-project" target="_blank">Australian National Audit Office</a> to see how politics can interfere with due process in infrastructure delivery.

Infrastructure Victoria is the body created by the Daniel Andrews led State Government to fix this problem. Recently the CEO of Infrastructure Victoria, Michel Masson, took time out of his busy schedule to discuss the complex task of preparing an evidence based infrastructure strategy for Victoria.

Red+Black Architect – Currently Infrastructure Victoria is working through a process to develop a 30-year strategy. Where is this process currently at and when can we expect the draft strategy to be released?

Michel Masson – 2016 is clearly the year of the development of the 30-year strategy which will be tabled to parliament at year end. Where are we at? The method we took is one of common sense.

First, we decided to look at what are the problems that we’re trying to solve instead of looking at the solutions. There are so many engineering solutions out there looking desperately for a problem to solve in order to justify their existence and request for funding.

This first round of consultation – which focused on our discussion paper Laying the foundations –  was where we asked the community what are the infrastructure challenges we should focus on.

We know all throughout the process we’re going to have to make some pretty tough decisions in terms of what we do and what we don’t. This is strategy 101. You decide what you’re going to do, and equally what you will not be doing.

We were very pleased with the level of engagement we received from the community during that round of consultation. We received a lot of very good feedback about the importance of putting regional Victoria front and centre in the strategy.

We also received feedback about the need to promote integration between the land use planning and the infrastructure planning, which we’ve now incorporated into our guiding principles.

We have just finished the second phase of the consultation surrounding the options paper. Once we defined the strategy framework and the problems we’re going to focus on, we looked at the options. We’ve tabled to the community over 200 ideas to address Victoria’s infrastructure needs. At this stage, the whole process is to get constructive feedback and criticism from the community on the options we’ve put forward and also source new ideas from stakeholders and from the community.

We are in the process of putting all of these pieces of the puzzle together which will form the draft strategy to be released later this year. That will form the basis for a final round of consultation, again asking  the community to review our draft recommendations and tell us:  “Do we agree that this is the pipeline that we’ll want in the short, medium, and long-term?”

Once we’ve incorporated that next round of consultation, then we’ll table the final strategy to parliament at the end of the year. Once that strategy is tabled to Parliament, the government has 12 months to respond with a five-year plan.

R+BA – Those projects in the draft, will it be prescriptive as to for example project X will start between 2018 and 2019 and project Y will follow that from 2020 onwards? Are there timeframes for those projects?

MM – First of all, we talk about options and not necessarily projects and the reason is that our approach is not just about building new pieces of infrastructure. It’s first and foremost about how do we look at demand management and most importantly how do we optimize the current assets? How do we make the most of what we currently have before we look at building new things? We’re very keen to look at policies and regulations which are currently in place and should be amended or new policies and regulations which would help make better use of the existing assets.

The draft strategy will be a series of recommendations, policies and regulations, and new pieces of infrastructure which will be positioned as short, medium, and long-term draft recommendations. We won’t be as precise as saying this should start the second quarter of 2018 but we’re really going to position them as a pipeline. The recommendations will make it very clear as to how they interact with each other.

It will be clear that before you go to that big piece of new infrastructure as option D, you’ve got to do A, B and C beforehand. Everybody will understand why it makes sense to do A, B and C before D. Again, we recommend but the government of the day decides. They may want to go straight to D but everyone will be able to measure the consequences of the impact of bypassing A, B and C and going straight to D.

R+BA – As part of this process you’ve used citizen juries?

MM – Yes

R+BA – How does this work? What have they been deciding upon?

MM – We were very keen to ensure that in process of the developing the 30-year infrastructure we had depth and breadth in the consultation. This was about real, genuine engagement, not just an exercise in ticking a box. The citizen jury is a very interesting way to give a voice to the people. It was fundamental to have the right tool, the right mechanism to have the community express their views.

We’ve created two citizen juries – one in metropolitan Melbourne and another in regional Victoria which is based in Shepparton. These citizen juries are two groups of 40-ish people which have been randomly selected but statistically representative of regional Victoria and metropolitan Melbourne.

They spend six Saturdays meeting every few weeks and work like a court jury. Each jury has the opportunity to call on experts on a range of issues- from former treasurers, experts in transport planning, specialist in schools or education and so on – in order to gather evidence.

At the same time they are going through all of the options which we tabled. At the end of the process, they will deliberate and provide their recommendations.

The interesting thing with the citizen jury is that you need to reach consensus with forty people. What we’ve seen is when you take forty people from all parts of the socio-demographic fabric of Victoria, you get a lot of common sense.

When you ask them to come up with one common view on the future of transport or education, the answer you get is just fascinating. We’re very keen to see what their recommendations will be, which will form a key input to the draft strategy.

R+BA – Will we be able to see a report on that process and their input? Will that be identifiable in that draft strategy as ‘here’s what the jury said’?

MM – Absolutely. It will be clear where the jury’s recommendations are positioned in the draft strategy but we will also be releasing the citizen juries’ recommendations in full prior to that.

R+BA – When you released the options paper, it must have been terribly frustrating having some politicians and media outlets falsely reporting about Infrastructure Victoria making recommendations for projects rather accurately describing projects in the report as options for consideration. How would you address those commentators?

MM – I fully acknowledge that the complexity of what we’ve embarked upon developing a 30-year infrastructure strategy is not something intuitive to grasp. We’ve been engaging with the media at length to readdress that perception. We are keen to reiterate that these are options, not recommendations. Everything is on the table and this options stage was really when we invited the community to tell us what they think and what we missed as we prepare the draft strategy.

It is very satisfying to feel people are now inside the tent with us and really eager to provide their views. In fact, the number of submissions we’ve received echoes that.

R+BA – How important are cost benefit ratios? Are there circumstances when projects should be built regardless of the cost implications?

MM – Benefit cost analysis is a very interesting aspect of what we are doing. Infrastructure Victoria was created for three purposes. The first one is to develop the 30-year infrastructure strategy. That is a very strong focus this year. The second one is to provide advice to the government on projects and the government has already requested Infrastructure Victoria to provide advice on the second container port in Melbourne. The third is our research program.

Through our research program we looking at the tools currently being used in decision-making and assessing projects, including benefit cost analysis. It’s a very useful tool but its an imperfect tool, because it only captures economic benefits and costs. We are currently trying to capture social and environment benefits in monetary terms.

Currently, we take full cost of an engineering solution, a tunnel for instance, but we do not take account of any benefits from leaving everything above ground flourishing in terms of social and environment impact which is a problem. Everybody recognises that. When I say everybody, I mean Infrastructure Australia and the state infrastructure bodies. Victoria is taking the lead in working on this.

R+BA – Looking back upon the East West Link Saga, what do you take out from that whole process that eventuated?

MM – To be clear, Infrastructure Victoria is positioned to look ahead at the next 30 years. We’re not looking back at past decisions. The past is the past. This is not our field. We are taking for granted as a base case all of the major projects which are fully committed and funded. That’s why people are asking, “Why aren’t you talking about the Western Distributor? Why aren’t you looking at the level crossings?” We are not assessing those. We take those projects already underway as the base case in projecting ahead for the next 30 years. When it comes to what has been known in the past as the East West, we are steering clear from politics. We are steering clear from what it was and we’re looking at what it should be in the future. Our recommendation could be completely different from what has been known as East West. We’re not barracking for an option or solution in particular. We’re just looking in an evidence-based way at what is for the good of Victoria in the next 30 years.

<a href="/news/red-black-interviews-the-ceo-of-infrastructure-victoria-part-2">Continue reading part 2</a>.

Michael Smith is a director of Atelier Red + Black.  This post was originally published on the Red + Black architect <a href="https://theredandblackarchitect.wordpress.com/2016/07/12/redblack-interview-with-michel-masson-ceo-of-infrastructure-victoria-part-1/">blog</a>.
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Red & Black interviews the CEO of Infrastructure Victoria - Part 1

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The Premier along with the Minister for Public Transport this morning announced major work will begin on the grade separation projects on the Dandenong rail corridor.

The Dandenong rail corridor will be grade separated between Caulfield and Dandenong by way of three separate elevated sections of new track.  The elevated lines will, for the most part, be constructed whilst the existing railway continues to operate.

As shown in the Level Crossing Removal Authority's video below, the elevated sections of track consist of piers built beside the existing track and a large gantry system will slide pre-fabricated sections of rail guideway into place between each pier.

Contained within a media release, the Government also announced that as part of the grade separation project, all 30 stations on the Cranbourne/Pakenham line will have their platforms extended as well as receive a new power and signaling system.

<iframe allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/lGtIIDAgwi4" width="100%"></iframe>

<h2>Comment</h2>

Ever since the Andrews Government came to power, Public Transport announcements have tended to focus solely on electorate-friendly, digestible milestones - such as this latest one.  And you can be forgiven for forgetting about the bigger picture.

The Melbourne Metro Rail project, improving existing infrastructure (level crossing removals), lengthening existing platforms to support a new dedicated fleet of longer trains, new duplicated track to Melton, a new signalling system that will likely leapfrog 2-3 technology generations and a new power system are all key components that will make up a metro line from Pakenham and Cranbourne in the South East through to Sunbury in the North West, and Melton in the West once that line is electrified.

What still hasn't been confirmed by the government is, actually, the thing that really matters: what type of service levels can we expect and how will it scale as each new component in the bigger picture comes online?

Longer trains running on the Pakenham/Cranbourne line seems to suggest that frequencies will stay much the same after the Dandenong corridor grade separation project is completed but capacity will increase thanks to the larger trains.  

Moreover, once the Melbourne Metro tunnel is complete, we know that stations like West Footscray and Westall are likely to see targeted investment in new platforms that will allow trains to run in shorter segments, thus increasing frequencies where it is needed. 

There is an indicative service plan contained within the Melbourne Metro documents, however the shorter-term picture for services after the level crossing removals is not clear.  

Providing a robust service plan, with key milestones indicating when and where frequencies will increase, should be top priority for the elements of PTV that are headed into the new Transport for Victoria.  

We ought to be informed of service plans, and their adaptations over time, because it is a powerful determiner and signal to both the residential &amp; commercial development industry and apartment buyers on when and where to invest.

Lead image credit: <a href="http://levelcrossings.vic.gov.au/media-library/news/major-works-start-soon-on-caulfield-to-dandenong-elevated-rail-line">levelcrossings.vic.gov.au</a>
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Major work on the Dandenong corridor grade separations to start in August & comment

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The Minister for Public Transport Jacinta Allan has announced that current Myki operator NTT Data has been awarded a new seven year, $700 million, contract to operate Victoria's public transport ticketing system.

In a media release distributed on Tuesday morning, the Minister stated "this is a stronger contract that provides a better deal for Victoria and paves the way for major improvements to myki. It provides stronger performance requirements and will deliver better value for money by ensuring any unanticipated costs are borne by the operator - not taxpayers".

The Minister also stated that the government will "immediately begin investigating new contactless technology, including the ability for passengers to touch on and off with their credit card or smart phone".

No timeframe for the implementation of new access technology was provided however this new aspect of Myki 2.0 builds upon the marked improvements made to fare gates at central Melbourne and select suburban stations; the reduction in time it takes for online topups to credit to a Myki account; and the speed improvements to Myki readers on trams.

<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/myki_vix_gates_springvale.jpg" rel="gallery-all" title="New Myki gates at Springvale Station. Image Marcus Wong"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/myki_vix_gates_springvale.jpg?itok=o5rmXx1x" title="New Myki gates at Springvale Station. Image Marcus Wong" width="580"></a>

<figcaption>New Myki gates at Springvale Station. Image <a href="https://railgallery.wongm.com/myki/F110_1946.jpg">Marcus Wong</a></figcaption></figure><h2>Comment</h2>

Famed for its Oyster smartcard system, implemented last decade, Transport for London (TfL) now <a href="https://tfl.gov.uk/fares-and-payments/contactless/other-methods-of-contactless-payment">offers a myriad of payment options</a> that utilise contactless technology either through smart phones or smart phone accessories.

TfL accepts payment through apps that utilise Apple Pay (launched through ANZ in Australia) and Android Pay (imminent launch by ANZ and Westpac in Australia) as well as local payment methods such as utilising mobile phone credit through the UK Vodafone network.

If I were to create a wishlist for Myki 2.0, it would include the same depth of payment options as TfL's repertoire. Access should also be granted to the public transport network through the use of Bank-issued Visa Paywave and Mastercards Paypass enabled cards.

Notwithstanding the benefits to the Victorians who currently don't have a Myki card, as Melbourne gains more and more interstate and international travellers, allowing them to utilise a wide range of payment options can only be a good thing.

Likewise, bringing non-Myki services like Skybus on to the network should be a priority. An inbound traveller to Melbourne should simply be able to walk off the plane, collect their luggage and then walk on to the bus, swiping their credit/debit card or smartphone in the process and then be on their way.

There would be different fares for Skybus (and no doubt with any future airport rail service) but Myki 2.0 should aim to make access as universal as possible, without the need to have a specific card.

Lead image credit: <a href="http://www.danielbowen.com/2015/12/11/myki-evolution/">"Myki improvements are an evolution, not a revolution" (danielbowen.com)</a>
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Myki 2.0 contract signed, new payment technology to be investigated

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<h2>Comment</h2>

The pig is on the spit, slowly turning, basted at regular intervals. The customary apple in the pig's mouth is looking shiny and the minions, staring at the rotating chunk of pork, are salivating. All of a sudden, due to the lack of foresight and failure to maintain the equipment, the spike falls out of the rotisserie and the pig falls on the coals.

That's how I look at the story of the cynical vote buy in Batman and the in-trouble ALP candidate's breathless <a href="http://davidfeeney.com.au/labor-to-extend-no-11-tram-route/">media release</a> stating that an ALP government would extend the route 11 tram.

The proposal would see $22 million spent on a 1-1.2km tram route extension from the current terminus at Regent Street to 'the end of Gilbert Road'. According to the media release, it is the first stage in the eventual extension to Reservoir station.

'The end of Gilbert Road' would see a tram route, which, at present, terminates at a strip shopping centre, extended to another relatively useless terminus location.

<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/darebin_how_to_pork_barrel.png" rel="gallery-all" title="'The end of Gilbert Road' would miss out on servicing RGZ in Reservoir. www.planningschemes.dpcd.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="348" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/darebin_how_to_pork_barrel.png?itok=Hf0vFVWS" title="'The end of Gilbert Road' would miss out on servicing RGZ in Reservoir. www.planningschemes.dpcd.vic.gov.au" width="580"></a>

<figcaption>'The end of Gilbert Road' would miss out on servicing RGZ in Reservoir. <a href="http://planningschemes.dpcd.vic.gov.au/schemes/darebin/maps#pso-planningSchemeMaps-grid06">www.planningschemes.dpcd.vic.gov.au</a></figcaption></figure>As seen on the map above, the end of Gilbert Road (left of map) misses out on two things: servicing the Residential Growth Zones and connecting with the station at Reservoir. The wider economic benefits of this tram extension would only be higher if the entire route to Reservoir station were built in one go, therefore incentivising the redevelopment of properties on Edwardes Street.

And yes, the Reservoir station area is one of the state government's 50 level crossings that is scheduled to be removed - and that will in all likelihood incentivise new development in the zones shown on the map - but if a political party wanted to wave the cash infront of the electorate, can we at least do the job properly, in one go?

The ALP's figure of $22 million looks set to "buy" 1-1.2km of new track, and it looks as if it would be the same distance again to run the tracks right into Reservoir (down Edwardes Street) to a tram/train interchange, and doubling their own figures to $45-50 million could possibly pass the pub test.

Yet the return on that investment - we're still in pub test mode - would be greater if the line serviced areas which will allow change in land-use and also synchronised with the level crossing removal.

This election-focused policy announcement is a micro case study which has scarce detail, a demonstrated lack of integration with local planning issues/needs and no complimentary affordable housing policy; and furthermore it paints a picture of how far off the mark the Federal Government in Canberra will be if it decides to infringe further on traditional state issue areas.

Here's hoping that by the time of the next federal election, all political parties in Victoria will have a rich transport infrastructure plan - the one Infrastructure Victoria is devising - to cherry-pick for projects for their respective platforms. At least then, the electoral pork-barrelling won't be in danger of being underdone, or burnt to a crisp.

Lead image credit: <a href="https://goo.gl/maps/Kzi4UVrst8s">Google Street View</a>
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