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Track laying on Australia's first major railway line that will operate with driverless trains has been completed with the final sleepers and rails that were laid forming a crossover at the transition of the line from its elevated section back down to earth at Kellyville.

The first phase of Sydney Metro, dubbed Sydney Metro North West, will remain under construction as rail and electrical infrastructure is installed over the coming months.  A testing phase will occur thereafter.

In all, 105 kilometres of rail has been laid in the new twin 15 kilometre tunnels from Epping to Bella Vista, the 4km elevated rail section through to the northern terminus at Rouse Hill.

60,948 sleepers were used and covering them is 35,000 tonnes of Ballast.  237,000 tonnes of concrete was used in the track laying process alone, according to a media release on the project's <a href="https://www.sydneymetro.info/article/track-laying-finished-sydney-metro-northwest">website</a>.

<iframe allowfullscreen="true" allowtransparency="true" frameborder="0" height="350" scrolling="no" src="https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FSydneyMetro%2Fvideos%2F2057175511236747%2F&amp;show_text=0&amp;width=560" style="border:none;overflow:hidden" width="100%"></iframe>

One of the last major components of building the new Sydney Metro North West line is to convert the existing Epping-Chatswood Link in order for the new Sydney metro services to be able to use the track and stations.

NSW Minister for Transport and Infrastructure Andrew Constance in early April announced that buses will replace trains on the Epping-Chatswood Link from September 30 2018 for a period of 7 months so conversion work can get underway.

The 13km Epping to Chatswood Link was opened in 2009 and up until September this year, rail services on Sydney's T1 Northern line operate through it, linking the area directly to the city and Hornsby.

Passengers on the North West metro will need to change trains at Chatswood temporarily for a period of 4-5 years while the second phase of the metro line, dubbed Sydney Metro City &amp; South West, is built.

Once complete, the North West and City/South West sections will be merged and form a single line running from Sydney's outer north-western growth areas through the city and out to Bankstown.  The section of existing track between Sydenham and Bankstown, like the Epping to Chatswood rail link, will be re-purposed for metro train usage.

<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/syd_metro_pitt_demo.jpg" rel="gallery-all" title="Demolition in Pitt Street is now complete. Image: Sydney Metro"><img alt="" class="image-article-full-width-580px" height="334" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/syd_metro_pitt_demo.jpg?itok=yp0hVMr_" title="Demolition in Pitt Street is now complete. Image: Sydney Metro" width="580"></a>

<figcaption>Demolition in Pitt Street is now complete. Image: Sydney Metro</figcaption></figure>Initial works for the second phase City &amp; South West section of Sydney Metro continue with demolition at the site of the new Pitt Street station now complete.

Eight buildings were removed with the largest having 14 levels to make way for the northern entrance to the new underground station and like with the CBD stations on Melbourne's Metro Tunnel project, acoustic sheds will be erected on site to minimise noise and dust during the main thrust of construction.

The second phase of the first Sydney Metro line is scheduled to be complete by 2024 with services starting on the first phase next year.

Lead image credit: <a href="https://www.facebook.com/SydneyMetro/photos/a.1404688343152137.1073741828.1398640573756914/2055159891438309/?type=3&amp;theater">Sydney Metro on </a><a href="https://www.facebook.com/SydneyMetro/photos/a.1404688343152137.1073741828.1398640573756914/2055159891438309/?type=3&amp;theater">facebook</a>.
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Alastair Taylor

Track laying complete on Sydney Metro North West

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<h2>Comment</h2>

With the dizzying array of infrastructure projects happening around central Melbourne and many new projects focused on Melbourne's West, you could be forgiven for forgetting about the South East - well, the long-term planning for transport infrastructure at least.

The Regional Rail Link, Melbourne Airport Rail Link, new &amp; faster services to Geelong, maybe Melbourne Metro 2 at some point down the track (pardon the pun) - the array of projects Melbourne's overall westward march when it comes to greenfield and increasingly brownfield development.

We have two tiers of railway service in Victoria - one which is focused on Melbourne, metro, and one that is focused on connecting regional areas, V/Line. 

We've been on a journey to gradually separate these two service layers, physically through different sets of tracks for each, and in no place is this more obvious than in Melbourne's West where the Regional Rail Link has added dedicated tracks from the City through to Sunshine and then around the back of Werribee to connect with the Geelong line.

That separation that has been achieved is strained and is at threat of being unraveled as the Melton line is set to be electrified in the near future which would mean, if there were no extra tracks added, we'd have come full circle. 

Likewise, the Geelong services operating on the Regional Rail Link are doing a large amount of moving suburbanites - the state and federal budget commitments to studying how to 'speed up' Geelong services has an information deficit so we can only surmise that this will mean that corridor might be quadruplicated or an entirely new fast rail corridor for Geelong services is devised and built.

<h2>South-East Melbourne isn't going away any time soon</h2>

While so much focus is on the west, there's one two-track train line in the South East that is seeing major improvements which will unlock passenger carrying capacity but won't achieve the same speed / journey time transformation the railway lines in Melbourne's west look destined to maintain and improve upon.

The Melbourne Metro tunnel project, level crossing removal programme in the area, the new trains and signaling system will squeeze a lot more capacity on the two tracks for metro/V/Line and freight services which run from Caulfield to Pakenham via Dandenong, however V/Line services will still be stuck behind metro trains in peak times.

Consider this: the City of Casey and the Shire of Cardinia, the last remaining greenbelt growth areas in the south-east, have a combined population of 430,000.  That's the equivalent of the population of Geelong, Ballarat and Bendigo combined.

In Plan Melbourne, approximately 100,000 new housing units are projected to be built in the Southern Region, which is almost exclusively within the urban growth boundary in both the City of Casey and Shire of Cardinia.  A further 180,000 residential dwellings are projected to be built in established areas which encompass the entire southern region which spans from the Bay to Pakenham and all of the Mornington Peninsula.

Journeys to the city from stations beyond Dandenong start at 47 minutes (from Hallam) and 49 minutes (from Lynbrook) with journeys from remaining stations further out increasing from there.

Not everyone who lives beyond Dandenong works in the city - not by a long shot - but Spring Street wouldn't be upgrading the existing line now with more stopping all stations services if they didn't expect that to grow.

Throw in the planning work on Monash and Dandenong South's national employment clusters, which aim to concentrate and grow more employment in these two specific regions (and similarly they are both serviced by the two-track railway in question), and you have a recipe for increased need for rapid &amp; frequent rail services in Melbourne's South East.

<h2>Let's not forget about the long-term needs of the South East and Gippsland</h2>

In this year's state budget, money would be allocated to study how to speed up Geelong services.  The fastest timetabled journey from Geelong to Southern Cross (80km via the regional rail link) is 1 hour (6:53 from Geelong, arrives 7:53 at Southern Cross - doesn't stop in the outer suburban areas of Melbourne's West).  

The fastest journey from Pakenham (60km from Melbourne) on a metro service is 1 hour 11 minutes (Pakenham to Parliament in morning weekday peak as per existing timetable).

What would 'speeding up' Geelong services involve?  We'll have to wait and see as there's no apparent logic being followed from any publicly available transport plan however I'd surmise it would involve building the second track pair in the regional rail link corridor for Geelong V/Line services, leaving the existing track pair to be electrified and have Werribee line services extended after the third side of the West Werribee triangle junction is added.

Sunshine to the Deer Park junction will likely need quadruplication because the State Government has all but confirmed the Melton line will be electrified and having four tracks in this section, two for regional and two for metro.

If a terminating platform at the new Sunshine transit hub the state government has begun spruiking was built, that would allow the Werribee line to get back to the job of serving people in metropolitan areas and V/Line can get back to its job of serving regional areas.

How would we 'speed up' Gippsland services, Pakenham services and provide capacity for freight trains to run at any time of the day, such as to the long-mooted Port rail shuttle terminal in Lynbrook? 

By effectively doing a regional rail link in the east - two more tracks from the city to at least Dandenong.

While not wanting to lessen the emphasis on benefiting regional passengers with faster journeys, any new rail infrastructure in Melbourne's South-East should at least involve services which benefit outer metropolitan areas as well as provide the capacity to shift trucks from the Port of Melbourne to the distribution centres in the south east off the roads - like what could happen with port rail shuttles.

If we apply equal weight to those three goals (and keep them in mind when assessing both formally and informally the benefits/costs), the scope and type of new rail infrastructure that would need to be built in order to facilitate those three goals narrows and is fairly clear: track capable of relatively fast speeds (100kph versus the 80kph top speed of the existing track, the faster the better) from the city to Dandenong, minimal new stations/platforms and especially in the inner-city (between Caulfield and the city), tunneling.

A casual reminder: the original East-West Eddington study devised an entirely new track pair from South Kensington to Caulfield - the 'hard' (tunnelling) part that would have been completed in two phases (Phase 1 - South Kensington to Domain, Phase 2 - Domain to Caulfield).  The previous Liberal government bastardised that concept into a much shorter tunnel from North Melbourne via Southern Cross to Montague, Domain and then surfacing at South Yarra.

The Metro tunnel that is now under construction is effectively Eddington Phase 1 with the shortened connection to existing tracks just south of South Yarra which will orphan a track pair between the City and South Yarra.

Addressing Western Melbourne's imbalance in infrastructure is rightfully in vogue, however the regional areas to the east and the large amount of new people who will live in the outer south-east, either on the fringe or in established areas is likely to be larger than all the western regional cities combined.

Is it right to 'speed up' Geelong services when there's no long-term plans to undo the short-termism on the Dandenong corridor?

Lead image credit: <a href="https://upload.wikimedia.org/wikipedia/commons/thumb/d/de/FlindersStreetStation-clocks.jpg/1280px-FlindersStreetStation-clocks.jpg">Wikipedia</a>.
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Let's not forget Gippsland and Melbourne's South East in long term rail infrastructure plans

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Last week's podcast, this week! Or something like that.  Apologies for the delay.

This week Laurence sits down with Nick Deans and Richard Weinman from Warren &amp; Mahoney where they talk Fitzroy, The Spanish Club and the architecture industry in general.

Subscribe via <a href="https://itunes.apple.com/us/podcast/urban-melbournes-weekly-podcast/id1356864009?mt=2">iTunes</a>, you can also see all previously published on the site <a href="/guides">here</a>.

<iframe allow="autoplay" frameborder="no" height="300" scrolling="no" src="https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/435242517&amp;color=%23ff5500&amp;auto_play=false&amp;hide_related=false&amp;show_comments=true&amp;show_user=true&amp;show_reposts=false&amp;show_teaser=true&amp;visual=true" width="100%"></iframe>

 
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Weekly Podcast: Episode 11 - Guests Nick Deans and Richard Weinman from Warren & Mahoney

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The State Government has announced $50 million to be allocated in the state's budget this year will go toward detailed investigations for fast rail infrastructure between Melbourne &amp; Geelong which will, the government claims, will compliment planning work already underway for the Melbourne Airport Rail Link.

The only high-level concept/vision released with the announcement was the video, embedded in the Premier's tweet below, which points toward Sunshine becoming a super-hub for rail.

Money allocated in this year's state budget will also 'consider a new fleet of dedicated trains capable of travelling between 250 and 300 kilometres per hour'.

<blockquote class="twitter-tweet" data-partner="tweetdeck">
Airport Rail. Geelong Fast Rail. Here’s how we’re going to do it. <a href="https://t.co/ahivW3eE4M">pic.twitter.com/ahivW3eE4M</a>
— Daniel Andrews (@DanielAndrewsMP) <a href="https://www.propertyobserver.com.au/https://twitter.com/DanielAndrewsMP/status/989348577477410816?ref_src=twsrc%5Etfw">April 26, 2018</a>
</blockquote>

The inclusion of '250 to 300kph' speeds in the media release raised a few eyebrows around the Apartments.com.au newsroom, given that traditionally, trains running at those speeds only become economic when travelling very long distances.  Melbourne &amp; Geelong, depending on the path taken are 70-90km apart.

Victoria's regional lines outside of Melbourne, broadly speaking, have a top speed of 160kph to Geelong, Ballarat, Bendigo and Traralgon - elsewhere railway lines (and signalling) only permit speeds of 130kph or less.

The State Government reiterated it wanted a future Melbourne Airport Rail Link to integrate with the existing rail network and compliment faster services to regional Victoria.

<blockquote>
The Labor Government wants a future Melbourne Airport Link that integrates into the existing rail network.

This would maximise the benefits of the link, unlocking capacity in Melbourne’s booming west and north and providing better services for regional Victoria.

Today’s announcement complements the work already underway on a joint preliminary business case for the Melbourne Airport Rail Link between Victoria and the Commonwealth.
</blockquote>

Spring Street also announced the Melbourne Metro Rail Authority, which was set up to deliver the Metro tunnel project and since has been given the reigns to deliver projects like the South Morang - Mernda extension, will be renamed.

Rail Projects Victoria will be the new brand name and all projects currently underway in Victoria - the Metro Tunnel project, The Regional Rail Revival project unveiled last year, and the faster-rail-to-Geelong investigation work - will now be carried out by the newly renamed authority.

<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/electrificaiotn.png" rel="gallery-all" title="Further suburban electrification projects are on the cards as part of the planning money announced today"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/electrificaiotn.png?itok=EdeRmhtB" title="Further suburban electrification projects are on the cards as part of the planning money announced today" width="580"></a>

<figcaption>Further suburban electrification projects are on the cards as part of the planning money announced today</figcaption></figure>
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Spring Street allocates $50 million toward planning work for faster rail services to Geelong

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The draft design report for the Brisbane Metro has been released and the Brisbane City Council is now inviting <a href="https://yoursay.brisbane.qld.gov.au/BneMetro">feedback</a> on the project.

Brisbane Metro is a project which is designed to provide frequent, predictable bus services on two new lines that will utilise and in some cases augment existing busway infrastructure within central Brisbane.

The proposal includes two separate lines which run from Eight Mile Plains to Roma Street and the Royal Brisbane Women's Hospital with the University of Queensland's primary campus at St Lucia. Both lines will share the same infrastructure between Roma Street and Buranda.

Much of the existing busway infrastructure will be re-used between Eight Mile Plains, UQ and the RBWH and the primary infrastructure changes are predominantly limited to the centre of the city.

South Brisbane's Melbourne &amp; Grey Streets intersection, which currently hosts the surface busway from Victoria Bridge, would see a new underground structure built, complete with a station at the Cultural Centre, to give buses 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/bne_cbd_changes1.png" rel="gallery-all" title="Proposed changes to Brisbane CBD city streets for the Metro project - image: Draft Design Report"><img alt="" class="image-article-full-width-580px" height="532" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/bne_cbd_changes1.png?itok=holp3Px4" title="Proposed changes to Brisbane CBD city streets for the Metro project - image: Draft Design Report" width="580"></a>

<figcaption>Proposed changes to Brisbane CBD city streets for the Metro project - image: Draft Design Report</figcaption></figure>Victoria Bridge would be closed to car traffic and instead stay open only for new metro services, buses, cyclists and pedestrians.  A suite of works in the CBD including a tunnel under Adelaide street and traffic changes are also proposed to separate metro services and provide access to the King George Square bus station.

Together, the draft design report estimates 150 buses will be removed from the surface streets in central Brisbane.

A dedicated fleet of 60 vehicles with a capacity around the 150 mark will boost the capacity of the inner busway system to 22,000 passengers per direction, per hour and the draft design report estimates it will reduce journey times by up to 30% in the AM peak and up to 50% in the PM peak.

To view the draft design report, click <a href="https://www.propertyobserver.com.au/https://yoursay.brisbane.qld.gov.au/34726/documents/75464">here</a>.  To make a submission, see <a href="https://yoursay.brisbane.qld.gov.au/BneMetro">yoursay.brisbane.qld.gov.au</a>
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Brisbane Metro's draft design report released for consultation

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Melbourne Airport's March performance results were released earlier this week with a total of 3,161,672 passengers moving through the domestic and international terminals in March, up from 2,948,113 in March 2017.

The airport authority said the earlier Eastern break boosted the March numbers compared to last year with 916,849 people flying in and out internationally compared to 786,978 in 2017.

For the financial year-to-date, Tullamarine has seen a total of 27,915,922 passengers pass through both domestic and international terminals (this number excludes people transiting, and therefore don't leave the passenger terminals).

<blockquote>
Nine years of consecutive passenger growth is no flash in the pan. It is an extraordinary milestone and underlines the need to construct a third runway in order to keep up with traveller demand and the needs of the state.  
We are seeing more airlines introduce new non-stop long-haul services making international travel cheaper, with more choices for more people than ever before.  
We know Victoria’s visitor numbers and spend are growing faster than any other state in Australia and we will continue to play a vital role in enabling nation-wide and international connections.
<cite>Lyell Strambi, Melbourne Airport CEO</cite>
</blockquote>

At the same time as welcoming the Federal Government's $5 billion commitment to part-financing a rail line to the airport, Melbourne Airport's CEO made mention that plans for the 3rd runway are being brought forward.

<blockquote>
In a few short months we will bring forward our proposal for the third runway, which will set us up to welcome almost 70 million passengers per year by 2038.  
At the same time we are investing in our terminal infrastructure and our internal road network to ensure the traveller experience is in line with Melbourne’s reputation as a destination of choice for international visitors and the world’s most liveable city. 
A rail link can help us to realise the full potential of Melbourne Airport, injecting enormous value into the Victorian and national economies, creating and supporting jobs for the local community and putting the world within reach for millions of Victorian travellers.
<cite>Lyell Strambi, Melbourne Airport CEO</cite>
</blockquote>

The third runway project aims to lengthen and widen the existing east-west runway and build a parallel runway on an east-west axis two kilometres south of the existing east-west runway.

Parallel runways will allow the airport to shift to operations which might include takeoffs and landings that are handled by their own runway, therefore allowing a higher throughput of aircraft on each runway or allow dual simultaneous landings and takeoffs.

Many airports with multiple runways switch operation modes throughout the course of the day - simultaneous take-offs and landings or dedicating one type of aircraft movement to a specific runway - namely Sydney in our own backyard and Singapore (2, soon to be 3, parallel runways), Kuala Lumpur (3 parallel runways), Hong Kong (2, soon to be 3, parallel runways) and Los Angeles (4 parallel runways) further afield. 

Brisbane and Auckland are both are different stages of introducing parallel runways as well.

The airport authority has been consulting the community about the third runway plans since 2014 and it's expected the draft of the major development plan will be released this year with a public comment period set to begin thereafter.

Lead image credit: <a href="https://www.melbourneairport.com.au/Corporate/Media-centre/Gallery">Melbourne Airport</a>
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Melbourne Airport sees passenger boost in March, confirms 3rd runway plans will be open for comment soon

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The <a href="https://participate.melbourne.vic.gov.au/application/files/1915/2412/4069/Transport_Strategy_Public_Transport_Background_Paper.pdf">background paper</a> authored by Dr John Stone of the University of Melbourne and Dr Ian Woodcock of RMIT which adds to the growing suite of documents to inform the City of Melbourne's transport strategy refresh strikes an interesting, metropolitan-wide, tone.

Drs Stone and Woodcock neatly tie together all the pieces in the haphazard puzzle of projects that are out in there in the public domain (they also insert some of their own ideas) and provide a narrative upon which the City of Melbourne could be an advocate for proper metropolitan-scale public transport network planning.

At the heart of the city and therefore the rail networks, the City of Melbourne naturally benefits when any public transport project is implemented - whether it's a suburban extension to South Morang which brings more people into the municipality or the Melbourne Metro 2 project, the paper acknowledges this and effectively lobbies the council to use that position to the benefit of other municipalities.

The paper defines the Melbourne Metro 2 project - another cross-town rail tunnel from Clifton Hill to Newport, joining the South Morang and Werribee lines together - as the top priority for the council as, without it, the projected passenger demand by 2031 could not be met on the existing rail network.

The paper also advocates for a station at the Melbourne Convention and Exhibition Centre on the second cross-town railway line and also advocates for the second (third) station in Fishermans Bend to be located at the employment precinct.  The transport plan for Fishermans Bend has two alternative rail routes for Melbourne Metro 2, the route via the employment precinct is one of them.

A denser and better connected inner-city tram and bus network is another theme of the background paper in which the authors argue council should advocate for increased capacity in the tram and bus networks, achieved through improving vehicle speeds and on-road priority for both modes.

The paper notes the state government has not released any public plans for the development of the bus and tram networks and calls for the City of Melbourne to advocate for such a release so that interest groups and the wider public can engage with the plans, therefore allowing the state government and private operators to establish and staged program of works.

Inner-city orbital light rail routes are present in the background paper - including a line that would re-use parts of the old outer-circle rail line and connect with Highpoint and Sunshine in the west and be tunneled under Hoddle Street to connect with Anzac, née Domain, station and South Melbourne.

Likewise, the middle and outer suburbs, despite being far from the City of Melbourne, are present in the background paper. 

The paper serves as a reminder that not everyone works in the City of Melbourne right now and that the National Employment and Innovation Clusters, as they're known, in the middle and outer suburbs are just as worthy of proper mass transit and in the end, by the City of Melbourne using its weight to also advocate for these outer suburban light rail lines, it enhances connectivity with the municipality in the long-run.

To read the background paper, click <a href="https://participate.melbourne.vic.gov.au/application/files/1915/2412/4069/Transport_Strategy_Public_Transport_Background_Paper.pdf">here</a>.  Also, to make a submission to the City of Melbourne's transport strategy refresh, see <a href="https://participate.melbourne.vic.gov.au/transportstrategy">participate.melbourne.vic.gov.au</a>

Lead image credit: <a href="https://commons.wikimedia.org/wiki/File:Tram_to_Collins_St_(6760096449).jpg">Wikipedia</a>
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City of Melbourne's transport refresh background paper advocates for better metropolitan-wide PT

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<h2>Comment</h2>

The news today that R&amp;F has turned the first sod of soil at its massive Kinnears site is a reminder that Melbourne's west is a lot bigger than just one redevelopment zone.

When the Prime Minister and Treasurer turned up to Melbourne Airport the other week to announce $5 billion would be allocated in the Federal Budget for a Melbourne Airport Rail Link, the Maribyrnong defence site which the Federal Government owns and is looking to unload from the government's balance sheet, featured on two of the four possible alignments.

This is not new - the airport link route alignments are from a Baillieu/Napthine Government era study.

I applaud the Federal Government for its focus on financing new urban rail lines and redeveloping sites around stations as a way of getting a return out of that investment - infrastructure goes in, new housing, commercial and retail space comes out.

However when an opportunity comes along to build an airport rail link that separates regional and metro services even more - such as what the Rail Futures Institute's AirTrain vision would do - the greater good for the state (through the regional city to airport connections that would be possible) should trump all else.

Melbourne Airport needs its own ground public transport plan - a rail line to do the heavy lifting from the airport to key locations where passengers can connect to other parts of the network plus a suite of smaller projects which are focused on providing greater accessibility between the suburbs nearer the airport that a heavy rail line will more than likely bypass - is key.

The City of Melbourne, through its transport refresh, is even advocating long-term for a second rail connection - much like London's Heathrow or Paris's Roissy/Charle de Gaulle airports which have at least two different approaches to the airport by rail. London has its tube and express to centre of the city services, Paris has its RER network to take people into central parts of the city and regional high-speed services connecting to the airport.

<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/maribyrnong_tram1.png" rel="gallery-all" title="A combination of network extensions and tram priority roadworks would connect the defence site to very high quality public transport"><img alt="" class="image-article-full-width-580px" height="340" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/maribyrnong_tram1.png?itok=12gYmONA" title="A combination of network extensions and tram priority roadworks would connect the defence site to very high quality public transport" width="580"></a>

<figcaption>A combination of network extensions and tram priority roadworks would connect the defence site to very high quality public transport</figcaption></figure>Despite endorsing the vision for Melbourne's first major public transport to the airport like the one that the Rail Futures Institute has developed, it shouldn't mean we turn attention away from the Defence site, and specifically the tram network in the north west.

The area already has tracks in the ground and a minor extension of the existing #57 route into the Defence site would add that 'last mile' infrastructure right into the heart of the future redevelopment zone.

At present, there are two tram routes running along the southern boundary of the site - the #57 which weaves its way through Ascot Vale, Flemington and North Melbourne to the city and the #82 which connects Moonee Ponds, Highpoint and Footscray.

Right now, the timetable for the 82 on a journey from the stop near the intersection of Wests Road and Raleigh Road (the southern boundary of the Defence site) is timetabled to take 20 minutes to Footscray.

Footscray station in the next 5 years will see increased services which will, towards the city, either take people around the loop or through the new metro tunnel - in short, Footscray will be one of the best connect suburbs in Melbourne.  The barebones to make interchanges are already in place, we should focus on speeding services up and making them more frequent.

<a href="/news/live-city-footscray-begins-construction-pushing-r-fs-current-apartment-pipeline-beyond-3-000">The Kinnears site kick off</a> adds weight to improving the existing Footscray-Maribyrnong tram line and if the government decides to move the Footscray hospital to the massive surface car park that is located at the intersection of Geelong and Ballarat roads opposite Victoria University, the Tiernan/Droop Street tram stop will bring public transport closer to the wider, redeveloped, hospital and university precinct.

Tram priority or 'light-railification', whatever you want to call it, the projects identified in the map above, are well within the bounds of the Infrastructure Victoria ethos that we should sweat our current assets more - and augment them where necessary.  For instance:

<ul>
<li>Separate car traffic from tram tracks using small in-road barriers like those installed on Lygon Street in Carlton North recently and on <a href="https://goo.gl/maps/kuiKaFzX9EH2">Queensbridge Street in Southbank</a>
</li>
	<li>Remove on-street parking along the length of the route from the Defence site to Footscray and in part between the Defence site and Newmarket.</li>
	<li>Implement absolute priority for trams at all signalised intersections, minimising unnecessary stopping time.</li>
	<li>Combine building the new triangular junction at Wests/Raleigh Road with grade separation over Raleigh Road into the tram corridor toward Highpoint.</li>
	<li>Rationalise stops and introducing platforms at all of them.</li>
	<li>Rebuild the Footscray terminus with two terminating platforms.</li>
	<li>Rebuild Newmarket station with a proper platform to new tram platform interchange.</li>
	<li>Introduce larger tram vehicles such as the E-class.</li>
</ul>
The aim should be to have a Defence site to Footscray or Newmarket station journey time of 10-15 minutes. 

With an average 5 minute interchange time after the Metro tunnel opens which will see frequencies in peak and off-peak increase through Footscray and Newmarket, people who chose to live in the Defence site would have a relatively quick 2-seat journey to the city, but also, and more importantly, be connected to multiple activity and employment centres in the region.

<h2>Melbourne Airport needs a plan and package of new routes</h2>

The Federal Government threw down the gauntlet with their announcement kerbside at Melbourne Airport - they want the state government to match their commitment.  If that's the case - here's one possibility.  

If the AirTrain vision that the Rail Future's Institute can be costed under $10 billion, then the Federal Government's $5 billion should be allocated 100% to that project with the State Government picking up the balance. 

In order to match the $5 billion in Federal Government money, the State Government should commit to improving public transport to the Defence Site plus also get started on a suite of other public transport projects for the airport.

This would include extending the #57 tram from its current terminus at Airport West under the Western Ring Road and then along Sharps Road and Airport Drive; high-frequency bus routes, with priority roadworks, to the east through Broadmeadows, Upfield and onto Epping/South Morang.  
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R&F's Kinnears site kick off adds impetus in creating a new tram link to the Maribyrnong defence site

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The City of Melbourne has released the latest discussion paper that is being used to inform submissions on its transport policy refresh.

The daily population of the municipality is projected to grow from 900,000 today to 1,400,000 by 2036 and the council is looking to refresh all facets of its transport strategy. 

Two weeks ago, the first two discussion papers were <a href="/news/city-of-melbournes-transport-strategy-refresh-should-it-not-apply-to-other-municipalities">released</a> - they're focused on walking and space-related aspects.

The <a href="https://participate.melbourne.vic.gov.au/application/files/7015/2412/3934/Transport_Strategy_refresh_-__Public_Transport.PDF">latest document</a> is solely focused on public transport and covers all the major modes of public transport that runs through the municipality.

<blockquote>
A world-class public transport system is critical to a liveable, prosperous and sustainable city. Mass public transport is the most space-efficient means of moving high volumes of people across medium to long distances.

The City of Melbourne manages much of the interface with the public transport network: our streets. The experience of people on the streets in our city, including at interchanges and transfer points, impacts on the reputation of the city.

Our public transport network is under strain. The number of people living, working and visiting the municipality is growing faster than can be accommodated by current services and committed public transport projects. The crucial Melbourne Metro Rail Tunnel will be at capacity soon after completion.
</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/mm1_mm2_capacity.png" rel="gallery-all" title="Heavy Rail capacity impacts of Metro 1 and Metro 2 rail projects - image: City of Melbourne"><img alt="" class="image-article-full-width-580px" height="380" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mm1_mm2_capacity.png?itok=le3iJyp2" title="Heavy Rail capacity impacts of Metro 1 and Metro 2 rail projects - image: City of Melbourne" width="580"></a>

<figcaption>Heavy Rail capacity impacts of Metro 1 and Metro 2 rail projects - image: City of Melbourne</figcaption></figure>Rail-based transport networks feature heavily, as you'd expect, and the discussion paper includes the above infographic which looks at the patronage on the rail network in 2011 and then the projection of demand in 2031 and the capacity impacts that the Metro 1 - now under construction - and Metro 2 projects will have.

The discussion paper even goes on to say 'the crucial Melbourne Metro Rail Tunnel will be at capacity soon after completion'.  Assuming the projections in the paper come to fruition, it's a sobering thought, but not surprising given the slow, medium or high population growth scenarios which the ABS publishes for all major centres.

Not mentioned in the discussion paper or made plainly obvious in the rail capacity projections is the city-loop reconfiguration project which is present in the <a href="/news">Network Development Plan of 2012/2013</a> and again features in Infrastructure Victoria's long-list of analysed projects.

The City Loop reconfiguration project is intended to link the Frankston &amp; Craigieburn lines together through the two city loop tunnel those lines currently use (by changing tunnel entrances and connections at North Melbourne &amp; Richmond).  The same project will make it possible to link the Sandringham and Upfield lines that would run via Southern Cross and Flinders 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/potential_concept_metro_train_map.jpg" rel="gallery-all" title="Melbourne's rail future? Vision from CoM's transport refresh document suite"><img alt="" class="image-article-full-width-580px" height="374" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/potential_concept_metro_train_map.jpg?itok=CYTaEpuK" title="Melbourne's rail future? Vision from CoM's transport refresh document suite" width="580"></a>

<figcaption>Melbourne's rail future? Vision from CoM's transport refresh document suite</figcaption></figure>The discussion paper states that tram priority measures - separating trams from car lanes, adding tram priority at signalised intersections etc - should be 'supercharged'.

Familiar statistics are outlined in the paper as well - 80% of the tram network mixes with car traffic - and Zurich is used as a comparison in the tram priority stakes.

The rail vehicles operating on tram network in Zurich, according to the paper, only spend 6% of their time at intersections compared to 17% in Melbourne.  The paper points out that a project begun in the 1980s gives trams 'absolute priority at intersections and allocates dedicated road space to trams, with the ideal situation being one where trams need only stop to set down or pick up passengers'.

It sounds wonderful - trams with absolute priority - perhaps our issue is that the council isn't the only responsible authority for roads in Melbourne - VicRoads or the state government will probably have other ideas - and that's perhaps one of our fundamental issues.

To read the latest discussion, paper, see <a href="https://participate.melbourne.vic.gov.au/transportstrategy/public-transport-network">participate.melbourne.vic.gov.au</a>.
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New Public Transport discussion document released as part of City of Melbourne's transport strategy refresh

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Infrastructure Victoria has been busy devising a new swathe of advice for the state government, releasing its Five-year focus: immediate actions to tackle congestion <a href="http://infrastructurevictoria.com.au/sites/default/files/images/Five-year%20focus%20-%20Immediate%20actions%20to%20tackle%20congestion%20-%20April%202018.pdf">paper</a> today.

Interestingly enough, the Herald Sun has chosen to portray the release of the paper as a plan, with its frontpage teaser on its website suggesting it's a plan that will get executed.

Alas, as with anything Infrastructure Victoria does, it's more advice rather than concrete planning.  Transport planning is carried out by Transport for Victoria.

The advice agency, and increasingly Victoria's best public repository of transport data, has reiterated its call first made upon the release of the 30-year strategy for a new road pricing regime to better manage demand on the road network.

Infrastructure Victoria, through the release of this paper, has provided modeled evidence on how introducing peak and off-peak public transport fares will also provide benefits to the transport network through both mode (from car to public transport) and time shifts.

Infrastructure Victoria also recommends extending the car parking levy that applies to the CBD into the City of Yarra and City of Stonnington - two areas that consistently see some of the worst congestion at present and with the car parking levy extended into these areas, the agency believes it would force behavioural change. Revenue raised from the extended levy would be funneled back into active transport infrastructure.

The bus network gets special attention from the agency as well.  It cites the success of the short, high-frequency bus routes which connect from stations to universities like the 401 from North Melbourne to the University of Melbourne and finds that 40% of the bus network is underperforming based on a metric which measures boardings per hour.

Any bus route which does not achieve more than 20 boardings per hour is deemed under-performing and Infrastructure Victoria recommends a widespread audit of all under-performing routes, potentially replacing them with on-call services or altering routes and frequencies.  The agency also says Spring Street should also focus on improving routes which are deemed performing by possibly strengthening routes and increasing frequencies.

In a sign of the times, active transport investment is a focus in the 5-year paper and it's not all about the inner-city.  Infrastructure Victoria has published data on current active transport trips versus potential trips for the National Employment and Innovation Clusters at Parkville, Monash and La Trobe.

Data published through the paper shows that there's potential for 80,000+ additional active transport trips to the city from surrounding areas, but crucially there is potential for 60,000 active transport trips (split 40k/20k) to Monash and La Trobe NEICs respectively.

These two areas are also a focus for increased bus services, and while it appears (and is logical) that Infrastructure Victoria's paper does not reflect the recent budgetary announcement on planning work for trams to the south-east, Wellington Road, as one of the routes IV highlights for special bus treatment in its paper is going to be a tram line.

One image to close with.  It depicts the projected increase in car trips between different metropolitan regions by 2031. 

We here at Apartments.com.au (well ok, it's just me) regularly talk about orbital or cross-town rail projects in the middle to outer ring of suburbs - while IV's paper is focused on lower cost, rapidly deployable initiatives for the next 5 years, we also need to keep on eye on the medium to longer term.

Should we be planning more road capacity in the mid-eastern to mid-south eastern regions or should we be looking at long-term behavioural change (as well as mode shifting existing car trips) with high-capacity light or heavy projects?

Ditto - there's a projected increase in trips around the inner city (mid-western/outer western to mid-northern, mid-northern to mid-eastern/mid-south eastern) - much of that car trip growth is in the not-so-insignificant 2000-4000 range - why should we be planning road expansion for that trip growth?

<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/passenger_trip_growth_iv.png" rel="gallery-all" title="Projected car trip growth in metropolitan Melbourne (2031) - image: Infrastructure Victoria"><img alt="" class="image-article-full-width-580px" height="443" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/passenger_trip_growth_iv.png?itok=AlA9G3mn" title="Projected car trip growth in metropolitan Melbourne (2031) - image: Infrastructure Victoria" width="580"></a>

<figcaption>Projected car trip growth in metropolitan Melbourne (2031) - image: Infrastructure Victoria</figcaption></figure>Click <a href="http://infrastructurevictoria.com.au/sites/default/files/images/Five-year%20focus%20-%20Immediate%20actions%20to%20tackle%20congestion%20-%20April%202018.pdf">here</a> to read the Five-year focus: immediate actions to tackle congestion paper.
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Infrastructure Victoria releases new paper, initiatives to tackle congestion in the short term

Virgate Property Group is preparing to commence construction of Verdé, its new apartment development in Melbourne's Arts Precinct at Southbank, following a strong run of sales that has seen more than half of the project's 173 apartments secured.

Verdé has attracted a broad mix of first home buyers, owner-occupiers upgrading from nearby inner-city suburbs and investors, with younger owner-occupier couples aged between 28 and 45 accounting for the strongest enquiry. Many are already living in Southbank, South Melbourne, Albert Park, Port Melbourne, South Yarra and the CBD.

"Verdé is located in one of the most desirable pockets of southern Melbourne," Blair Property Group Director Darren Blair, who is managing sales at Verdé, said.

"It's within walking distance of the Arts Centre, Royal Botanic Gardens, Albert Park Lake, and Southbank's restaurants and retail. It's a great lifestyle location with strong amenity and liveability, which made it a very attractive choice for the project."

[smartcode_project:default project_id=4661 project_image_fid=372549]

Virgate was already familiar with the precinct, having previously delivered the successful Domain House development in neighbouring South Melbourne. That experience gave the developer confidence to acquire the Coventry Street site and continue expanding its presence in Melbourne's inner south.

"We had been keeping an eye on the site and the broader precinct for a few months before deciding to move forward with the acquisition," Virgate said.

The project was ultimately secured in 2020 following feasibility studies, planning assessments and due diligence, with the brief centred on delivering "a high-quality, considered design that feels both refined and fit for purpose."

[smartcode_project:default project_id=4661 project_image_fid=314259]

Designed by <a href="https://www.apartments.com.au/architects/bruce-henderson-architects">Bruce Henderson Architects</a>, Verdé comprises 173 one, two and three-bedroom apartments priced from $599,000. The architecture is distinguished by a faceted glass façade that responds to both the site's outlook and Melbourne's changing light conditions.

According to Bruce Henderson Architects, the coloured glazing gives the building a distinctive identity while also providing privacy and solar shading, with residences oriented to capture views across the bay, city skyline and surrounding parklands.

Inside, <a href="https://www.apartments.com.au/interior-designers/designoffice">DesignOffice</a> has created interiors focused on natural light, efficient planning and enduring materials. Apartments feature engineered oak flooring, natural stone benchtops, floor-to-ceiling glazing and SMEG appliances, while a restrained material palette aims to complement the expansive outlooks rather than compete with them.

[smartcode_project:default project_id=4661 project_image_fid=372550]

Resident amenity has also been designed around everyday functionality rather than occasional use. Facilities include a concierge-serviced lobby, residents' lounge with fireplace, library and co-working space, gym, terrace garden with barbecue facilities, ground-floor café, and package delivery management.

The project's location continues to be one of its strongest drawcards. Positioned on Coventry Street, Verdé sits within walking distance of the National Gallery of Victoria, Arts Centre Melbourne, Royal Botanic Gardens and Albert Park Lake, while Southbank's dining precinct, Sturt Street trams and the new ANZAC Station are all nearby. The surrounding education catchment also includes Melbourne Grammar, Melbourne Girls Grammar, Mac.Robertson Girls' High School and several major university campuses.

The sales team says buyers have responded particularly well to the combination of location, design quality and long-term liveability.

"They're responding really positively to the quality of the design, premium resident amenities and the uninterrupted views. Many also appreciate the location and how connected it is to everything they need."

The ability to secure stamp duty savings before completion has also been a key factor for purchasers, alongside the opportunity to personalise finishes ahead of settlement.

With construction set to commence soon and more than half the apartments already sold, Verdé enters its next phase as one of the Arts Precinct's more established apartment developments, offering remaining buyers an opportunity to secure a residence before construction advances further. Expected completion is scheduled for late 2027.

[smartcode_project_cta:default project_id=4661]

Joel Robinson

Virgate's Verdé Southbank moves toward construction as sales fly past halfway stage

Downsizer-focused apartment development Kooyongkoot in Hawthorn has been recognised at the 2026 Better Future Melbourne Design Awards, taking home Gold and Silver awards in two categories.

<a href="https://www.apartments.com.au/new-apartments/kooyongkoot-hawthorn-1-kooyongkoot-road-hawthorn-vic-3122">Kooyongkoot</a>, currently being delivered by developer PQD and designed by Cera Stribley, received Gold in the Interior Design – Proposed category and Silver in the Architecture – Proposed category.

The dual recognition reflects the design approach behind the boutique development on prestigious Kooyongkoot Road, where the focus has been on creating homes for downsizers seeking the space, quality and functionality of a detached house within a low-rise apartment building.

Rather than maximising apartment numbers, <a href="https://www.apartments.com.au/developers/pqd">PQD</a> and <a href="https://www.apartments.com.au/architects/cera-stribley-architects">Cera Stribley</a> limited the development to just 18 residences, allowing for larger floorplans, greater privacy, generous landscaping and expansive communal spaces.&nbsp;The majority of the apartments also benefit from corner aspects, allowing for dual sources of natural light.

Now around 70 per cent complete and on track for completion in November 2026, Kooyongkoot will comprise a mix of garden residences, ter​race apartments, sub-penthouses, and is crowned by two half-floor penthouses with direct lift access and private rooftop terraces.

[smartcode_project:default project_id=102717 project_image_fid=355297]

The Silver Award for Architecture recognised the way the building responds to its prominent corner position at the ent​rance to Hawthorn's Scotch Hill precinct, one of Melbourne's most established residential neighbourhoods.

Rather than competing with the grand homes that line Kooyongkoot Road, the architectural approach focused on restraint and longevity, using curved brickwork, generous landscaping and carefully considered proportions to integrate with the existing streetscape.

"The form feels fluid and timeless, as though shaped by the landscape itself – architecture that belongs, rather than competes," said Chris Stribley, Co-Founder and Managing Principal of Cera Stribley.

The judging submission also highlighted practical innovations throughout the building, including lift cores servicing only nine homes each, a central landscaped lightcourt designed to bring daylight and ventilation into the building, and fully enclosed private storage rooms with lighting, power and shelving to better accommodate residents transitioning from larger family homes.

[smartcode_project:default project_id=102717 project_image_fid=355293]

The Gold Award for Interior Design recognised the project's focus on long-term liveability rather than display-home aesthetics.

According to the awards submission, the interiors were designed from the inside out, prioritising how homes would function over decades of daily use through generous proportions, practical storage, durable natural materials and flexible layouts.

The specification includes natural stone throughout, upgraded acoustic glazing, V-ZUG appliances and fully enclosed storage rooms, alongside an amenity offering focused on wellness, entertainment and everyday convenience.&nbsp;

Residents will have access to a gym and yoga studio, a wellness centre featuring traditional and infrared saunas, a cold therapy shower and treatment room, as well as a residents' lounge and golf simulator/cinema room for entertainment.&nbsp;Kooyongkoot has also considered the everyday convenience of its residents by offering a private carwash and pet wash facilities on site as well as dedicated parcel lockers and oversized fully enclosed storage rooms.&nbsp;

[smartcode_project:default project_id=102717 project_image_fid=355303]

The project's attention to detail has already resonated with buyers. Earlier this year, Kooyongkoot recorded one of Boroondara's highest apartment sales when an $8 million penthouse was purchased by a Melbourne CEO downsizing from a nearby family home.

"Every detail feels deliberate, from the overall design down to the smallest touches," the purchaser said.

"The level of quality and refinement is exceptional, but what really sold it was how liveable it felt... It felt like a place where everything had been considered, not just a luxury building."

[smartcode_project:default project_id=102717 project_image_fid=355304]

Sustainability also formed a key part of both award submissions. Kooyongkoot is targeting a minimum 7.5-star NatHERS rating across all residences, supported by passive design principles, high-performance glazing, EV charging infrastructure, water reuse systems and a wellness model focused on lower-energy dry facilities rather than pools and large wet areas.

Located within walking distance of Scotch College, Methodist Ladies' College, Koo​yong Lawn Tennis Club, Aubur​n Village and Camberwell Junction, Kooyongkoot continues to target owner-occupiers looking to remain in Melbourne's inner east without compromising on space or quality. A limited selection of two, three and four-bedroom residences remains available, with prices starting from $1.9 million.

[smartcode_project_cta:default project_id=102717]

Kooyongkoot wins Gold and Silver at Better Future Melbourne Design Awards

New apartment supply has become increasingly constrained across <a href="https://www.apartments.com.au/developments/parramatta-nsw-2150">Parramatta</a> in recent years, with fewer projects progressing through to completion as development conditions have become more challenging.

It makes <a href="https://www.apartments.com.au/developers/novm">NOVM</a>'s 2021-completed <a href="https://www.apartments.com.au/buildings/the-lennox-parramatta-12-phillip-street-parramatta-nsw-2150">The Lennox</a> one of the most recently completed residential towers on the Parramatta River, and among the newest apartment developments in Sydney's second CBD.

With the project largely completed before the sharp escalation in construction costs and inflation following the pandemic, The Lennox is now offering pricing that would be difficult to replicate in a comparable new development in Parramatta today, or across much of Western Sydney.

The majority of the 413 apartments at The Lennox sold before and shortly after completion. A limited release of the remaining apartments has recently been brought to market by capital partner <a href="https://www.apartments.com.au/project-marketer/equitifund-group">Equitifund</a>, with entry-level pricing from $700,000 and two-bedroom apartments available from under $1 million.

Rising above the Parramatta River at 12 Phillip Street, The Lennox comprises one, two, three and four-bedroom apartments, appealing to first home buyers, young professionals, families, downsizers and interstate investors seeking a completed apartment in one of Australia's fastest-growing economic centres.

[smartcode_project:default project_id=5743 project_image_fid=372394]

Rather than positioning Parramatta as an alternative to Sydney's CBD, Equitifund believes the city has reached a point where it stands on its own merits.

"Parramatta is no longer simply an alternative to Sydney CBD, it's becoming a destination in its own right," Equitifund Executive Chairman Greg Huxley said.

"The Lennox captures that evolution with a level of quality and amenity that's difficult to match at its price point."

[smartcode_project:default project_id=5743 project_image_fid=953]

Designed by <a href="https://www.apartments.com.au/architects/marchese-partners">Marchese Partners</a>, the tower responds directly to its riverfront setting through expansive glazing and open-plan layouts that maximise views across the Parramatta River and city skyline. Interiors feature engineered timber flooring, stone benchtops, stainless steel appliances and floor-to-ceiling glazing, while generous balconies extend the living spaces outdoors.

Marchese Partners says the project was conceived to balance high-quality apartment living with practical, long-term functionality, pairing larger, efficient floorplans with amenities more commonly associated with five-star hotels.

That emphasis continues through the resident facilities, which include a 20-metre rooftop swimming pool, fully equipped gym and wellness spaces, full-time concierge, a residents' lounge, function room, private lifts, secure basement parking and rooftop communal areas overlooking the Parramatta River. Ground-floor boardwalk retail and dining further activate the riverfront and integrate the building into the surrounding public realm.

[smartcode_project:default project_id=5743 project_image_fid=925]

Australian housing and finance group Equitifund has secured the remaining apartments, believing there are few completed apartment opportunities in Parramatta that offer the same combination of location, amenity and pricing.

Equitifund National Sales Director Ben Hamblett says buyers are increasingly recognising that premium apartment living no longer needs to come with Sydney CBD pricing.

"The Lennox is where aspirational living becomes attainable," Hamblett said.

"Wake to river and mountain views, step into Sydney's Second CBD, and arrive home to resort-calibre amenities, all without the harbour price tag."

Hamblett says owner-occupiers are also attracted by the convenience of having Westfield Parramatta, Church Street's dining precinct, Parramatta Park, Riverside Theatres, Western Sydney University and major transport connections all within walking distance.

"At The Lennox, lifestyle is not an afterthought, it is the foundation."

[smartcode_project:default project_id=5743 project_image_fid=5374]

The Lennox places residents within walking distance of Parramatta Square, Westfield Parramatta, Church Street Eat Street, Parramatta Station, the ferry wharf, Light Rail, the future Sydney Metro West, Parramatta Park and CommBank Stadium, reinforcing Parramatta's position as one of Australia's most connected metropolitan centres outside Sydney's CBD.

Equitifund says buyers visiting the display suite consistently comment on the quality of the finishes, generous floorplans, river and skyline views, and the walkability of the location. The project has attracted a broad mix of local professionals, upsizers, downsizers, buyers relocating from Sydney's inner suburbs and interstate investors seeking long-term growth opportunities.

That demand aligns with Parramatta's continued evolution as an economic powerhouse. Equitifund Research and Market Insights specialist John Bekiaris says sustained population growth, infrastructure investment and expanding employment opportunities continue to support long-term housing demand across the city.

"Parramatta has evolved from a satellite city into one of Australia's most important economic centres. Population growth, infrastructure investment and employment are all supporting sustained long-term housing demand."

[smartcode_project_cta:default project_id=5743]

The apartment price gap drawing Sydney buyers west

A luxury beachfront apartment at Rainbow Bay has more than doubled in value since it sold off the plan six years ago, setting a new local apartment record in the process.

The three-bedroom apartment in the Flow development on Petrie Street, the first of four new projects locally by Paul Gedoun's S&amp;S Projects, has sold for $7.4 million, after originally selling for $3.27 million when the project launched in 2020.

The seventh-floor apartment, comprising 187 sqm of internal living space and a 54 sqm balcony overlooking Froggies Beach and Snapper Rocks, was purchased by a local family.

The transaction was negotiated by Pezet Matheson director Kerry Pezet and equates to more than $30,000 per sqm.

Pezet said the sale reflected the limited opportunities to buy into the boutique beachfront development.

"The sale highlights the rarity of opportunities within the boutique beachfront development, where residences seldom become available," Pezet said.

"Flow is one of the Gold Coast's most tightly held buildings. Buyers from our database move quickly when residences become available, and achieving an off-market sale at $7.4 million demonstrates the depth of demand for property of this calibre."

<img alt="Flow" data-entity-type="file" data-entity-uuid="c585b206-2130-4eee-a50c-3f27c51a7c70" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-06%20at%208.33.25%E2%80%AFPM.png?VersionId=m3pHRDV62Y3fvN.XQuQHq.52ilTWpRLf" />

Flow was the first of four luxury apartment developments delivered by Paul Gedoun's S&amp;S Projects at Rainbow Bay and was completed in 2023.

Positioned on the beachfront overlooking Snapper Rocks, the residence includes three bedrooms, three bathrooms, a powder room and views stretching north along the coastline towards Surfers Paradise.

Pezet Matheson Residential principal Mitchell Lambert said buyers continued to prioritise quality beachfront apartments in tightly held locations.

"Flow Residences offers a rare combination of elevated beachfront positioning, architectural excellence, comprehensive resident amenity and premium finishes, which is exactly what discerning purchasers are seeking," Lambert said.

"The transaction further reinforces Rainbow Bay's reputation as one of Australia's premier coastal lifestyle destinations, where limited supply and growing demand continue to support strong market performance."

Pezet Matheson originally marketed and sold out Flow off the plan, making the latest transaction a return to one of the project's original buyers.

Paul Gedoun is selling his third project, <a href="https://www.apartments.com.au/new-apartments/radia-rainbow-bay-271-boundary-street-coolangatta-qld-4225">Radia Rainbow Bay</a>, after recently completing, and selling out, <a href="https://www.apartments.com.au/buildings/esprit-217-227-boundary-street-coolangatta-qld-4225">Esprit</a>. He has plans for a <a href="https://www.apartments.com.au/news/qld/first-look-s-s-projects-proposes-88-apartment-wellness-tower-at-coolangattas-boundary-street">fourth building</a>, 88 apartments on <a href="https://www.apartments.com.au/new-apartments/209-213-boundary-street-coolangatta-qld-4225">Boundary Street</a>.

Rainbow Bay apartment doubles in price since off the plan sale during pandemic

The long-planned transformation of Brisbane's historic Shafston Estate has taken another major step, with Capella Hotel Group announced as the luxury hospitality partner behind what will become Brisbane's first branded residences.

The project, to be known as Capella Residences Brisbane, is being delivered by Verso Projects at the landmark Kangaroo Point riverfront estate, with completion targeted for 2029.

The announcement follows a series of planning changes to the project over recent years. The site was originally approved in 2023 for a 15-level, 37-apartment development designed by Rothelowman for Burgundy Group before Verso Projects took over the 10,070 sqm riverfront holding and lodged revised plans with Kerry Hill Architects to increase the development to a 25-level tower with 51 apartments.

The latest announcement confirms Capella Hotel Group will bring its branded residential offering to the project, marking just the second Capella Residences development globally after Seoul, and the group's first branded residential project in Australia.

The <a href="https://www.apartments.com.au/new-apartments/23-castlebar-street-kangaroo-point-qld-4169">Castlebar Street development</a> will centre around the restoration of the heritage-listed Shafston House, one of Brisbane's oldest residences, originally constructed in 1851 by Reverend Robert Creyke as a single-storey cottage known as Ravenscott.

<img alt="Capella" data-entity-type="file" data-entity-uuid="2b9f4ce5-638f-4d6b-8082-3ca7e4b75fca" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-09%20at%207.20.41%E2%80%AFAM.png?VersionId=f7aeqsW_DzOJI4FymWb3lD8NptSfsP7q" />

Capella said the project aligns with its focus on heritage-led developments, with the Brisbane estate combining the restored historic residence with a new luxury apartment tower and hospitality-inspired resident amenities.

Residents will have access to the Capella Living Room, a concierge-led communal space inspired by the group's luxury hotels, alongside landscaped gardens, six swimming pools, wellness and recreation facilities.

The broader estate will also include two riverfront homes, a six-berth private marina, porte cochère arrival experience, secure basement parking and a new section of public riverwalk along the Brisbane River frontage.

The heritage Postal Depot Building will also be retained and repurposed as a guest house, in line with the revised development plans.

The project represents another evolution for the site, which Kerry Hill Architects previously described as a rare opportunity to restore one of Brisbane's most significant heritage estates while creating a new benchmark for apartment living.

"The Shafston Estate provides a once-in-a-generation opportunity to restore one of Brisbane's finest heritage precincts and to reinstate residential use as a unique site perched on the edge of Kangaroo Point," Kerry Hill Architects said in its Urban Context Report accompanying the planning submission.

"The project will celebrate excellence in sub-tropical residential design, setting a new benchmark for vertical living in Brisbane."

Verso Projects, which now has an $8.5 billion development pipeline spanning more than 6,000 dwellings across apartments, townhouses, retail and commercial projects, said the partnership with Capella would elevate the development beyond a traditional residential project.

"We feel honoured to be restoring Shafston Estate to its former glory, elevating it to new heights of luxury and excellence underpinned by Capella's distinctive service ethos and design philosophy, and making it a standout landmark in Brisbane," Verso Projects CEO Steve Laffey said.

"By partnering with Capella, globally recognised for its refined approach to luxury hospitality and deep respect for cultural and historical context, we will elevate this project beyond a residential offering into a world-class destination."

Capella Hotel Group President Roland Fasel said Brisbane's emergence as a global city made it the right location for the company's Australian residential debut.

"Brisbane is a city on the cusp of something remarkable, and Capella Residences is our commitment to being part of that story," Fasel said.

"The Capella residential experience is more than luxury. It is about a sense of belonging to a place with deep meaning."

Private appointments have now opened for the project, with a display suite expected to open in late 2026 ahead of the planned 2029 completion.

Alastair Taylor

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