The residential transformation of St Kilda Road is set to continue into with more new apartment plans for the sought-after boulevard.

Wing Tai Asia has lodged plans for a major residential tower at 464-466 St Kilda Road, replacing the former VACC House with an 18-storey mixed-use development designed around a retained heritage podium and a sculpted contemporary tower.

The proposal, prepared under Victoria’s Significant Residential Development with Affordable Housing pathway, would deliver 325 apartments and ground-floor retail across the prominent 4,653 sqm boulevard site in Melbourne’s St Kilda Road North Precinct.

The project centres on the adaptive reuse of the site’s heritage-listed VACC Building, an eight-storey office designed by Bernard Evans that has occupied the address for decades. Planning documents state the development would involve “carefully dismantling and conserving off-site the original metal fabric of the podium visible from St Kilda Road,” before reinstating it as the defining frontage of the new scheme.

Above the restored podium, Wing Tai is proposing a curvilinear residential tower. The scheme includes 172 one-bedroom apartments, 63 two-bedroom apartments, 66 three-bedroom apartments, and 24 four-bedroom apartments, alongside two ground-floor food and beverage tenancies fronting St Kilda Road.

The tower has been designed with substantial articulation and variable setbacks to minimise perceived bulk and maintain view corridors along the boulevard. Urbis, which prepared the planning report, said the design “has been significantly articulated through a curvilinear design” with “an interplay with materials, façade expression and depth” to create visual separation and visual interest.

The proposal also includes 254 basement car spaces, landscaped pedestrian links connecting St Kilda Road and Queens Lane, and a biophilic landscape strategy featuring canopy trees, raised planters, cascading greenery and a glass oculus pool overlooking the eastern frontage.

Planning documents confirm the $270.1 million development will contribute 3 per cent of project costs to the Social Housing Growth Fund as part of the application process.

Wing Tai acquired the St Kilda Road property in 2018 alongside Abacus Property Group for $95.38 million, before later consolidating ownership of the site. The property previously served as the Victorian Automobile Chamber of Commerce headquarters for around 60 years.

The transformation of the St Kilda Rd boulevard is already beginning to materialise, with a number of high-profile projects recently completed, launched, or approaching launch as developers continue to back the long-term appeal of the precinct.

Among the most notable recent completions is Louise by Samuel Property Group, just off the strip on Queens Lane, the same pocket Hirsch &amp; Faigen recently launched The Queensbury. Mirvac is too on the same street with The Albertine, which is approaching completion.

Dexus recently secured approval for its slice of St Kilda Road, while Gurner also has approved plans for the precinct.

Joel Robinson

Wing Tai unveils 325-apartment St Kilda Road tower on former VACC House site

Malaysian developer <a href="https://www.apartments.com.au/developers/s-p-setia">SP Setia</a> is the latest to jump into St Leonards booming Transport Oriented Development precinct.

The developer, which has previously delivered Sapphire by the Gardens apartment development in Melbourne, identified the Atchison Street site in 2023. It filed a Scoping Report around 12 months ago, and now has revealed the designs for the new&nbsp;40-storey mixed-use tower.

The State Significant Development Application covers <a href="https://next-portal.urban.com.au/projects/14650/summary">20-22 Atchison Street</a>, a 1,374 sqm site positioned between St Leonards Station and the new Crows Nest Metro station.

Designed by <a href="https://www.apartments.com.au/architects/cox-architecture">COX Architecture</a>, the project would deliver 181 apartments, above a four-storey commercial podium, five basement levels, and new public domain works along Mitchell Street. The apartment mix comprises 35 one-bedroom apartments, 39 one-bedroom-plus-study apartments, 85 two-bedroom apartments, and 22 three-bedroom residences.

The proposal has been lodged as a shop-top housing development under the NSW Government’s TOD planning pathway, which allows increased density around key transport infrastructure. The site sits within the recently rezoned Crows Nest Accelerated TOD Precinct.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="b799673d-48e2-46b0-801a-0e33a9330100" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/atchinson%20site.png?VersionId=dPh0UfwfaHpbFL1R7H1cbZNbIW0CHbCC" />

SP Setia acquired the Atchison Street site as part of its continued expansion into the Australian apartment market. In comments made to City &amp; Country (The Edge Malaysia) in 2023, SP Setia President and CEO Datuk Choong Kai Wai described the acquisition as “a strategic move” aligned with the group’s post-pandemic market recovery strategy.

“Our target for this exceptional development is local and overseas buyers, including first-home buyers, downsizers and investors,” Choong said.

The tower has been designed as a slender vertical form rising from a mixed-use podium, with COX Architecture positioning the development as a response to the evolving St Leonards and Crows Nest skyline.

“The purpose of the project is to facilitate the delivery of high-quality housing at a strategically located site and deliver a built tower outcome that is consistent with the desired future character of St Leonards and aligns with the TOD controls,” the design report stated.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="b1a85eee-76f7-436c-a6da-73ba827b9b13" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/atchinson%20entry.png?VersionId=dA9jHGPMcm.dDbwk4QfxqWiY5bfh3UVt" />

The podium would incorporate retail uses fronting Atchison Street, commercial tenancies, landscaped communal areas, and pedestrian improvements along Mitchell Street. Vehicle access and loading would be consolidated via Atchison Lane.

Residents would have access to more than 665 sqm of communal indoor and outdoor spaces, while the development proposes 96 parking spaces across five basement levels.

The proposal also includes a commitment for 10 per cent of residential floor space to be allocated toward affordable housing through a monetary contribution.

COX said the tower form responds directly to the emerging high-density character of the precinct while seeking to maximise solar access, cross ventilation, and outlook from apartments.

<img alt="First look: SP Setia targets St Leonards skyline with 40-storey TOD tower" data-entity-type="file" data-entity-uuid="2163f85c-f63b-4be3-aafa-f8763976cec5" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Article%20Feature%20Image%20%28Grid%29_5.png?VersionId=WiAmtIKJ6.ZQ41EtYEQ1fol7AeorKBlL" />

“The building is orientated towards north,” the Apartment Design Guide compliance report noted, adding that the tower’s slim form was driven by the constrained inner-urban site dimensions.

The design also incorporates landscaped setbacks and communal open space at podium level, intended to soften the interface with surrounding streets and improve pedestrian amenity.

The project adds to a growing wave of redevelopment proposals reshaping St Leonards and Crows Nest following the opening of the Sydney Metro City line and the NSW Government’s push for higher-density housing around major transport nodes.

Last week Stockland filed plans just down the road. They want to build a <a href="https://www.apartments.com.au/new-apartments/601-pacific-highway-st-leonards-nsw-2065">52-storey tower on Pacific Highway</a>.

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/first-look-stockland-plans-52-storey-538-apartment-st-leonards-tower">First look: Stockland plans 52-storey, 538-apartment St Leonards tower&nbsp;</a>

First look: SP Setia targets St Leonards skyline with 40-storey TOD tower

<a href="https://www.apartments.com.au/developers/urban-property-group">Urban Property Group</a> has revealed plans for a new mixed-use tower at 10 Dangar Street, Wickham, advancing a proposal that would reshape the southern gateway to Newcastle’s city centre with one of the city’s tallest residential buildings.

The State Significant Development proposal, now on exhibition, seeks approval for a <a href="https://www.apartments.com.au/new-apartments/bowline-10-dangar-street-wickham-nsw-2293">43-storey tower</a> immediately adjacent to the Newcastle Interchange. The project would deliver around 200 apartments, including 42 affordable housing dwellings, alongside 99 co-living units, a 171-room hotel, retail space, and new public domain integrated through the site.

The scheme marks a significant escalation of plans previously approved for the site. Urban Property Group took over the prominent 2,904 sqm parcel, where excavation and demolition had already commenced under an earlier consent for a 14-storey mixed-use development.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="58a96dd9-407f-4d20-86b4-94e4bfeef74b" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20podium.png?VersionId=LGlf08pdFGAZDzvx_CXC4XakHNZRuEE0" />

Designed by <a href="https://www.apartments.com.au/architects/sjb-architects">SJB</a>, the tower has been conceived as a landmark transit-oriented development anchored to the Newcastle Interchange precinct. The proposal includes 245 build-to-sell apartments across a mix of one, two, and three-bedroom residences, as well as two penthouses. Fifteen apartments and one operational unit are earmarked for NDIS housing. The co-living component would add a further 99 units, while the podium would accommodate retail uses and hotel facilities.

SJB said the site presents “a valuable opportunity to anchor the precinct by setting the standard for design, active ground planes and character at the key southern gateway.”

The architecture responds directly to the site’s position beside major transport infrastructure and within one of Newcastle’s fastest-evolving urban renewal precincts. The tower form sits above a sculpted podium designed to frame new public spaces, including a through-site pedestrian link connecting Station Street to Hannell Street, landscaped plazas, and activated retail edges.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="a7bd6ff0-f7db-4ce8-a6dc-ea56e72c6149" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20lanne.png?VersionId=xzf39VADyhj7zBQY2I9fx9vI62u2tuSb" />

The design report describes the project as part of the broader transition of Wickham into “a vibrant, high-quality mixed-use urban precinct” that leverages proximity to the station, open space, and regional connectivity.

A detailed public art strategy has also been prepared for the development. The strategy positions the project as “a transit-oriented development of state significance at the gateway to Newcastle’s city centre” and outlines a series of integrated artworks responding to Newcastle’s industrial and transport heritage.

Creative Road’s curatorial framework for the project, titled Unveil, draws on “stratified surfaces, carved volumes, and light-filled apertures” while referencing Newcastle’s transformation from an industrial city into a contemporary education and technology hub.

<img alt="First look: Urban Property Group unveils Newcastle’s next supertower at Wickham interchange" data-entity-type="file" data-entity-uuid="77a882bb-14b1-4d28-99ff-9438e39508c0" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/wickham%20site.png?VersionId=cevgo_vN0eKPK78P8YcEu3mKPLkpFqE7" />

The proposal is being advanced through the NSW Housing Delivery Authority pathway after being declared State Significant Development in June 2025. The accompanying scoping report states the development aims to “maximise the site’s proximity to the Newcastle Interchange by delivering transit-oriented development” while increasing housing supply and affordable housing provision within the Newcastle LGA.

Urban Property Group’s plans align with the long-term strategic vision established under the Wickham Master Plan, which identified the interchange precinct as suitable for substantial uplift in height and density. The current proposal would significantly intensify that vision, positioning the tower among the tallest developments proposed for Newcastle.

The site sits immediately north of the Newcastle Interchange, bounded by Dangar Street, Hannell Street, and Charles Street. It is surrounded by a rapidly growing cluster of residential towers and mixed-use projects that have emerged following the completion of the light rail and transport interchange.

First look: Urban Property Group unveils Newcastle’s latest tower at Wickham interchange

Bottega House has completed settlement of a landmark riverfront site in Macquarie Street, St Lucia, representing its first major Brisbane development.&nbsp;

Positioned on the banks of the Brisbane River, the <a href="https://www.apartments.com.au/new-apartments/180-macquarie-street-st-lucia-qld-4067">premium site at 180 Macquarie Street</a> features uninterrupted river frontage in one of Brisbane’s most tightly held residential precincts.&nbsp;

The proposed development, currently under assessment with Brisbane City Council, has been designed by <a href="https://www.apartments.com.au/architects/plus-studio">Plus Studio</a> with interiors by <a href="https://www.apartments.com.au/interior-designers/mim-design">Mim Design</a> and will deliver a boutique collection of premium residences positioned specifically for owner occupiers and downsizers.&nbsp;

The residences are set to redefine luxury apartment living in the area, with a focus on architectural quality, refined finishes, landscape integration and elevated amenities including curated wellness facilities, resort-style pools and recreation spaces rarely seen in the local market.&nbsp;

Exclusive sales for the project will be led by Keenan &amp; Byrne, ahead of an anticipated launch later this year.&nbsp;

Bottega House Managing Director Nick Malloch said the project reflects the group’s ambition to deliver a highly curated residential offering within one of Brisbane’s most tightly held precincts.&nbsp;

“This is an incredibly rare riverfront opportunity and one we have approached with a long-term perspective,” Malloch said.&nbsp;

“Our vision from the outset was to create a boutique collection of residences that feel more like private homes than traditional apartments, with generous proportions, refined finishes and exceptional amenity throughout."

Malloch says there is a&nbsp;lack of premium owner-occupier stock of this quality in the market, particularly for downsizers wanting space, privacy and a true lifestyle offering without compromise.&nbsp;

"Demand is expected to be strong given the scarcity of premium riverfront opportunities of this nature within Brisbane’s inner-west."&nbsp;

Bottega House secures landmark riverfront site in St Lucia 

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The arrival of the first piling rig officially marks the commencement of construction at SIERA’s new beachside apartment development, Exhale, in Northcliffe.

<a href="https://www.apartments.com.au/new-apartments/exhale-surfers-paradise-8-enderley-avenue-surfers-paradise-qld-4217">Exhale</a>, a glass-encased tower featuring 54 large-scale apartments at 8 Enderley Avenue, is SIERA’s third Gold Coast development. It follows the recently completed PIPIS Bilinga beachfront project, which achieved suburb-record prices, and the soon-to-be-completed Chevron Island development, Tapestry.

[smartcode_project:default project_id=112661 project_image_fid=359603]

<a href="https://www.apartments.com.au/developers/siera">SIERA</a> Founder and Managing Director Brent Thompson said the arrival of the piling rig represented a significant milestone for the development, which is scheduled for completion in late 2028.

Over the next month, around 260 piles are expected to be installed as work progresses on the basement structure. The building is anticipated to rise above ground level early next year, before unveiling its sculptural glass curtain wall, developed in collaboration with specialist façade engineers.

“The façade was designed to maximise panoramic coastal views while creating a distinctive architectural identity,” Thompson said.

[smartcode_project:default project_id=112661 project_image_fid=355935]

Designed by BDA Architecture, Exhale will comprise just 54 two- and three-bedroom residences across 26 levels, a level of low-density living rarely delivered in this beachside pocket between Surfers Paradise and Broadbeach.

The project has been conceived as a resident-only building, with no short-stay accommodation permitted. SIERA says the model is intended to appeal to long-term owner-occupiers rather than transient holiday demand.

[smartcode_project:default project_id=112661 project_image_fid=361052]

Residences have been designed with large-format layouts and expansive glazing, with most apartments featuring more than 30 metres of glass frontage to maximise natural light and ocean views.

The amenity offering spans two levels and centres on wellness and lifestyle, including a heated magnesium pool, sauna, yoga and Pilates studio, gymnasium, private dining facilities, cinema lounge, and dedicated surfcraft storage.

[smartcode_project:default project_id=112661 project_image_fid=359607]

More than half of the apartments have already sold. SIERA has also opened a sales gallery for Exhale at its Chevron Island commercial premises, near its Tapestry tower and the site of its second Chevron Island apartment development, which is slated to launch in early 2027.
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[smartcode_project_cta:default project_id=112661]

SIERA kicks off construction at Northcliffe tower Exhale

Urban Affairs

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John Holland has secured a $324 million contract to undertake the early works package on the <a href="http://melbournemetro.vic.gov.au/about-the-project/news/major-work-to-begin-next-year">Melbourne Metro project</a>. In a media release distributed this morning, the Premier said "Next year, the face of our City will change as we dig 11 storeys below the CBD, and pave the way for Melbourne's new Metro Tunnel and five new underground stations."

The early works contract will involve the relocation and protection of up to 100 utilities, including gas, power and telecommunications services, and the 120 year old brick main sewer line under the Domain interchange.

Moreover, the contract will also include the excavation of three shafts in the CBD: two located in the north of the city on Franklin and A'Beckett Streets and one at City Square. The shafts are required for access to allow the excavation of the station pits which will be located under Swanston Street between La Trobe and Franklin in the north and between Flinders and Collins in the south.

The shafts will be up to 35 metres in depth and involve the excavation of 34 Olympic-sized swimming pools worth of soil and rock from beneath the heart of the city.

Early works construction will kick off next year.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/mm-20160622-scope-of-early-works.jpg" rel="gallery-all" title="Overview of early works package components: www.melbournemetro.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="327" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mm-20160622-scope-of-early-works.jpg?itok=nv6h1o4U" title="Overview of early works package components: www.melbournemetro.vic.gov.au" width="580"></a>

<figcaption>Overview of early works package components: <a href="http://melbournemetro.vic.gov.au/about-the-project/news/major-work-to-begin-next-year">www.melbournemetro.vic.gov.au</a></figcaption></figure><h2>In case you missed it</h2>

New South Wales treasurer Gladys Berejiklian <a href="https://www.propertyobserver.com.au/http://www.abc.net.au/news/2016-06-21/nsw-treasurer-gladys-berejiklian-hands-down-2016-state-budget/7528542">delivered the state's budget yesterday</a> with very similar themes to the Victorian budget released in April: solid surplus thanks to strong property markets in both capitals and enormous rail investments.

One of the key infrastructure messages Berejiklian delivered was that the <a href="http://nwrail.transport.nsw.gov.au/">Sydney Metro North West</a> and <a href="http://sydneymetro.info/home">City and South West</a> are now fully funded through the forward estimates, just like how Tim Pallas announced that Melbourne Metro was now fully funded.

<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/sm_0040_whole_alignment_no_liverpool-01.jpg" rel="gallery-all" title="Overview of both major components of the new Sydney Metro: www.sydneymetro.info"><img alt="" class="image-article-full-width-580px" height="413" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/sm_0040_whole_alignment_no_liverpool-01.jpg?itok=SXOO6M5L" title="Overview of both major components of the new Sydney Metro: www.sydneymetro.info" width="580"></a>

<figcaption>Overview of both major components of the new Sydney Metro: <a href="http://sydneymetro.info/">www.sydneymetro.info</a></figcaption></figure>Regardless of who has the largest public transport project in the country, one thing is for sure: there's an extraordinarily large amount of dollars being funneled into rail projects around the country, perhaps at levels not seen in a century.

The following is a non-exhaustive list of rail projects this author could think of with the associated committed funds value (or estimated costs, where applicable).

In Victoria: the ongoing level crossing removals ($5-6 billion, mostly committed), Mernda rail extension ($600 million, funded in budget), Hurstbridge line capacity expansion ($140 million, funded in budget), Ballarat line capacity expansion works ($500 million, funded in budget), Melbourne Metro ($11 billion, funded in budget), HMCT &amp; new stabling/maintenance yards in Pakenham East ($1.3 billion, out to tender).

In New South Wales: Sydney Metro North West ($8.3 billion, funded in budget), Sydney Metro City &amp; South West ($10-11 billion estimated), Sydney Trains new rolling stock ($1 billion, funded in budget) and three new light rail lines.

In South Australia: Ongoing Adelaide rail network electrification (cost varies)

In Western Australia: Forrestfield-Airport Rail Link ($2 billion, funded).

In Queensland: Cross-river rail ($5.4 billion, business case just released), Moreton Bay Rail Link ($1.15 billion).

Have we missed anything? Let us know in the comments section.
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Alastair Taylor

Early works package contract signed for Melbourne Metro and other national rail news

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<h2>Comment</h2>

One of the first orders of business for the Victorian Government, after having announced the Net Zero by 2050 pledge yesterday, is to get cracking on the eventual switch of power that supplies both the train and tram networks to renewable sources.

The Victorian Government announced it will enshrine a reduction target in legislation and further announced a series of five year interim targets with the ultimate goal of achieving the overall target of net zero greenhouse gas emissions by 2050.

Using public transport might empower people and lead them to think they're being 'greener' than driving a car to work, to the shops or on some other trip; however the green tinge fades to brown when using a mode of public transport in Victoria that involves electric traction thanks to the majority of the electricity we consume originating from brown coal.

It's the perfect opportunity for the government to lean on public transport agencies and the two private rail network operators to match action with words. This opportunity could kick off by dangling two large-scale power purchasing agreements to the best tenderer who comes up with a solution to provide dispatchable, renewable energy to both the tram and rail networks in Melbourne.

<h3>Consider this</h3>

Last month, the powers that be in Santiago <a href="http://www.pv-magazine.com/news/details/beitrag/100-mw-ac-solar-project-to-power-the-santiago-metro_100024714/#axzz4B5HXg6J2">signed a deal with the US-domiciled, French parent company owned SunPower</a> to supply up to 100MW or 42% of the Chilean capital metro's power needs through the use of solar energy sources. A separate wind farm will provide a further 18% of the Santiago metro's energy needs.

Spain and <a href="http://www.bbc.com/news/science-environment-34883224">Morocco</a> are rapidly implementing solar-thermal power plants which are able to capture energy - in the form of heat - during the day, store it and then dispatch it through a heat exchanger which in turns spins a turbine and discharges electricity through the respective national grids at night. This in effect provides 24/7 renewable energy from the sun.

This is not the first time there have been calls to switch Melbourne's public transport network over to renewable sources through the use of utilising long-term power purchase agreements to stimulate private investment in renewable energy power plants.

The Australian Solar Group <a href="http://reneweconomy.com.au/2015/solar-power-proposal-for-melbourne-trams-challenges-coal-generators-42035">were in the news last year</a> stating they could build two solar farms in the sunnier corners of Victoria around Swan Hill and Mildura that would generate around 80 gigawatt hours of electricity a year, or enough to supply the tram network.

Discovering just how much power the rail networks in Melbourne consume can be a tricky ordeal with scant detail, however at the end of <a href="http://www.esv.vic.gov.au/Portals/0/legislation%20and%20regulations/Metro%20Trains%20Melbourne.pdf">this document</a> dated from 2015, Metro Melbourne state that "the Melbourne Railway System is a major customer of Electricity Distribution Businesses in Victoria. It consumes 377 MWh per annum and has a coincident maximum demand of approximately 100MW".

I suspect a typo was made with '377-megawatt hours (MWh) per annum' given the tram network reportedly consumes 80-gigawatt hours (GWh) of electricity per annum, however it's the last part that is of particular interest; the heavy rail network has an approximate maximum demand of 100MW.

Presumably, the maximum demand occurs during the morning and afternoon peaks and storage would be critical if the switch to renewable were to occur, especially during the shorter-day, winter months. Regardless, should this Metro electricity consumption figure be correct, it neatly aligns with the capacity numbers of the Santiago project.

It's not pie-in-the-sky stuff anymore; purpose-built renewable power stations are being built for public transport networks.

Thankfully the Premier didn't do a Rudd and make a "greatest moral challenge of our time" speech, and while I appreciate I haven't even begun to scratch the surface of the complexity involved with making this kind of switch, in order to match actions with words, it's time to take a razor gang to town on Victoria's transport emissions, and public transport should lead the way.
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Getting started with Spring Street's Net Zero by 2050 pledge: public transport

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The Victorian Government has released a new <a href="http://economicdevelopment.vic.gov.au/transport/rail-and-roads/public-transport/regional-network-development-plan">regional public transport network development plan</a> and key amongst its aims is to eventually have V/Line services on the Geelong, Bendigo, Ballarat, Seymour and Traralgon lines run at 20 minute peak and 40 off-peak frequencies.

On top of the commuter-focused service increases over the plans various timeframes (short-term: within 5 years, medium-term: 5-10 years and long-term: 10+ years), many of towns and cities beyond the major regional hubs are likely to see service increases as well.

These extra regional services beyond the major regional hubs include running five services, five days a week to Warrnambool, Bairnsdale, Albury-Wodonga, Echuca, Swan Hill and Shepparton.

The plan lists strategic network wide priorities like upgrading station facilities, balancing passenger and freight needs on the rail network, better (real-time) passenger information, accessibility improvements, putting the passenger first, encouraging active transport in the regions and supporting tourism.

This year's state budget included a half billion dollar investment in the Ballarat line which at the fundamental level will include track duplication to Melton and include more passing loops on the single track sections between Melton and Ballarat in order for more punctual services to run. And according to the plan we're likely to see more of it.

<h2>Comment</h2>

<h3>On rail infrastructure</h3>

This year's budget sees the Ballarat line receive a capacity upgrade - more two-track sections to run more reliable and punctual services - however one of the legacies of the Regional Fast Rail project on the Bendigo line doesn't to be getting a look in at this point.

In short, the Bendigo line when it was "upgraded" had its original two tracks reduced to a single in sections between Kyneton and Bendigo and only one of the two tracks between Sunbury and Kyneton was upgraded to enable trains to run at 160kph in both directions.

The result is an inconsistent level of service - depending on the time of travel, some trains run faster on the "fast" track, others run slower - and as the network development plan aims to increase Bendigo line services, the risk of further performance degradation will increase.

The same occurred on the La Trobe Valley line. In some sections where there is two tracks, only one was upgraded to allow for the higher speeds.

The medium to long term plan should place an emphasis on ensuring that the four trunk routes that were upgraded last decade become fully-fledged two track <a href="https://en.wikipedia.org/wiki/Higher-speed_rail">"higher-speed railways"</a>.

<h3>On tourism and services</h3>

No-one doubts V/Line's primary mission of providing public transport to regional Victoria, however from an instra-state tourism perspective, is the rail operator doing enough?

Ballarat, Bendigo and Geelong all have walkable, robust city centres with infrastructure in place to support increased numbers of city-break weekend trips; and each has their own tourism drawcards.

V/Line should be supporting increased regional city tourism by introducing Friday night and weekend flagship express services which reduce the time it takes to get to and from all three cities.

These long trains which express from Southern Cross to Ballarat, Geelong and Bendigo (with a stop in Castlemaine) can then be split in two with services then heading out to Ararat and Maryborough from Ballarat, Echuca and Swan Hill from Bendigo and to Warrnambool from Geelong.

The existing Bendigo line timetable serves as an example of how unfriendly the flagship express services are to both commuters and tourists: it departs Southern Cross at 4:58pm. That train is the fastest journey to Bendigo from Melbourne taking 92 minutes (even when the original promise of the Regional Fast Rail project was 80 minutes).

As new trains come online, and track infrastructure is expanded, there should be more express services during the week, but most importantly on the weekends with departures from Southern Cross around 6pm on Friday nights, 9am and 3pm on Saturdays and Sundays with return journeys departing 11am and 4pm on both days of the weekend from each of the three cities as well.

<h3>On the next generation of trains: is it time to tilt?</h3>

Tilting-technology allows trains to travel curves at higher speeds and despite the efforts of the Regional Fast Rail project upgrades, there are still many curves in regional Victoria which require trains to slow down.

If the next generation regional trains are built with tilting technology this will enable the existing lines to have more speed squeezed out of them: decreasing journey times and increasing capacity.

A process to identify sections of upgraded track which can support higher than 160kph speeds should also be undertaken in order to ascertain if the next generation trains should be built to cater for higher in-service speeds, especially if the trains also implement tilting technology.

<h3>What about new higher-speed track sections?</h3>

The regional network development plan makes three mentions of new upgraded 160kph track sections: to Seymour, on the Gippsland line and the Bendigo line. But should that be all?

Echuca, Swan Hill, Maryborough, Ararat, Warrnambool and Shepparton beyond Seymour all have varying levels of achievable speed. Should these lines not be on a long-term list of upgrades?

Seymour (and potentially Shepparton) is a logical first priority given it is the only regional line leading to Melbourne without upgraded track and services.

Lead image credit: <a href="https://www.flickr.com/photos/normanbear/2954191554/in/photostream/">Flickr</a>
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Regional Network Development Plan: analysis & comment

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This morning the Victorian Government released the environmental effects statement (EES) for the Melbourne Metro Rail project and the release of the document suite now provides a clearer picture on how we'll all access the stations once the project is complete.

The full <a href="http://melbournemetro.vic.gov.au/ees/documents">document suite</a> has a map book which provides the most relevant information on station entrances yet. And it makes for interesting reading (or should that be viewing?).

The map book details expected areas that will be excavated; outlines station footprints as well as depicting the location of proposed surface buildings such as ventilation infrastructure and station entrances.

Here's a summary from west to east along the path of the Melbourne Metro Rail tunnel; green depicts ventilation infrastructure, red outlines the station footprint and blue patches delineate station entrance buildings.

<a href="http://melbournemetro.vic.gov.au/locations/arden">Arden Station</a> is proposed to have a single station entry at the station's western end fronting Laurens Street with provisions made for two future station entries to the north and south.

<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/arden_0.png" rel="gallery-all" title="Arden Station. Image from Melbourne Metro EES Map Book"><img alt="" class="image-article-full-width-580px" height="384" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/arden_0.png?itok=9NnA98Tn" title="Arden Station. Image from Melbourne Metro EES Map Book" width="580"></a>

<figcaption>Arden Station. Image from Melbourne Metro EES Map Book</figcaption></figure><a href="http://melbournemetro.vic.gov.au/locations/parkville">Parkville Station</a> is proposed to have multiple station entrances from the outset: opposite Barry Street on Grattan Street and on the north-eastern and south-western corners of the Royal Parade and Grattan Street intersection.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/parkville_0.png" rel="gallery-all" title="Parkville Station. Image from Melbourne Metro EES Map Book"><img alt="" class="image-article-full-width-580px" height="335" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/parkville_0.png?itok=KG2ThyTj" title="Parkville Station. Image from Melbourne Metro EES Map Book" width="580"></a>

<figcaption>Parkville Station. Image from Melbourne Metro EES Map Book</figcaption></figure><a href="http://melbournemetro.vic.gov.au/locations/cbd-north">CBD North</a> or better known as Melbourne Central Station is proposed to have two surface level buildings as station entrances: one in Franklin Street and one on the corner of La Trobe and Swanston Street.

<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/mc.png" rel="gallery-all" title="CBD North (Melbourne Central) Station. Image from Melbourne Metro EES Map Book"><img alt="" class="image-article-full-width-580px" height="327" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mc.png?itok=y496yo00" title="CBD North (Melbourne Central) Station. Image from Melbourne Metro EES Map Book" width="580"></a>

<figcaption>CBD North (Melbourne Central) Station. Image from Melbourne Metro EES Map Book</figcaption></figure><a href="http://melbournemetro.vic.gov.au/locations/cbd-south">CBD South</a> (Flinders Street) looks set to have the most surface buildings acting as station entrances across the project - Federation Square, Collins Street, Flinders Lane and a very large entrance building between Young &amp; Jackson and the Nicholas Building on Swanston Street.

<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/flinders.png" rel="gallery-all" title="CBD South (Flinders Street) Station. Image from Melbourne Metro EES Map Book"><img alt="" class="image-article-full-width-580px" height="356" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/flinders.png?itok=fLDX8BqS" title="CBD South (Flinders Street) Station. Image from Melbourne Metro EES Map Book" width="580"></a>

<figcaption>CBD South (Flinders Street) Station. Image from Melbourne Metro EES Map Book</figcaption></figure><a href="http://melbournemetro.vic.gov.au/locations/domain">​Domain Station</a> is proposed to have three station entrances: one each on the eastern and western sides of St Kilda Road and one for a new, rebuilt domain tram stop, which itself is proposed to move south of where it currently lies.

<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/domain_0.png" rel="gallery-all" title="Domain Station. Image from Melbourne Metro EES Map Book"><img alt="" class="image-article-full-width-580px" height="413" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/domain_0.png?itok=HMw3CdAo" title="Domain Station. Image from Melbourne Metro EES Map Book" width="580"></a>

<figcaption>Domain Station. Image from Melbourne Metro EES Map Book</figcaption></figure>The environmental effects statement (EES) is on public display until the 6th of July and submissions can be made through the <a href="http://www.dtpli.vic.gov.au/planning/panels-and-committees/current-panels-and-committees/melbourne-metropolitan-rail-inquiry">DELWP website</a>.

At time of publishing, the only other renders of the stations available are contained within a video the Premier sent through his facebook and twitter feeds, see below.

<iframe allowtransparency="true" frameborder="0" height="444" scrolling="no" src="https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FDanielAndrewsMP%2Fvideos%2F1084932754904593%2F&amp;show_text=1&amp;width=560" style="border:none;overflow:hidden" width="100%"></iframe>
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Melbourne Metro EES released; more information on station proposals

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By <a href="http://theconversation.com/profiles/stephan-winter-13767">Stephan Winter</a>, <a href="http://theconversation.com/profiles/nicole-ronald-206182">Nicole Ronald</a>, and <a href="http://theconversation.com/profiles/ronny-kutadinata-206188">Ronny Kutadinata</a>.

Cities are complex systems. One visible artery of the city is traffic – the cluster of moving people and flowing goods – and mobility is critical for a city’s life. We should be concerned about voices pointing to disrupting forces on mobility, such as a <a href="http://www.disrupting-mobility.org/#welcome-">Global Summit on Disrupting Mobility</a> recently hosted by Massachusetts Institute of Technology.

The challenges of mobility in the city are well known; roads at capacity, urban growth, peak oil, air quality and climate change are among the prominent ones.

These challenges are already on the verge of disruption if we simply prioritise roads and cars. Melbourne and Sydney roads are at capacity – or beyond – in commuting hours already. There is just no space to cater for the transport demands of <a href="http://www.abs.gov.au/ausstats/abs@.nsf/products/AC53A071B4B231A6CA257CAE000ECCE5?OpenDocument">population growth</a> of the predicted 50-100%.

We need change, and we need it urgently. But twisting a complex system somewhere, even with the best intentions, may have unintended consequences elsewhere. An evolution might be a better approach than just allowing technology to disrupt.

<h2>Beyond the driverless car</h2>

Much of the hype on disrupting mobility is caused by the emergence of driverless vehicles. But these alone would not reduce the number of vehicles on the road – quite the contrary.

The core of the problem is private car ownership and its inefficient use. Cars are often empty and stationary, and underutilised even on the road. Disrupting mobility is not just about driverless cars, it is multi-faceted.

Alternative means and systems are required to enable choice and comfortable access. This would mean better integration of various means such as fast mass transport, <a href="http://publictransport.about.com/od/Transit_Planning/a/The-Last-Mile-Problem.htm">last mile transport</a> and active forms of transport.

The design and integration of these modes require proper designs, regulations and policies, automation and control for safety, smart use of land and space for urban planning, supporting infrastructure, energy-efficient technologies and connecting IT platforms.

One key to reducing private car ownership is a shared transport economy. Shared vehicles, shared trips and shared parking spaces will improve efficiency.

Added to this is the smart integration of different travel modes. This is being attempted with train and bus connections, including multi-modal ticketing. But it should go far beyond these limited efforts – the current exploration of a single smart card for all forms of mobility is an example of this.

Even after the advent of the driverless car, a critical part of the mix will be mass transit. Last mile transport may become a niche for the driverless car. This could take the form of on-demand shuttle buses in areas surrounding a station, and improved bicycle parking and access.

In the US, <a href="https://www.lyft.com">Lyft</a> has found that transit access makes up a large number of user requests and has <a href="https://nextcity.org/daily/entry/lyft-transit-agency-partnership-first-mile-last-mile-goals">recently entered partnerships</a> with transit companies. At this stage, the transit company trip planner includes a link to the Lyft website so that passengers can plan their entire journey.

<h2>The changing bus</h2>

In areas of low travel demand, demand-responsive services are replacing fixed bus services with low patronage. The route and/or time is not fixed and is determined by passengers’ needs. These provide a more affordable service for operators and, depending on the service, more flexibility for passengers.

The <a href="http://ptv.vic.gov.au/getting-around/maps/telebuses/">Telebus service</a>, operating in Melbourne’s outer east, allows passengers to be picked up or dropped off from their homes, saving a walk to the bus stop.

Flexible commuter buses are also gaining traction in the US. <a href="http://www.bridj.com">Bridj</a>, in Boston, uses traffic data and historical information about passengers to determine weekly routes and timetables. For some patrons, the service offers a more convenient and reliable trip than using public transport.

However, other entrants in this area, such as Melbourne’s <a href="http://www.smh.com.au/business/road-to-nowhere-suitjet-fails-to-gain-traction-20141113-11mluc">SuitJet</a> and San Francisco’s <a href="http://www.businessinsider.com.au/leap-declares-bankruptcy-2015-9#/#from-the-outside-leap-looks-like-your-normal-everyday-city-bus-just-in-a-bright-shade-of-blue-before-you-get-on-the-bus-you-have-to-pull-up-the-app-which-provides-a-real-time-arrival-estimate-as-well-as-a-number-for-how-many-seats-were-left-you-can-either-check-in-with-a-qr-code-or-activate-an-express-check-in-option-which-uses-bluetooth-to-check-you-in-automatically-i-went-with-the-second-option-1">Leap bus</a>, did not succeed.

<h2>Cities require connections</h2>

Another area of innovation is on-demand delivery of food and other goods. Australian company Swift is <a href="http://www.theage.com.au/it-pro/business-it/from-afl-star-to-big-apple-startup-swifts-joel-macdonald-is-kicking-goals-20151103-gkq5y0">attracting attention</a> in the US for its on-demand services, after starting out as a liquor delivery service. Food delivery services are also popular. These services could replace a car trip, which could involve cruising for a parking space, or a walking trip.

However, a vision of door-to-door vehicular travel will have effects on behaviour. Would anyone walk or cycle? Would these activities become simply exercise modes?

Cities are about people. Such a behavioural change would affect the atmosphere of the city by removing incentives for planning for walkability.

Effective transportation is about connecting people and places. Building a connected and integrated system of transportation modes – incorporating “traditional” and “disruptive” modes – is crucial for mobility and livability for future cities.<img alt="The Conversation" height="1" src="https://counter.theconversation.edu.au/content/50965/count.gif" width="1">

<a href="http://theconversation.com/profiles/stephan-winter-13767">Stephan Winter</a> is a Professor of Spatial Information at the <a href="http://theconversation.com/institutions/university-of-melbourne">University of Melbourne</a>; <a href="http://theconversation.com/profiles/nicole-ronald-206182">Nicole Ronald</a> is a Lecturer in Computer Science and Software Engineering at the <a href="http://theconversation.com/institutions/swinburne-university-of-technology">Swinburne University of Technology</a>, and <a href="http://theconversation.com/profiles/ronny-kutadinata-206188">Ronny Kutadinata</a> is a Research Fellow of the School of Engineering at the <a href="http://theconversation.com/institutions/university-of-melbourne">University of Melbourne</a>.

This article was originally published on <a href="http://theconversation.com">The Conversation</a>. Read the <a href="https://theconversation.com/growing-challenges-are-disrupting-our-old-ways-of-getting-around-cities-50965">original article</a>.

Lead image credit: <a href="https://www.flickr.com/photos/albertoalerigi/19232388402/in/photolist-viv22u-vgHSDs-CBp84C-8uHhR7-agvAo1-psVEE4-guxYWF-psDm7v-pbtN8R-pbrvNb-pqTYLG-pby15m-pqY1sE-pbx6Ur-pqTPvC-pbuWw4-psWsdf-pt14Dc-pbvvwx-psF76k-pbt5iQ-pbvKFU-psHFGz-9c3U4g-dg5kWh-5YTsm1-8H7fHm-rtbgjD-EBkBk-dsn3e1-9c74JU-4spKGs-dez7n7-kdD7M-7DtHQb-psX3L6-psVFPf-4j9mMM-psUdCU-pqXkF1-7ZnAK8-yjCmRd-yAhxNQ-6g2CQt-pqXTkd-pbvd3L-psXKd5-anzA5T-hhxpty-khhZRf">flickr</a>
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theconversation

Growing challenges are disrupting our old ways of getting around cities

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What is a metro? It's a good question and it has many answers. Not least because Australian rail systems don't neatly fit into categories like how people readily and easily classify rail networks in Asia, Europe and North America.

Using terms like heavy rail, metro (or subway), light rail transit (LRT), bus rapid transit (BRT), tram (or streetcar) or bus network will generally be understood with little to no explanation and these generalist terms can be related to aspects of any city's public transport network.

It's only if a person wants to write or talk about a comparison of a heavy rail, bus or tram networks with those located in a different city that the marginally grey-yet-roughly-understood terms become deep ravines of multi-shade grey; with no clear path to use as a route through the confusion.

Alan Davies on his Crikey blog <a href="http://blogs.crikey.com.au/theurbanist/2015/12/02/what-the-hell-is-a-bloody-metro-anyway/">recently wrote on this topic</a> and the set of characteristics he talks about are summarised thus:

<blockquote>
There’s probably no correct answer, however here’s what I’d suggest are the key characteristics of a metro:

<ul>
<li>A high density of lines and stations forming a ‘grid’ pattern – there’s a station within a reasonable walk of virtually any origin or destination within the area of service.</li>
	<li>A large number of interchange stations at key ‘grid’ nodes – they provide connectedness by enabling travellers to transfer between lines.</li>
	<li>Very high frequencies – between 2 and 4 minutes during the day. Short headways maximise capacity and minimise waiting times.</li>
	<li>High capacity carriages – The emphasis is on standing rather than sitting. Wide doors allow quick loading and unloading.</li>
	<li>High speed – trains run in their own grade-separated right-of-way. Each line has a dedicated set of tracks from end to end.</li>
	<li>Long hours of operation – the metro is used for all trip purposes, not just commutes.</li>
</ul>
<cite>Alan Davies, <a href="http://blogs.crikey.com.au/theurbanist/2015/12/02/what-the-hell-is-a-bloody-metro-anyway/">What the hell is a bloody “metro” anyway?</a> (Crikey, December 02 2015)</cite>
</blockquote>

Of the three primary modes of public transport in Melbourne, I think the one which best fits within this set of characteristics is our tram network. It's not an exact match - nothing ever will be - because the Paris, Madrid, Montréal and Copenhagen metros; the London tube and overground; the New York and Toronto subways; the Chicago L, the Singapore, Hong Kong and Bangkok MRT/MTR are all quite different in scale, coverage, operational hours and capacity either at a macro level or on a line-by-line comparison level.

Likewise in other German cities what are effectively trams are called metros: Cologne, Bonn, Düsseldorf, Frankfurt and Hamburg and their respective U-Bahn (Untergrundbahn or underground railway) networks are a primary example.

Sticking with Germany, if you look at any city's public transport map, you'll note little to no emphasis on different flavours of rail service is present; for example, <a href="http://www.s-bahn-berlin.de/pdf/VBB-Liniennetz.pdf">here's Berlin</a>.

Hands up who's been to Berlin! Did you visit Alexanderplatz, FriedrichStraße, Museum Island, Tiergarten / Zoo or Hackescher Markt? Chances are you used the S-Bahn to get to / between these places, not the U-Bahn which would generally be considered more Berlin's "metro".

<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/f108_4708.jpg" rel="gallery-all" title="Tram congestion on Elizabeth Street. Image from Marcus Wong's Rail Gallery"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/f108_4708.jpg?itok=em-hWqCU" title="Tram congestion on Elizabeth Street. Image from Marcus Wong's Rail Gallery" width="580"></a>

<figcaption>Tram congestion on Elizabeth Street. Image from Marcus Wong's <a href="http://railgallery.wongm.com/melbourne-trams-cbd-and-docklands/F108_4708.jpg">Rail Gallery</a></figcaption></figure>Melbourne's tram network has a high density of lines and interchanges (to a greater degree in the south and east, less so in the north) where there are multiple chances to change routes. Although not able to carry the same amount of people as a standard train, the capacity of a single tram line is greater than a bus network running with the same frequencies.

Trams have longer operational hours when you compare to the entire bus network and the frequencies on individual lines are respectable with anywhere between 7 and 15 minutes being the inter-peak norm.

High-speed, high capacity carriages and the "very high" part of the frequency equation are the clear characteristics which don't really fit for defining Melbourne's tram network as a metro. However that doesn't things can't change.

In among the transport news and comment in media elsewhere recently, trams and light rail had some headlines last week. The Rail Futures Group launched three papers on Friday, two of which had been present on the <a href="http://railfutures.org.au/">group's website</a> for some time, including the <a href="http://railfutures.org.au/files/TramsLightRailMelbourne.pdf">Trams and Light Rail in Melbourne's Transport Future paper</a>.

The authors advocate for renewed focus on Melbourne's tram network by recognising that Melbourne's tram network is vital to the local transport needs of the inner and middle suburbs of the north, east and south - the areas which are seeing significant growth - and that steps should be taken to improve speed and reliability of existing services as well as conduct a program of extending existing lines and tying it all together with better <a href="http://railfutures.org.au/files/150725PlanningPaperFinalDraft.pdf">metropolitan land use</a>.

The key component of speeding up and improving tram reliability is extending hook turns to all roads which have a tram route present and installing active priority systems at signalised intersections throughout the network so that when a tram approaches the intersection, lights turn red and stop traffic crossing the tram route and then allow the tram to move through the intersection without stopping.

The paper quotes research conducted for Plan Melbourne where average speeds on the current tram network can go as low as six kilometres per hour (kph) and the aim should be to raise the average speed of the classic street-based tram network to something comparable with other systems around the world, in the region of 16-24kph.

Likewise numerous line extensions to enable greater interconnectedness with other tram lines and heavy rail lines are present as well as three brand new light rail lines - like those being built in Sydney and recently completed on the Gold Coast - to Doncaster, Rowville and along Dynon and Ballarat Roads are being advocated.

The launch of the three papers are timely given Infrastructure Victoria is on its way to assessing the state's infrastructure needs, to which the Victorian Government is required to respond with a short-to-medium term infrastructure plan once the 30 year strategy from the statutory body is presented to Government.

<iframe height="480" src="https://www.google.com/maps/d/embed?mid=zLzjYwjjDBk0.kmmrcZVCvmUo&amp;ll=-37.81444,%20144.96251&amp;z=13" width="640"></iframe>

<a href="https://www.google.com/maps/d/viewer?mid=zLzjYwjjDBk0.kmmrcZVCvmUo">View larger map</a>

To me, a 'metro' should be technology and capacity blind, but to a point. The above is an attempt to (literally) blur the lines between heavy rail and trams. It has the existing tram network (green), with proposed extensions from the Rail Futures paper along with a couple of my own (all in red), the three new light rail lines (slightly thicker red lines) plus one that wasn't mentioned in the paper: Springvale Road.

The entire map is overlaid with how the heavy rail network would look like according to the <a href="/news">PTV heavy rail network plan</a> released back in 2012. No more lines dominated by the City Loop, but seven lines which flow in, through, and out of the city plus an eighth which is the Tullamarine airport line. I've indulged a little bit more here as well, all of which will be explained and form the basis of future articles.

The lack of stations and interchange points as visual markers as you'd expect on a public transport map is entirely deliberate. The point is to highlight paths throughout the city irrespective of mode (and therefore capacity/speed) and direction.

Interchange with other lines and modes - the characteristic I'd weight the most when asking the question what makes a metro a metro - is obvious when you view the city at this macro level. Just like when you view a <a href="http://parisbytrain.com/wp-content/uploads/2014/08/paris-metro-map.jpg">map of Paris and the metro is depicted indifferently to the RER</a> and when you look at a map of Berlin, the U-Bahn and S-Bahn lines are barely distinguishable.

Melbourne's heavy rail network is on a path to greater frequencies thanks to level crossings being removed, the <a href="/news/a-closer-look-at-the-latest-round-of-melbourne-metro-station-designs">Melbourne Metro Rail project</a>, a new signalling system and higher-capacity trains being introduced.

If tram speeds were increased, with reliability improved through altered road rules outside the CBD and more dedicated rights-of-way were built in existing corridors, cross-town routes built in areas where there are none, vehicles the size of the E-class (or larger) deployed en masse, and space for people prioritised higher than space for cars became the guiding principle for network investment; then who's to say the tram network couldn't legitimately be called Melbourne's metro?

Lead image credit: <a href="https://en.wikipedia.org/wiki/Hector_Guimard">Wikipedia</a>.
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What is Melbourne's metro? What could it be?

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It was announced this morning that the level crossings either side of Bayswater station at Scoresby Road and Mountain Highway are next in line to go.

In a noticeable shift from previously unveiled grade separation and station designs, the method chosen to grade separate will involve partially lowering the rail line and partially raising Mountain Highway. A full rail under road grade removal will occur at Scoresby Road.

Kevin Devlin, the CEO of the Level Crossing Removal authority explained this option was chosen in order to allow for the continuing use of the rail yards and maintenance depot which currently sits alongside Bayswater station. The maintenance depot is accessed from the main line at a junction right next to the Mountain Highway level crossing and this will be rebuilt at a lower grade as part of the overall works.

An alliance consisting of Laing O'Rourke, Fulton Hogan and Aecom have been confirmed as the preferred bidder with the cost of the entire project coming in at $177 million.

Bayswater station is currently an island platform with an underground pedestrian ramp providing passenger access in to the bus bay and car park. The new station will see an island platform accessed via an entry brought closer to Station Street with an overhead ramp, stairs and lift depositing passengers on the new platform sitting at a lower grade.

<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="//www.youtube.com/embed/TS_i0mIRoM4" width="100%"></iframe>

The Ringwood corridor and Belgrave branch are inching ever closer to being fully grade separated; when after all the announced projects have been completed only Union Road in Surrey Hills, Mont Albert Road near Mont Albert Station, Bedford Road in Ringwood, Alpine Street in Ferntree Gully and Hilltop Road in Upper Ferntree gully will remain as a level crossing.

Level Crossings that still exist on the Lilydale branch include Dublin Road in Ringwood East, Coolstore Road in Croydon, Manchester Road in Mooroolbark, Melba Avenue in Lilydale and Maroondah Highway at the terminus of the Lilydale line.

Manchester Road and Maroondah Highway are on the Victorian Government's <a href="http://levelcrossings.vic.gov.au/crossings">list of 50</a> but have no news about their status has been announced as yet. Union Road and Mont Albert Road in Surrey Hills-Mont Albert are not on the list.

<h2>Bayswater to join the Box Hill, Blackburn and Ringwood party?</h2>

It will be an interesting exercise to monitor planning activity in the region given City of Knox have done <a href="http://www.knox.vic.gov.au/Page/Page.aspx?Page_Id=360">extensive planning</a> to focus development around the station precinct and the urban growth boundary is limiting any further suburban growth beyond the area (not to mention Mount Dandenong is a natural barrier for further fringe-belt growth).

The powers that be effectively locked the eastern suburbs of Melbourne away from further sprawling down the Yarra Valley into Yarra Glen and Healesville and up into the hills decades ago and the new housing stock in the entire region is a story of new medium and high density development at the major nodes on the Ringwood corridor. It makes sense that Bayswater should join them.

<ul>
<li>
<a href="/new-apartments/box-hill-vic-3128">Box Hill projects</a> (22)</li>
	<li>
<a href="/new-apartments/blackburn-vic-3130">Blackburn projects</a> (11)</li>
	<li>
<a href="/new-apartments/ringwood-vic-3134">Ringwood projects</a> (8)</li>
</ul>
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Bayswater next in line to see level crossing removals

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The drip feed of information on the Melbourne Metro Rail project website continues, with a recent update featuring an <a href="https://mmrailproject.mysocialpinpoint.com/yoursay#/">interactive map</a> to be used for consultation purposes, along with <a href="http://yoursay.mmrailproject.vic.gov.au/local-information">brochures</a> providing increasing detail about each station and portal precinct.

Perhaps one of the most important parts of the placement of a station on a rail line is how and where users will access the underground structures. The brochures now display proposed entrance locations for each station and they are summarised with my comments below. Each image can be expanded for a larger view.

<h2>Domain</h2>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/domain.png" rel="gallery-all" title="Domain Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="415" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/domain.png?itok=782IalzU" title="Domain Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>Domain Station. Image Melbourne Metro Rail Authority</figcaption></figure>The brochure for <a href="http://yoursay.mmrailproject.vic.gov.au/local-information#domain">Domain Station</a> appears to take the sensible approach in the location of proposed station entrances. We may love our major boulevards to walk down or look at, but when it comes to crossing them in traffic, the wait times are generally less than pleasant. Therefore the proposed locations, one on the eastern side of St Kilda Road for the Shrine and one on the western side of St Kilda Road for the local area, make sense.

The only question overhanging the station entrances in this diagram: will there in fact be two station entrances - one for each of the two island platforms recently built as part of the Domain Interchange upgrade - or some other design?

<h2>Flinders Street (CBD South)</h2>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/cbd_south.png" rel="gallery-all" title="CBD South Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="411" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/cbd_south.png?itok=J24dhUtR" title="CBD South Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>CBD South Station. Image Melbourne Metro Rail Authority</figcaption></figure>For <a href="http://yoursay.mmrailproject.vic.gov.au/local-information#cbdsouth">Flinders Street</a>, the proposed entrance at Federation Square is welcome, likewise is an entrance from Collins Street. The location of the proposed Collins Street entrance seems to suggest it will use a portion of City Square, most likely impacting the on-and-off again <a href="https://goo.gl/maps/M9YK5wWsYDT2">water wall</a>.

At Federation Square the proposed station location appears to be adjacent to the underground section of the <a href="https://goo.gl/maps/LmmT2BPBag42">Melbourne Visitors Centre</a>.

The proposed entrance located in the middle of the Flinders Street/Flinders Lane/Elizabeth Street/Swanston Street block appears to be the existing entrance connecting to the main pedestrian subway. My question is, will there be a connection from the new underground platforms to the existing subway?

<h2>Melbourne Central (CBD North)</h2>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/cbd_north.png" rel="gallery-all" title="CBD North Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="406" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/cbd_north.png?itok=xEKjnNDr" title="CBD North Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>CBD North Station. Image Melbourne Metro Rail Authority</figcaption></figure><a href="/news/melbourne-metro-cbd-station-details-emerge">Last week it became evident</a> that an entrance was proposed for the north side of La Trobe Street. Now the brochure for Melbourne Central also depicts another northerly entrance in Franklin Street.

Given the City Baths are located on the northern side of Franklin Street, that it is a very sensitive building and the <s>Communist</s> Brutalist Blocks of RMIT provide little room on the southern side's footpath, the placement of the proposed station appears to be in the median of Franklin Street.

Might we see the closure of Franklin Street, <a href="https://goo.gl/maps/bcXR9RLvWpy">or at least the Swanston Street end</a>, turned into a plaza with the station entrance as the centrepiece? The mind boggles with wider urban design opportunities if the half-closure route was taken with this station entrance.

<h2>Parkville</h2>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/parkville.png" rel="gallery-all" title="Parkville Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="412" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/parkville.png?itok=N92DcgH4" title="Parkville Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>Parkville Station. Image Melbourne Metro Rail Authority</figcaption></figure>The broad location of proposed station entrances at <a href="/new-apartments/parkville-vic-3052">Parkville</a> appear to provide sufficient coverage in the area. One of the first comments on the interactive map raised the lack of an entrance on the north west corner of the Grattan Street/Royal Parade intersection, where the Royal Melbourne Hospital is located, which would serve the Women's, RMH, University High School WEHI.

The proposed entrance on the south western corner of the intersection where the VCCC is should be set in stone, as it is on the same side of Grattan Street for people who may wish to connect with the Flemington Road trams (Flemington Road tram super-stop is on the south side of Grattan Street in the Flemington Road median).

If there were any slack in the overall project budget, I would allocate more to this station: delete the entrance on the north east corner of the intersection and revert to the previous concepts, which showed a large island platform in the middle of Royal Parade for a tram-train interchange. This would be a compromise solution for lack of an entrance on the RMH block (people bound for the Hospital block would not have to cross an entire road, only half of one), but enhance the tram-train connection opportunities.

Having an underground corridor all the way under Grattan Street so that entrances to the station concourse could be placed directly on the Flemington Road tram stops would also be a nice-to-have, however the proposed entrance on the VCCC block effectively does this job, albeit with a half-boulevard crossing at Flemington Road.

<h2>Arden</h2>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/arden.png" rel="gallery-all" title="Arden Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="401" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/arden.png?itok=4AEzc-JB" title="Arden Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>Arden Station. Image Melbourne Metro Rail Authority</figcaption></figure><a href="/new-apartments/north-melbourne-vic-3051">Arden</a> is problematic. On every concept made public over the years, it was clear from the start Arden would be isolated, having no meaningful connections to other lines or modes in the area; the map above really brings this message home.

The site which this station resides on currently sees various industrial uses. The angle and placement of the "potential" station entrances seems to allude that a fraction of the current titles in the area would be acquired by the authority and rezoning could then enable redevelopment to occur on adjacent sites.

There is likely going to be a need for very intensive redevelopment in this area, in order to get the benefits side up against the costs in a cost-benefit analysis. All eyes are on City of Melbourne to see what they do with their Arden-Macaulay structure plan (<a href="http://www.melbourne.vic.gov.au/BuildingandPlanning/FutureGrowth/StructurePlans/ArdenMacaulay/Pages/ArdenMacaulayStructurePlan.aspx">amendment C190</a>).

One thing to be wary about in terms of redeveloping the industrial land either side of the station location is Boral's <a href="https://goo.gl/maps/f4YXHsXRC6y">Melbourne Cement Plant</a>, as it is located to the south of the proposed station site.

Cement is a key ingredient for any urban development project and of course an orderly winding down of the site (as property prices rise after Arden station is complete) could occur over time. However, it would be interesting to see the wider economic and environmental impacts of this key cog in the urban development supply chain moving out of the area, if it ever does.

One logistical benefit for the project would be if Boral were to be picked as the cement supplier for the project; pre-cast cement and other cement products would not have to travel very far at all, thereby minimising overall energy intensity during the construction phase of the project.

Over to you. Be sure to add your comments to the interactive map on the <a href="https://mmrailproject.mysocialpinpoint.com/yoursay#/">project website</a>.

Lead image credit: <a href="https://goo.gl/maps/CtsKwfqvTD92">Google Earth</a>
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Melbourne Metro Rail stations: more detail released & comment

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Recently Greg Hunt appeared to throw off the shackles he was operating under in his role as salesman for one of the stupider bits of Coalition policy, issuing, seemingly a propos of nothing and having spent fully five minutes with responsibility for cities, a long-term infrastructure plan for Melbourne to the year 2200.

Hunt's plan is certainly bold. In the sense that he appears to want to spend hundreds of billions of dollars of public money on projects that would deliver negligible public benefits. But Hunt does deserve a measure of praise for the ambitious breadth of several elements of the vision. I think it's important that those elements of the plan are factored in to the broader debate about Melbourne's infrastructure needs, it would be a pity for the entire plan to sink under the weight of its own megalomania.

The Hunt plan was essentially based around six major projects.

<h2>Public Transport Projects</h2>

<ul>
<li>Build Melbourne Metro Rail - $11-15 bn</li>
	<li>Undergrounding All Metro Rail Lines - uncosted</li>
</ul>
<h2>Freeway Projects</h2>

<ul>
<li>Build East-West Link - $6-8 bn</li>
	<li>Connect Eastern Freeway and Eastlink with Metro Ring Road - $6 bn</li>
	<li>Monash widening project - $200m</li>
</ul>
<h2>Urban Renewal Projects</h2>

<ul>
<li>Relocating the Port of Melbourne to Geelong and Hastings and</li>
	<li>Rezoning that land for medium density housing - uncosted</li>
</ul>
It's important to actually determine what Melbourne's long-run transport planning needs and goals actually are, before we can properly measure the merits of the proposal. Hunt's plans exclude any discussion of improvements to the tramway or bus networks. I've decided to exclude tramways accordingly from my response, although we do address the bus network as integral to increasing the size of the catchment areas for train stations and CADs.

These priorities take as their starting thesis that the road network is operating at near capacity. It takes as its startpoint the assumption that most of the grand suburban freeway dreams for this city have now been realised, and that public rather than private transport investment must be the medium term priority in order to increase the capacity of Melbourne's transport network as a whole.

<h2>Public Transport Aims</h2>

<ul>
<li>A significant increase in public transport mode share, particularly for daily commuters, freeing up the existing road network, which is approaching capacity.</li>
	<li>A transition of the network to a metro-style 'turn up and go' system</li>
	<li>Removing the rail network capacity constraint created by the City Loop.</li>
	<li>Removing the rail network capacity constraint created by outdated signalling</li>
	<li>A significant increase in the ability of the public transport network to service existing public transport "dead zones", again enabling significant mode shift towards public transport.</li>
	<li>A radical reformation of the suburban bus network to drastically improve integration with the train network and provide more effective feeder services to that network</li>
	<li>A public transport system that facilitates the development of key suburban activity centres by increasing their effective catchment area.</li>
	<li>A public transport system that operates less radially from the city centre, and better enables an increase in public transport mode share to key suburban destinations.</li>
	<li>A public transport solution that enables future greenfields suburban estates to be planned around public transport infrastructure</li>
	<li>An effective mass public transport solution for the Fisherman's Bend urban renewal area</li>
</ul>
<h2>Private Transport Aims</h2>

<ul>
<li>A private transport solution to the bottleneck at the end of the Eastern Freeway - most particularly for those journeying to the CBD.</li>
	<li>A private transport solution to Punt Road gridlock</li>
	<li>Adding significant north-south capacity to the outer east, particularly improving access to the Eastern and Monash freeways</li>
	<li>A second river crossing to free up capacity on the West Gate Bridge</li>
</ul>
<h2>Urban Planning Aims</h2>

<ul>
<li>The development of housing for a large number of new residents within brownfields sites catered to by existing infrastructure</li>
	<li>Significantly reduce the number of frieght movements carried by truck on inner city and suburban roads. The model here should be moving freight in bulk from container ports to multi-modal suburban distribution centres - trucks are only needed for "final yards" transport to destination.</li>
	<li>A solution to pending capacity constraints at the Port of Melbourne</li>
</ul>
<h2>Failing Public Transport</h2>

How does Hunt's proposed solution stack up against these criteria? I would argue it meets most of the private transport and urban planning objectives well, and the public transport ones very poorly.

At its core, the proposal to underground all suburban train lines is utterly bizarre. This would cost hundreds of billions of dollars. And not deliver one iota of new capacity on the network or improved amenity for its users.

Unless the suggestion is that all travel by the year 2200 will be mandated as subterranean owing to climate chaos. That would at least be consistent with Mr. Hunt's climate policies.

The only other public transport priority addressed by the Hunt plan is the capacity constraint issue with the Loop, solved by Metro rail.

But make no mistake, this is an absolutely pivotal time in this city's evolution. We are planning for a very rapid rate of near-term growth, and the nature and needs of a metropolis of five or six million are very different to the needs of the city at the start of the nineties, when Jeff Kennett offered Citylink as the great panacea for our transport ills. We absolutely have to get the prioritised spending of scarce infrastructure dollars absolutely correct, or we will put a significant artifical chokehold on Melbourne's and indeed Victoria's ability to continue to grow, both economically and physically.

I make the case that such a correctly prioritised list now must favour the urgent and growing list of needs of the rail network well ahead of any other. As we can see above, the list of needs there is long, and the rail network is going to be asked to do the majority of the lifting in improving the capacity of the transport network as a whole.

And we are in an age when that case looks pretty incontrovertible to even the likes of the RACV and VicRoads. The consensus around our public transport needs and the broad-based desire to dramatically improve the network means a significant policy window is now ajar.

And it is clear that the network needs are not incremental in nature, they are transformational, therefore they demand the bold, the radical and the visionary. That's what we mean by the difference between what he have now and a proper metro rail network. We will not derive a bold new transport network by incrementalism from the existing one. And on this basis Hunt again deserves some praise, although he's attracted Mr Kennett's ire precisely for his plan's pie in the sky nature, although Kennett bizarrely supports undergrounding rail lines. But Minister Hunt has opened up a couple of possibilities that have notionally been off the table due to expense and ambition.

<h2>Move the Port</h2>

If we sat down and designed Melbourne anew today, the version that had the city's main Port located right at the heart of the city centre, when all the heavy industry is in the outer suburbs would go straight in the bin. The upshot of this is thousands of avoidable cross-town truck movements every day. We've tried and failed dismally at getting freight on to rail from this location, and it now appears it would require significant further investment at this location to change this.

We are going to require new housing for, depending whose numbers you use, somewhere in excess of another couple of million people over the course of the next fifty or so years. This land could scarcely be more central, already on a railway line, and utterly massive when you consider the railyards would get pulled up too. This is the place to be doing urban renewal.

<h2>Suburban Metro Underground</h2>

The other game-changing element of the Hunt vision is a willingness to spend vast sums on suburban underground rail. As stated, that's totally misguided for the existing network, but provides much greater flexibility to and therefore amenity from the possible set of suburban network extensions. If we're willing to spend hundreds of billions of dollars tunneling through the suburbs, let's make it meet the maximum number of goals above.

So, boldly enabled by the new possibilities of this new 'Hunt doctrine', I have devised a network development plan that seeks to maximise the benefits that can accrue from transforming the network to a metro rail system. This will be <a href="/news/greg-hunts-2200-vision-why-rebuild-rail-underground-when-we-can-expand-parts-2-3">covered in part two</a>.

This article originally appeared on <a href="http://bloodiedwombat.blogspot.com.au/2015/10/greg-hunts-melbourne-2200-vision-is">Adam Ford's blog</a>.

Lead image credit: nearmap.com
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loafingoaf

Greg Hunt's Melbourne 2200 vision is an expensive flop, but... (Part 1)

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More details of the Melbourne Metro project have been drip-fed out of the Victorian Government this week.

Yesterday, the Minister for Public Transport announced the scope of properties which will need to be acquired as part of the Melbourne Metro project: the total quote sits at 44 buildings with 94 individual titles.

An apartment building in the CBD containing 49 apartments will be acquired along with houses located near the tunnel portals in South Kensington and South Yarra. A further 31 titles which have commercial properties on them are set to be acquired.

This morning, Jacinta Allan provided a clearer picture on the construction method for the CBD stations. "The heart of Melbourne will keep moving while the heart of our transport system is transformed below it" the Public Transport Minister said.

It appears that a relatively straightforward construction technique (straightfoward elsewhere in the world, new to us in Melbourne) will be used. Some surface properties will be acquired in order for crews to access the underbelly of the city and then excavate and construct the station infrastructure under the street.

One of the Premier's tweets illustrates the construction method:

<blockquote class="twitter-tweet" data-partner="tweetdeck">
The heart of Melbourne will keep moving while the heart of our transport system is transformed below it. <a href="https://twitter.com/hashtag/springst?src=hash">#springst</a> <a href="https://t.co/UEUDdQelKD">https://t.co/UEUDdQelKD</a>
— Daniel Andrews (@DanielAndrewsMP) <a href="https://www.propertyobserver.com.au/https://twitter.com/DanielAndrewsMP/status/656601505814843392">October 20, 2015</a>
</blockquote>
<script async src="//platform.twitter.com/widgets.js" charset="utf-8"></script><h2>377-391 Swanston Street: dead in the water?</h2>

Back in May <a href="/news/212-222-la-trobe-street-a-story-of-chocolates-and-boiled-lollies">we reported on the history</a> of the <a href="/developments/melbourne-vic-3000">212-222 La Trobe Street</a> site which was at the time being spruiked with a permit by Savills. This site in the video tweeted by the Premier appears that it will only be used during construction.

The video seems to suggest that the surface buildings for the CBD North Station will be on the 377-391 Swanston Street 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/image157_0_0.jpg" rel="gallery-all" title="Left: tower approved on 371-391 Swanston Street. Right: Aurora Melbourne Central"><img alt="" class="image-article-full-width-580px" height="401" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/image157_0_0.jpg?itok=ijPu9uVp" title="Left: tower approved on 371-391 Swanston Street. Right: Aurora Melbourne Central" width="580"></a>

<figcaption>Left: tower approved on 371-391 Swanston Street. Right: Aurora looks set to be CBD North's neighbour</figcaption></figure>Furthermore, judging by the now public domain video, Scape Melbourne's approved project on the <a href="/buildings/scape-melbourne-393-swanston-street-melbourne">393 Swanston Street</a> site will not be directly impacted during the construction of the station underbelly nor be taken up by the surface buildings.

The video also depicts the apartment building at 200 La Trobe Street disappearing from the skyline as well.

<iframe allowfullscreen="" frameborder="0" height="450" scrolling="no" src="https://www.google.com/maps/embed?pb=!1m0!3m2!1sen!2sau!4v1445383274479!6m8!1m7!1s7SEfpNWtcXGRsJLD2aJQgQ!2m2!1d-37.80969507743876!2d144.9632333141825!3f349.4272320694685!4f12.776723147160553!5f0.4000000000000002" style="border:0" width="100%"></iframe>

Next door to 212-222 La Trobe Street, the Aurora Melbourne Central tower's site (224-252 La Trobe Street) is being prepared, with the on-site multi-level car park currently being demolished. See our related <a href="/news">forum thread</a> for pictures of the site preparation.

Aurora Melbourne Central's official construction launch was this morning.

<blockquote class="twitter-tweet" data-partner="tweetdeck">
At the Aurora Melbourne Central groundbreaking ceremony <a href="https://twitter.com/UrbanMelbourne">@UrbanMelbourne</a> <a href="https://twitter.com/ProbuildAust">@ProbuildAust</a> <a href="https://twitter.com/elenberg_fraser">@elenberg_fraser</a> <a href="https://t.co/pCqd3OgoFD">pic.twitter.com/pCqd3OgoFD</a>
— Laurence Dragomir (@dragomeister) <a href="https://www.propertyobserver.com.au/https://twitter.com/dragomeister/status/656619841474854912">October 20, 2015</a>
</blockquote>
<script async src="//platform.twitter.com/widgets.js" charset="utf-8"></script>
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