Perth’s new apartment market recorded its strongest quarter of sales since Q4 2021, with 412 apartments sold in Q1 2026 and a record quarterly sold value of $537 million, according to Urbis’ latest Apartment Essentials results.

Urbis said the March quarter result reflects strong, highly product‑specific demand across both ends of the market, from more attainable projects delivering at scale, through to premium stock being absorbed by equity‑rich downsizers.&nbsp;

David Cresp, Partner at Urbis, said the key story in Perth is not demand, it is the market’s ability to convert demand into delivered housing.&nbsp;

“This is the strongest sales quarter since Q4 2021, and it reinforces that demand in Perth is real and it’s local,” David Cresp said. “But the task now is delivery, turning that demand into projects that can actually be built and completed.”&nbsp;

[smartcode_project:default project_id=110291 project_image_fid=302785]

<h2>Affordable product leads, premium demand remains resilient</h2>

Sales in Q1 were led by more affordable projects, with The Boulevard (SKS Group) recording 115 sales in the quarter, the presentation noting this is only the second time a single project has surpassed 100 quarterly sales. The project was able to offer more affordable housing product right next to a train station.&nbsp;

Palmyra West (Finbar) also delivered strong results with 28 sales in Q1, following 84 sales in Q4, with an average price of under $800,000, underscoring depth of demand for well‑located, attainable new stock.&nbsp;

At the premium end, Urbis said downsizer demand is continuing, with the results highlighting Romeo (Applecross, Finbar) recording 75 sales and reaching almost 50% sold in one quarter.

Jual (Shenton Park, Celsius Property) also posted a strong quarter with 28 sales, reaching 39% sold in one quarter.

Urbis noted that Perth apartment demand is not speculative, not investor‑led, and not uniform, describing it as localised, often equity‑driven and highly product‑specific, a pattern reflected in the polarisation between strong “attainable” performers and premium downsizer product.&nbsp;

[smartcode_project:default project_id=148957 project_image_fid=364102]

<h2>Prices underpinned by costs, and the delivery risk is growing</h2>

Urbis said pricing pressure is cost not demand‑driven: construction costs and delivery risk are now a central constraint, with the results noting build costs remain elevated and volatile, and that energy, fuel and labour uncertainty weigh on feasibility.

David Cresp said a growing challenge for private Build‑to‑Sell developers is simply securing a builder in the current environment.

“Developers are really feeling the pressure from a building market that was operating at capacity and securing a builder is challenging,” David Cresp said, adding that even where a builder can be secured, “trying to get to the price that makes the development financially viable is incredibly challenging in the current market.”&nbsp;

Urbis’ broader WA commentary also notes that industry remains at or above capacity with lot and housing creation, and that many builders are limiting new sales to manage stretched workforces and fixed‑price contract pressures, conditions that flow directly into apartment feasibility and delivery timing.

[smartcode_project:default project_id=108869 project_image_fid=317905]

<h2>Supply: improving later, but still constrained, and Perth lags eastern benchmarks</h2>

While near‑term supply remains constrained, Urbis’ forecast shows completions lifting “Supply is forecast to be back above 1,500 apartments per annum for the first time since 2019”, with 1,775 completions forecast for 2026, and volumes remaining above that level over the following years.&nbsp;

Looking further ahead, completions are forecast to reach 2,500 in 2028, with the report noting 32% of that total is social/affordable, reflecting the role of government‑supported delivery in rebuilding the pipeline.&nbsp;

However, Urbis said Perth remains behind comparable markets on pipeline scale. In a national comparison of projects under construction, the report shows under construction Perth Build‑to‑Sell (BTS) at 3,446 apartments versus the Gold Coast at 7,922. Mr Cresp said “The challenge for Perth is how to we grow the delivery pipeline”.

Urbis’ conclusion is that Perth’s market is increasingly defined by product discipline and delivery certainty, with the research identifying “delivery certainty is key” and calling out builder risk and procurement models as core success factors, alongside “timing and staging”.&nbsp;

Joel Robinson

Perth apartment sales hit strongest pace since late 2021 as builder capacity tightens

<a href="https://www.apartments.com.au/developers/sammut-developments">Sammut Group</a> has secured development approval for its latest Brisbane apartment project, marking the Sydney developer’s next step in expanding its Queensland pipeline following the success of its debut Gold Coast development, Coast.

The approved project at <a href="https://www.apartments.com.au/new-apartments/44-glen-road-toowong-qld-4066">44 Glen Road, </a><a href="https://www.apartments.com.au/developments/toowong-qld-4066">Toowong</a> will deliver a 15-storey riverfront apartment building with 42 residences, significantly increasing the scale of the site’s previous approval for a smaller luxury scheme. Designed by Bureau^proberts, the development will comprise a mix of predominantly four-bedroom and two-bedroom apartments positioned to maximise Brisbane River and city views.

Sammut Director Julian Sammut said the group had been actively searching Brisbane for several years before identifying Toowong as the right fit.

“Brisbane was the right step for Sammut,” Sammut said.

“With the success of Coast we thought we should definitely look to do more in Queensland alone. We then pushed up to look at Brisbane. We've been looking for I'd say two to three years actually and it was hard to find the right location.”

<img alt="Sammut makes Brisbane apartment play" data-entity-type="" data-entity-uuid="" src="https://res.cloudinary.com/dz9xllyip/image/fetch/f_auto,c_limit,w_1440,q_75/https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/field/image/Screenshot%202025-12-23%20at%203.27.14%E2%80%AFPM.png?VersionId=dYAVIL7qdcGA8ojvkslSrLjczXFejSSx" />

Sammut said suburbs including New Farm and Teneriffe were considered before the group ultimately focused on Toowong due to its strong downsizer demographic and limited supply of developable riverfront land.

The site was acquired off-market after what Sammut described as a lengthy negotiation and planning process, with the developer pursuing an uplift to the original approval.

“We are DA approved now which is very exciting,” Sammut said.

“We've had our change approval come through and we've obviously doubled the height, 15 storeys plus rooftop. We've got 42 amazing apartments that are going to be coming to market soon.”

<img alt="Sammut makes Brisbane apartment play" data-entity-type="" data-entity-uuid="" src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,dpr_2.0,q_auto:good/https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202025-12-23%20at%203.27.26%E2%80%AFPM.png?VersionId=ohkRkY0dIZlqdfME2EZePsCQavRiBadE" />

Bureau^proberts said the design responds to Toowong’s evolving urban character, balancing contemporary apartment living with the area’s established residential identity.

“A place where traditional Queensland living has taken place for centuries; Toowong is seeing a shift of contemporary influence, commercial and retail hubs mixed with well-considered residential offerings – all the while maintaining its character and charm,” the architect noted in planning documents submitted to Brisbane City Council.

The architecture practice said the project’s form was shaped by its riverfront setting, flood considerations, neighbouring building scales, and view corridors.

“They said the mix of four and two-bedroom apartments capture the ‘fundamental qualities of Queenslander living,’ translated into the context of a contemporary subtropical building.”

The development sits just off Coronation Drive within walking distance of Toowong’s retail precinct and the upgraded Regatta ferry terminal, while also benefiting from proximity to the incoming green bridge connection to West End. Sammut said the accessibility and amenity offering were central to the site’s appeal.

The approval adds to growing residential activity along the Toowong riverfront, joining nearby projects including Consolidated Properties’ Monarch Residences and Spyre Group’s ARC Residences.

Sammut secures approval for debut Brisbane apartment development in Toowong

Developer Lanevick is heading back into Sydney’s apartment market after focusing more heavily on the luxury townhouse and terrace sector in recent years.

Lanevick, founded and directed by Steve Maroun, is expecting to receive approval in the coming months for a new apartment development in Gladesville, with the aim to launch it to the market later this year.

The 51-apartment project, designed by Studio Johnston, will comprise a mix of one-, two-, and three-bedroom apartments positioned toward the Hunters Hill downsizer market.

“Traditionally it’s been difficult for people in that market to downsize because there just hasn’t been the right product available,” Maroun said.

“We’re targeting buyers who might have 30 to 40 per cent of their house value sitting in the bank after downsizing.

“They still want good spacious entertaining areas, they still want quality design, but they also want flexibility and the ability to enjoy life a bit more after working hard for a long time.”

The project sits near Boronia Park and within close proximity to the Parramatta River foreshore, an area Maroun says offers more of a Hunters Hill lifestyle than a traditional apartment precinct.

“From a lifestyle perspective, it’s really more Hunters Hill than Gladesville,” Maroun said. “You’re close to the foreshore, close to parklands, and still connected back into the village precinct.”

From level four and above, apartments will capture water views&nbsp;toward Sydney Harbour. Communal amenity will include rooftop entertaining areas, wellness spaces, and a gym tailored toward owner-occupier buyers.

“We’ve really designed these apartments around that buyer coming from the Hunters Hill LGA and what they’re actually looking for in their next chapter.”

The proposed development has also been designed to respond to the changing character of the broader Gladesville town centre, where a growing number of mixed-use and residential proposals are expected to emerge over the coming years.

“Gladesville presented a rare opportunity to deliver a genuinely design-led residential project within an evolving lifestyle precinct, just moments from the growing Gladesville town centre, and we’ve approached the project with a strong focus on architecture, liveability and long-term community value,” Maroun said.

Maroun said Lanevick saw a first-mover advantage within the precinct as planning controls continue to evolve to accommodate greater housing density.

“We think there’s a real opportunity there that hasn’t really been serviced properly yet,” he said.

“There’s going to be a broader evolution of the whole Gladesville village precinct over time, particularly with more activation and mixed-use outcomes.”

The Venus Street proposal will include a commercial and retail component at ground level designed to contribute to that evolving streetscape activation.

“A big part of the thinking was how do you activate that area properly and create more vibrancy and amenity, which is what Hunters Hill has been looking for,” Maroun said.

Lanevick’s focus since 2020 has largely been on smaller-scale luxury townhouse and terrace developments. The developer recently completed Royale Randwick, also designed by Studio Johnston, where prices reached $3.65 million. The project was featured in the UDIA NSW 2026 Professional Development Prospectus and was also named a finalist for Development of the Year.

&nbsp;

Lanevick to cater for Hunters Hill downsizers with new Gladesville apartment development

Property developer One Living, backed by former Macquarie banker turned investment manager Chris Green’s investment firm, has unveiled plans to bring more institutional capital into housing to help address the national supply crisis.

The New York-based investor has focused his firm, GreenPoint Partners, on addressing the supply shortage hitting middle market housing in Australia.

It is backing the new One Living business to develop more than 1000 units along the eastern seaboard. The new firm is starting with a development on Mona Vale Road, on the border of Mona Vale and Pymble, in Sydney’s Northern Beaches, with around 140 apartments planned. They are eyeing off more sites across the city.

With cost pressures rising in the industry, One Living’s model is to be a vertically integrated developer-builder, so it can respond directly to the housing gap by removing the cost inefficiencies embedded in traditional residential delivery.

“We are building a platform designed to operate at scale and starting in a market where there’s a clear need for quality, attainable housing,” One Living joint managing director Joseph Scuderi said.

“It’s that missing middle – it’s that attainable end of housing… that’s what most Australians invest into and what Australians can actually afford.”

<img alt="Mona Vale" data-entity-type="file" data-entity-uuid="798dfa93-4941-4db6-a696-31e9dc18e81c" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-05-28%20at%202.31.50%E2%80%AFPM.png?VersionId=mKBqi5C_DmeiXS.AtJkcR8LQIxqCqmFi" />

GreenPoint Partners brings years of experience assembling and scaling real estate operating businesses across major markets. And Green sees a big opportunity in Australia.

“For its size, sophistication and importance to the community, Australia’s living sector has remained largely under-institutionalised, which represents significant opportunity,” Green said. “GreenPoint identified that gap, assembled the right team, and is backing One Living to build a platform that is aligned to market needs.”

Green said being a builder-developer would give the company the capacity and flexibility it required to deliver reasonably-priced homes.

“We want it to be at that attainable level; not super high end luxury but at that attainable level,” he said.

<img alt="Mona Vale" data-entity-type="file" data-entity-uuid="74a5344a-4b26-4d4a-ada3-056b1220be77" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-05-28%20at%202.32.15%E2%80%AFPM.png?VersionId=vY8hXHO4reBMdO8ZXMWCNtGZJofUPQ3j" />

&nbsp;

One Living will undertake a component of affordable housing in its schemes, which it will own and operate, and it could also run build-to-rent on some sites.

Green praised local policy settings.

“The NSW government is being very supportive, strategic and pragmatic in terms of how do we generate more supply of housing,” he said. “We think it’s actually positive for development and the bit that’s been lacking at that attainable level is that it’s lots of relatively small private developers, whereas we want to create an institutional platform.”

One Living is also&nbsp;looking at high-density projects and could take on more institutional funding in the future.

“The way we will be able to achieve economies of scale is through size,” Green added.

One Living enters Sydney's new apartment market with Northern Beaches site acquisition

It's been several years since there's been an opportunity to buy a brand new townhome in Melbourne's coastal suburb of Mordialloc. Even apartment developments in recent times have been few and far between in the area.

Local developer LDS Property identified the gap in new housing, securing a site on White Street, directly opposite&nbsp;Woodlands Golf Club Mordialloc. They've recently launched&nbsp;<a href="https://www.apartments.com.au/new-townhouses/wm-residences-mordialloc-102-white-street-mordialloc-vic-3195">WM Residences</a>, just 13 townhouses which they have already started building.

Projects by Buxton Director Heath Thompson, who is selling WM Residences, says the townhouses x that perfect middle ground be

"Mordialloc residents have had limited options to downsize within the suburb, often forcing them to look elsewhere despite long-standing ties to the area," Thompson says.

"With very little comparable new supply coming to market, projects like WM Residences are well placed, particularly as buyers look to capitalise on current conditions amid constrained supply."

[smartcode_project:default project_id=134646 project_image_fid=6109]

The development, designed by regarded architecture firm&nbsp;<a href="https://www.apartments.com.au/architects/ewert-leaf">Ewert Leaf</a>,&nbsp;adopts a deliberately restrained architectural approach, focusing on simplicity, durability and liveability rather than overt design gestures.

The boutique scale is central to the offering. With only 13 three-bedroom residences, each home is configured to prioritise functional layouts and everyday use, supported by private terraces and secure two-car garages.

Ewert Leaf’s design response leans into a calm, neutral material palette. Interiors are defined by oak flooring, white walls and soft finishes, creating a consistent and understated backdrop. The approach avoids trend-driven detailing in favour of longevity, with an emphasis on natural light and spatial clarity.

[smartcode_project:default project_id=134646 project_image_fid=6110]

Beyond aesthetics, the homes are designed to meet contemporary performance expectations. Each residence targets a minimum 6-star energy rating, incorporating double glazing, comprehensive insulation and all-electric Bosch appliances.

The project’s location supports a walkable coastal lifestyle, sitting within close proximity to Mordialloc’s foreshore, Main Street retail strip and the train station. Local cafés and dining venues, including Suburbia Deli and Hendriks Café, are within a short walk, reinforcing the area’s established neighbourhood character.

[smartcode_project:default project_id=134646 project_image_fid=6116]

While <a href="https://www.apartments.com.au/developments/mordialloc-vic-3195">Mordialloc</a> is often defined by its beach and pier, the project taps into other areas of day to day living, offering easy access to local food, casual dining and transport, rather than positioning itself purely as a lifestyle retreat.

WM Residences reflects a continued trend across Melbourne’s coastal suburbs towards smaller-scale, design-led townhouse developments, particularly on infill sites where proximity to amenity is already established.

With construction commenced prior to its market entry, the project aligns with a growing preference among buyers for developments with visible progress and defined delivery timeframes.

[smartcode_project_cta:default project_id=134646]

WM Residences fills gap in Mordialloc townhouse market

Melbourne Metro Rail

<html><body>
The Victorian Government has unveiled updated &amp; finalised designs for the stations on the Melbourne Metro project with each station entrance, concourse &amp; ticketing area and platform level having its own distinct identity.

With a nod to each station location's context and heritage, the station entrances are anything but uniform.  Hassell in conjunction with Weston Williamson and Rogers Stirk &amp; Harbour and Partners are the architects responsible for the finalised designs.

Starting at the westernmost station, North Melbourne, working eastward to the last of the new stations, Anzac, the designs have been described by the government as follows.

<h2>North Melbourne</h2>

"North Melbourne Station has an impressive large-scale brick arched entrance to reflect the area’s industrial heritage and skylights to enable natural light to filter down on the platforms and concourse." 

For the external render of the entrance, refer to the lead image above. 

<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/northmelbourne_concourse_1024x576.jpg" rel="gallery-all" title="North Melbourne concourse - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/northmelbourne_concourse_1024x576.jpg?itok=Tz2gPTiY" title="North Melbourne concourse - image: Rail Projects Victoria" width="580"></a>

<figcaption>North Melbourne concourse - image: Rail Projects Victoria</figcaption></figure><figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/northmelbourne_platform_1024x576.jpg" rel="gallery-all" title="North Melbourne platform - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/northmelbourne_platform_1024x576.jpg?itok=1ZkkfgE3" title="North Melbourne platform - image: Rail Projects Victoria" width="580"></a>

<figcaption>North Melbourne platform - image: Rail Projects Victoria</figcaption></figure><h2>Parkville</h2>

"A glass feature roof at the Grattan Street entrance provides passengers visiting this world class health and education precinct with a tree-lined view as well as natural light into the station concourse."

<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_grattanst_1024x576.jpg" rel="gallery-all" title="Parkville's Grattan St entrance - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/parkville_grattanst_1024x576.jpg?itok=4pem76a-" title="Parkville's Grattan St entrance - image: Rail Projects Victoria" width="580"></a>

<figcaption>Parkville's Grattan St entrance - image: Rail Projects Victoria</figcaption></figure>​​​​​​

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/parkville_concourse_1024x576.jpg" rel="gallery-all" title="Parkville concourse - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/parkville_concourse_1024x576.jpg?itok=fbkJuHKb" title="Parkville concourse - image: Rail Projects Victoria" width="580"></a>

<figcaption>Parkville concourse - image: Rail Projects Victoria</figcaption></figure><figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/parkville_platform_1024x576.jpg" rel="gallery-all" title="Parkville platform - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/parkville_platform_1024x576.jpg?itok=lfmG7rnq" title="Parkville platform - image: Rail Projects Victoria" width="580"></a>

<figcaption>Parkville platform - image: Rail Projects Victoria</figcaption></figure><h2>State Library</h2>

"Grand entrances at State Library and Town Hall Stations in the heart of the CBD will create new meeting places, with redesigned laneways including cafes and retail shops. Below Swanston Street, passengers will enjoy wide and spacious platforms framed by sweeping arches."

<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/statelibrary_swanstonst_1024x576.jpg" rel="gallery-all" title="State Library Swanston Street entrance - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/statelibrary_swanstonst_1024x576.jpg?itok=5qeAyNZi" title="State Library Swanston Street entrance - image: Rail Projects Victoria" width="580"></a>

<figcaption>State Library Swanston Street entrance - image: Rail Projects Victoria</figcaption></figure><figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/statelibrary_platform2_1024x576.jpg" rel="gallery-all" title="State Library platform - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/statelibrary_platform2_1024x576.jpg?itok=fnyOz6wz" title="State Library platform - image: Rail Projects Victoria" width="580"></a>

<figcaption>State Library platform - image: Rail Projects Victoria</figcaption></figure> 

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/statelibrary_platform3_1024x576.jpg" rel="gallery-all" title="Another perspective on State Library's platform ceiling - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/statelibrary_platform3_1024x576.jpg?itok=SPFHqRZe" title="Another perspective on State Library's platform ceiling - image: Rail Projects Victoria" width="580"></a>

<figcaption>Another perspective on State Library's platform ceiling - image: Rail Projects Victoria</figcaption></figure><h2>Town Hall</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/townhall_citysquare_1024x576.jpg" rel="gallery-all" title="Town Hall City Square / Collins Street entrance - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/townhall_citysquare_1024x576.jpg?itok=H7cGW4sq" title="Town Hall City Square / Collins Street entrance - image: Rail Projects Victoria" width="580"></a>

<figcaption>Town Hall City Square / Collins Street entrance - image: Rail Projects Victoria</figcaption></figure> 

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/townhall_fedsquare_1024x576.jpg" rel="gallery-all" title="Town Hall Federation Square entrance - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/townhall_fedsquare_1024x576.jpg?itok=yDzcT7h_" title="Town Hall Federation Square entrance - image: Rail Projects Victoria" width="580"></a>

<figcaption>Town Hall Federation Square entrance - image: Rail Projects Victoria</figcaption></figure> 

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/townhall_concourse_1024x576.jpg" rel="gallery-all" title="Town Hall concourse - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/townhall_concourse_1024x576.jpg?itok=I-rtPPjj" title="Town Hall concourse - image: Rail Projects Victoria" width="580"></a>

<figcaption>Town Hall concourse - image: Rail Projects Victoria</figcaption></figure><h2>Anzac</h2>

"A key element at Anzac Station in Domain will be an architecturally designed canopy reaching up from below ground, providing both natural light and weather protection for the thousands of passengers each day who will move between trains and trams."

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/anzac_stkilda_1024x576.jpg" rel="gallery-all" title="Anzac entrance - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/anzac_stkilda_1024x576.jpg?itok=qGSRQr3F" title="Anzac entrance - image: Rail Projects Victoria" width="580"></a>

<figcaption>Anzac entrance - image: Rail Projects Victoria</figcaption></figure> 

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/anzac_concourse_1024x576.jpg" rel="gallery-all" title="Anzac concourse - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/anzac_concourse_1024x576.jpg?itok=onDQhc_n" title="Anzac concourse - image: Rail Projects Victoria" width="580"></a>

<figcaption>Anzac concourse - image: Rail Projects Victoria</figcaption></figure> 

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/anzac_platform_1024x576.jpg" rel="gallery-all" title="Anzac platform - image: Rail Projects Victoria"><img alt="" class="image-article-full-width-580px" height="326" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/anzac_platform_1024x576.jpg?itok=VUXtEipn" title="Anzac platform - image: Rail Projects Victoria" width="580"></a>

<figcaption>Anzac platform - image: Rail Projects Victoria</figcaption></figure>The Minister for Public Transport, Jacinta Allan, and newly elected Lord Mayor of Melbourne, Sally Capp, also announced a wide-scale upgrade to the Elizabeth Street and Degraves Street pedestrian subways this morning.

Upgrades will include restoration and cleaning of heritage tiles in the subways and the metal partition in the Elizabeth Street subway will be replaced with glass.  

The pedestrian subway works are part of the previously announced $100 million upgrade for Flinders Street station.

Spring Street has also stated Flinders Street station will be the first of the metropolitan stations to see signage and passenger information displays where each railway line will have its own colour.

North Melbourne station, née Arden, will be the centre of a new redevelopment zone in which the state government is a <a href="/news/the-current-state-of-play-within-arden-macaulay">major landholder</a> and has previously announced it intends to use that position to effect a greater supply of residential development within the zone.  

The Premier is currently on a trade mission to China where he's set to inspect the progress on the construction of the tunnel boring machines that will build the Melbourne Metro Tunnel.

Trains are set to commence running through the new stations in 2025.
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Alastair Taylor

Melbourne Metro's finalised station designs unveiled

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Little by little we're getting closer to the money and shovels-in-the-ground end of the Melbourne Metro Tunnel project with the announcement that the Cross Yarra Partnership is the successful bidder for the Tunnel &amp; Stations availability-based private-public partnership (PPP) contract.

And on Tuesday morning the Victorian Government announced that CPB Contractors and Bombadier will be awarded the Rail Systems Alliance contract to implement a new signalling system across the railway line.

Thanks to a major update to the project's website, the five different works packages <a href="http://metrotunnel.vic.gov.au/about-the-project/project-delivery">are now detailed</a> on the site and the announcement over the weekend ticks off two boxes.

The last of the four major works packages - the Rail Infrastructure package which deals with design and build of the infrastructure connecting existing lines to the new tunnel - is now open for expressions of interest.

<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/mt_cbds_pl_01.jpg" rel="gallery-all" title="Moscow Metro, eat your heart out. Image: MMRA"><img alt="" class="image-article-full-width-580px" height="385" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mt_cbds_pl_01.jpg?itok=XZW4kObT" title="Moscow Metro, eat your heart out. Image: MMRA" width="580"></a>

<figcaption>Moscow Metro, eat your heart out. Image: <a href="http://metrotunnel.vic.gov.au/about-the-project/stations/cbd-stations">MMRA</a></figcaption></figure><blockquote>
The Tunnels and Stations package will create more than 5,000 jobs, including apprentices, trainees and engineering cadets.

The project will build five new underground stations, each with its own identity. They will include wider platforms, more natural light and sweeping arches, bringing world-class urban design to the heart of Melbourne and its train network.

There will be revitalised open space above ground at all five stations, and additional entrances to reduce crowding on major streets in the CBD, including two entrances at City Square, and at Swanston Street, Flinders Street, Federation Square, Franklin Street and La Trobe Street.

In Parkville, a new entrance will be built on the doorstep of the Royal Melbourne Hospital, giving thousands of people from Melbourne and regional Victoria better access to the Hospital.

Walkways at Flinders Street and Melbourne Central stations will be put underground, allowing passengers to change easily between the Metro Tunnel stations and the City Loop, creating a true, international-style metro network.

Domain station will feature a floating timber canopy and sit below the new tram interchange on St Kilda Road, relieving the pressure on the world’s busiest tram corridor.
<cite>Victorian Government media release</cite>
</blockquote>

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/mt_dm_pl_01.jpg" rel="gallery-all" title="Singapore MRT, eat your heart out. Image: MMRA"><img alt="" class="image-article-full-width-580px" height="385" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mt_dm_pl_01.jpg?itok=Vfq53moP" title="Singapore MRT, eat your heart out. Image: MMRA" width="580"></a>

<figcaption>Singapore MRT, eat your heart out. Image: <a href="http://metrotunnel.vic.gov.au/about-the-project/stations/domain-station">MMRA</a></figcaption></figure>As part of the new signalling system to be implemented, two new control centres will be built in Sunshine and Dandenong, which signifies a departure from centralised control and points to greater segmentation of Melbourne's rail network.

The reference design has been removed from the site and in its place are a <a href="http://metrotunnel.vic.gov.au/about-the-project/stations">new set of renders</a> of the stations and an updated <a href="http://metrotunnel.u-c.com.au/iMapV3/index">interactive map</a>.

<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/9BzRP4PE6ug" width="100%"></iframe>
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Metro tunnel gets its tunnel & signaling contractors

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Three consortia have been shortlisted and are now in the running to secure the right to build the new Melbourne Metro Rail tunnel and underground stations.

The Premier and Minister for Public Transport Jacinta Allan announced the shortlisted bidders at a media conference on Thursday morning. The three consortia are comprised of the following organisations:

<ul>
<li>Continuum Victoria: <a href="http://www.acciona.com.au/">ACCIONA Infrastructure</a>, <a href="http://www.faaunz.com.au/en/">Ferrovial Agroman</a>, <a href="http://www.honeywell.com/">Honeywell</a>, <a href="http://www.downergroup.com/">Downer EDI</a> and <a href="http://plenarygroup.com/">Plenary Organisation</a>.</li>
	<li>Cross Yara Partnership: <a href="http://www.lendlease.com/expertise/what-we-do/engineering/">Lendlease</a><a href="http://www.lendlease.com/expertise/what-we-do/engineering/"> Engineering</a>, <a href="http://www.johnholland.com.au/">John Holland</a>, <a href="http://bouygues-construction.com.au/">Bouygues Construction</a> and <a href="http://capellacapital.com.au/">Capella Capital</a>.</li>
	<li>Moving Melbourne Together: <a href="http://www.cimic.com.au/our-brands/pacific-partnerships">Pacific Partnerships</a>, <a href="http://www.cpbcon.com.au/">CPB Contractors</a>, <a href="http://www.ghella.com/en/">Ghella</a>, <a href="http://www.salini-impregilo.com/en/">Salini Impregilo</a>, <a href="http://www.serco-ap.com.au/">Serco</a> and <a href="http://www.macquarie.com/au/about/company/macquarie-capital">Macquarie Capital</a>.</li>
</ul>
On top of announcing the shortlist, the Premier furthermore announced that the Metro tunnels will be built utilising six 100 metre long, 1,000 tonne, tunnel boring machines.

<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/T1HFLQa4-qY" width="100%"></iframe>

According to the accompanying media release, three large shafts are to be excavated in the CBD in order to prepare for the launch of the tunnel boring machines and station pits.

Shortlisted bidders for the private-public partnership (PPP) component of the project will be asked to submit formal proposals early next year with the contract expected to be awarded in 2017 and tunnelling commencement due in 2018.

<h2>In case you missed it</h2>

The Melbourne Metro Authority published an <a href="http://metrotunnel.vic.gov.au/locations/interactive-map">interactive map</a> of the project which provides a high-level overview of the entrance, concourse and platform at each station.

Avid readers might recognise that the walk-through is simply re-using some of the static images that have previously been published.

Alas, it's a start. Here's hoping that once the architectural designs have been set in stone and sent to the planning minister for approval, then the static images are done away with and fully interactive models are published in their place. (It's quite easy to publish models where users can enter first-person mode to explore these days, see <a href="https://sketchfab.com/models/fead337069164dcabc41fb211417581f">here for an example</a>).

<a href="http://metrotunnel.vic.gov.au/locations/interactive-map">Happy exploring.</a>
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Three consortia shortlisted to build largest component of the Melbourne Metro Rail project

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

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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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On Thursday the Premier and Minister for Public Transport held a media conference which appears to have now put the humble line-side signal on the endangered species list. At the same time, the announcement for expressions of interest in the new train control system adds a new chapter to the story of Metrol, the primary train control centre for the rail network.

As the Melbourne Metro project is going to merge the Sunbury, Pakenham and Cranbourne rail lines into single metro line, it is also going to get its own dedicated train fleet and will be the first set of lines in Melbourne to get a completely new signalling system.

<blockquote class="twitter-tweet" data-partner="tweetdeck">
Technology has come a long way since 1981! Today we released our rail systems EOI <a href="https://twitter.com/hashtag/TBT?src=hash">#TBT</a> <a href="https://t.co/Fo0bCqD4KG">https://t.co/Fo0bCqD4KG</a> <a href="https://t.co/2pcg186Fws">pic.twitter.com/2pcg186Fws</a>
— Melbourne Metro Rail (@melbournemetro) <a href="https://www.propertyobserver.com.au/https://twitter.com/melbournemetro/status/730665059681083392">May 12, 2016</a>
</blockquote>

In a nutshell, Melbourne's existing signalling system breaks portions of track up into blocks: a signal stands at the start of each block and the colours displayed (the signal 'aspect') tells the driver of a train what they can/cannot do.

For instance, a signal which has a green over a red (such as in the lead image) means that the driver of a train can proceed past the signal at normal line speed. A signal displaying red over red means the driver cannot pass the signal. <a href="http://vicsig.net/index.php?page=infrastructure&amp;section=signalling#aspect">Head over to this concise guide on Vicsig.net</a> to learn more about our currently signalling system deployed around Melbourne.

Although not explicitly mentioned in Victorian Government's media release, this new high-capacity signalling system is likely to be a <a href="https://en.wikipedia.org/wiki/Communications-based_train_control">communications-based train control</a> and <a href="https://en.wikipedia.org/wiki/Moving_block">moving block</a> system.

In this scenario, trains are fitted with transceivers which communicate with equipment installed along each train track and real-time information - such as train position and speed - is fed into a system which monitors the entire network. Precision is the key difference between what we have and communications-based train control systems.

<h2>Moving blocks versus Fixed blocks</h2>

The precision which comes with communications-based train control systems allows a safer implementation of moving blocks to separate trains on a line. Where we currently have fixed blocks whose signals govern train movements, in a moving block scenario and because the system which operates the line knows exactly where every train is, fixed blocks can be done away with and instead the train control system maintains the distance between trains.

<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/fb_vs_mb.jpg" rel="gallery-all" title="Fixed block versus moving block. Image source: Wikipedia"><img alt="" class="image-article-full-width-580px" height="223" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/fb_vs_mb.jpg?itok=EIFImbHD" title="Fixed block versus moving block. Image source: Wikipedia" width="580"></a>

<figcaption>Fixed block versus moving block. Image source: <a href="https://en.wikipedia.org/wiki/Communications-based_train_control">Wikipedia</a></figcaption></figure>On the fixed block (upper) line, the train on the right is occupying two blocks; this forces a greater distance between the trains. On the moving block (lower) line, the distance between the leading (right) and trailing (left) trains is shorter because the control system is maintaining the safe minimum distance, not fixed signals.

The following video filtered on to the Premier's Facebook feed on Thursday afternoon.

<iframe allowtransparency="true" frameborder="0" height="419" scrolling="no" src="https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FDanielAndrewsMP%2Fvideos%2Fvb.134712696593275%2F1077806672283868%2F%3Ftype%3D3&amp;show_text=1&amp;width=560" style="border:none;overflow:hidden" width="100%"></iframe>

As the video shows, the ability to run trains closer together means that there is more capacity on a single track; in other words, more trains can be operated. This is generally expressed as 'X number of trains per hour' which can then directly translate into how often a train will arrive and depart at a station, i.e. 30 trains per hour = a train will arrive at/depart a station every 2 minutes.

The claim in the government video is that our current fixed block signalling can only successfully handle 20 trains per hour and that the new system will enable 24-30 trains per hour. This may well be the case, however what is not mentioned…

<h2>The railway will become increasingly automated</h2>

On our current network, it is left to the skill of the train driver to accelerate, decelerate, stop at the right spot on the platform and obey warnings and guidance from line-side signals. With a communications-based train control system, all those traditional train driver tasks can be handled by a combination of the control system embedded on the rail line and a train's own internal operating system.

And as seen by many railway systems around the world, the job of a train driver can also be made redundant with full automation. I don't suspect we'll be heading for full automation upon the opening of Melbourne Metro but it could be made possible, perhaps inevitable.

Lead image credit: <a href="http://railgallery.wongm.com/kensington-racecourse-essendon-resignalling/F106_9239.jpg">Marcus Wong's rail gallery</a>.
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Green over red: 'high capacity signalling' to proceed at normal speed in Melbourne

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<h2>Analysis and comment</h2>

Blink and you might have missed it. The $10.9 billion Melbourne Metro Rail project whose business case was finally released yesterday appears to back up some of the rhetoric originating on Spring Street.

Soundbites like 'the biggest overhaul of our public transport system since the construction of the City Loop' as the Premier has been saying on his <a href="https://www.facebook.com/DanielAndrewsMP/?fref=nf">facebook page</a> appear to have merit now that we have a clearer picture of what exactly the Melbourne Metro project is going to do.

Here's why.

If you've only just caught a commercial TV news report about Melbourne Metro you can be forgiven for thinking it's simply about building a tunnel across the city. Back when Spring Street announced the tunnel and 5 station component of the project would be financed through an availability PPP model, we gleaned a little more insight into how the entire project would be packaged.

Present in that original announcement was a 'Wider Network Enhancements' package and at the time it wasn't clear what exactly it was going to entail. With the release of the business case for the entire project, now we do.

In short the Melbourne Metro Rail project has extra rail infrastructure investment in areas that are not directly related to the tunnel project. It's about capitalising on the capacity created by the construction of the new tunnel and increasing services to more rail lines other than the Pakenham and Cranbourne lines which are collectively known as the Dandenong corridor and the Sunbury Line.

Those who seek an urban, rather than suburban, lifestyle are attracted amenities and services right at their fingertips with pedestrian &amp; cycling infrastructure as well as public transport services the key ingredients to making higher-densities more attractive.

<h2>Multiple tiers of service</h2>

In public transport parlance 'multiple tiers of service' generally refers to rail services operating in express and stopping-all-stations service patterns on the same rail corridor.

That, to an extent, will occur on some parts of the network after the Melbourne Metro project is operating (as it does now), however thanks to the wider network enhancements package in the larger Melbourne Metro Rail project, key stations at mid-points along existing lines will have the hard infrastructure that will enable 'short-run' trains to run, therefore enabling greater capacity to run where it's needed.

Essendon, Cheltenham-Moorabbin, Middle Brighton, West Footscray, Gowrie (Fawkner), Westall, South Yarra and Dandenong are the locations where this new infrastructure will be built (or no doubt upgraded in the case where the basic facilities already exist).

The key constraint to having such long train lines like we do in Melbourne is that trains fill up in the outer suburbs and as trains get closer to the city there's severe overcrowding in our more densely populated areas which in turn diminishes the attractiveness of the services that currently operate.

The Public Transport Victoria proposed service plan in the appendix section of the <a href="http://mmrailproject.vic.gov.au/about-the-project/business-case">project's website</a> shows that from day one of operations of the Melbourne Metro Rail tunnel there will be service increases from the outer suburbs but also the Craigieburn, Upfield, Werribee, Williamstown, Frankston and Sandringham lines are going to see an across the board service boost from stations at mid-points over and above the service increases from line terminus.

To give you an example, the Werribee line currently has 7 trains an hour in the morning peak and the proposed service plan shows an impressive 13 trains per hour (a train roughly every 5 minutes), almost doubling the current level of service. Similar to the Werribee Line, the new rail infrstructure at Gowrie on the present Upfield Line will allow the frequency of service between Gowrie and the city to double from a train every 20 minutes to a train every 10 minutes.

<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/proposed_services_melb_metro_0.png" rel="gallery-all" title="The proposed service plan from the Melbourne Metro Rail business case appendix 4"><img alt="" class="image-article-full-width-580px" height="666" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/proposed_services_melb_metro_0.png?itok=YOaUA1_4" title="The proposed service plan from the Melbourne Metro Rail business case appendix 4" width="580"></a>

<figcaption>The proposed service plan from the Melbourne Metro Rail business case appendix 4</figcaption></figure><h2>The new development hotspots? Line by line</h2>

Many of the suburbs below are already seeing a lot of new development activity with many buyers finding favour in the smaller developments located out of the inner-city. The link between public transport and high-density development is well known and understood so here's a comparison of the existing service levels on the current network with how many services are proposed to operate in new corridors.

<h3>The Dandenong corridor and Sunbury lines</h3>

The suburbs/precincts which will see the most trains in peak or off peak all lie between West Footscray in the west and Westall in the south east: Clayton, Huntingdale, Oakleigh, Hughesdale, Murrumbeena, Carnegie, Caulfield, St Kilda Road (Domain), Parkville, Arden-Macaulay/North Melbourne, Footscray and West Footscray. According to the proposed service plan on day one of operations there will be 18-20 trains per hour (a train every 3 to 3.5 minutes); there are currently 15 trains per hour running from Westall to the city in the 7am-8am peak period.

The off peak frequencies proposed on day one of operations are the same on the Dandenong segment - a train every 10 minutes - and this service level will be the same up to West Footscray on the western side of the line.

<h3>The Werribee, Williamstown and Altona Loop lines</h3>

As mentioned earlier, the Werribee line is a big beneficiary of the wider network enhancements with a proposed service level of 13 trains per hour (roughly a train every 5 minutes) compared to the current service level of 7 trains in the morning peak yet it is from Laverton and Newport that will see the greatest frequency increases.

At Laverton there will be 17 trains per hour (13 of them are the aforementioned Werribee services and 4 of them will run via Altona and rejoin the line at Newport). In off-peak there will be a train every 10 minutes from Laverton (3 will go straight to Newport, 3 will go via Altona).

At Newport where the Werribee, Williamstown and Laverton via Altona lines all merge there will be 20 trains per hour (a train every 3 minutes) affording the highest levels of service to Newport, Yarraville, Spotswood, Seddon, Footscray, South Kensington and North Melbourne. There are currently 12 trains an hour running through Newport in the 7am-8am morning peak. In off-peak there 9 trains an hour (a train every 6-7 minutes) proposed to run from Newport toward the city.

<h3>The Sandringham line</h3>

Services on the Sandringham Line are to be through-routed to the Werribee lines (like Pakenham/Cranbourne/Dandenong/Westall services will be through-routed to West Footscray/Watergardens and Sunbury through the new tunnel) and the new infrastructure in Middle Brighton will increase services to Bayside markedly. There are currently 8 trains an hour in the morning peak between 7am and 8am from Sandringham to the city and according to the proposed service plan there will 12 trains an hour (a train every 5 minutes) from Middle Brighton (9 originating in Sandringham, 3 at Middle Brighton) toward the city. In off-peak there are currently 4 trains an hour from Sandringham and the city and on day one of Melbourne Metro operations this will be increased to 6 trains an hour (a train every 10 minutes).

Similarly, the proposed service plan notes that South Yarra station will also be a short-stop station on the Sandringham line and in peak on top of the 12 trains per hour originating at Sandringham and Middle Brighton, an extra 4 trains per hour will begin at South Yarra and head toward the city and out to the Werribee lines. In off-peak an extra 3 trains per hour on top of the 6 from Brighton Beach &amp; Sandringham will begin at South Yarra and head toward the city and out to the west.

Brighton, Gardenvale, Elsternwick, St Kilda East/Balaclava, Windsor, Prahran, South Yarra and Richmond will benefit the most with the increase supply of Public Transport services.

<h3>The Frankston line</h3>

The wider network enhancements section of the Melboune Metro business case name the Cheltenham-Moorabbin area as the likely candidate to receive new rail infrastructure to enable increased services where they are needed. Much like the Werribee Line, the Frankston Line sees a mixture of stopping-all-stations and express services and given the level crossing removal program in the Caulfield-Moorabbin area is making provision for the third track, it would be safe to assume that this service pattern may be maintained upon the commencement of operations of the Melbourne Metro.

The Frankston line benefits greatly by the removal of the Pakenham/Cranbourne/Dandenong/Westall services out of the city loop and into the Melbourne Metro tunnel and the proposed service plan reflects that.

In saying that, the raw numbers in the proposed service plan point to across the board frequency increases. There are at present 'roughly' 12 trains an hour on the Frankston line (only 7 originate in Frankston, the rest orginate at Carrum or Moordialloc) and in the proposed service plan 10 trains per hour will originate in Frankston, 4 trains will begin their city-bound journey at Carrum and the proposed service plan states that 3 trains an hour in peak will begin at either Moordialloc or Cheltenham. That's an extra 5 services an hour over the current timetable.

Key stations like Moorabbin and Cheltenham will feel the full impact of the new services in the middle ring of suburbs. Cheltenham, Highett, Moorabbin, [Patterson], Bentleigh, [McKinnon], Ormond, Glen Huntly, Caulfield, Malvern, Armadale, Toorak, [Hawksburn], South Yarra and Richmond are the suburbs set to benefit the most from the new services across the board.

<h3>The Craigieburn line</h3>

Like Frankston, the Craigieburn (and Upfield) line is a beneficiary of moving services out of the city loop and on to the new Melbourne Metro tunnel. For the Craigieburn, the business case nominates Essendon as the station which will see new rail infrastructure to enable short-run services.

At present there are 10 trains per hour through Broadmeadows between the 7am and 8am morning peak (8 of them originate at Craigieburn) and the proposed service plan states there will be 10 trains an hour originating in Craigieburn, 2 trains an hour at Broadmeadows and 4 trains an hour at Essendon. In off-peak there will be also be service increases from day one, from the 4 trains per hour at present to 6 trains an hour (a train every 10 minutes).

The suburbs set to benefit the most from the new services are Essendon, Moonee Ponds, Ascot Vale, Newmarket, Flemington, Kensington and North Melbourne.

<h3>The Upfield line</h3>

Tram service-rich Brunswick and Coburg is set to get a decent heavy rail boost as well. As we've highlighted on Apartments.com.au before, Brunswick is emerging as a development hotspot already and the proposed increase in services is very much welcome to cater for all the growth.

Upfield is the ugly duckling of Melbourne's rail network, it only manages a train every 20 minutes in peak and off-peak and the new infrastructure at Gowrie and the removal of Sunbury line services from the city loop will enable frequencies to increase on day one of the Melbourne Metro operations.

[Gowrie], Hadfield, Fawkner, [Merlynston], Coburg North, [Batman], Coburg, [Moreland], [Anstey], Brunswick, [Jewell], [Royal Park], Travancore, [Flemington Bridge], Flemington and Arden-Macaulay/North Melbourne will all benefit from increased Upfield services.

<h2>A few final thoughts</h2>

The proposed service plan emphasises that the services I've summarised above are simply just what the case will be on "day one" of operations. The real transformative effect of this project is that it's going to decouple some of Melbourne's rail lines so they can operate independently (or in the case of Craigieburn and Upfield more efficiently) and therefore capacity can better be managed.

The Melbourne Metro Rail project is scheduled to be complete 10 years from now and a lot could change in that time however I wouldn't be surprised if the proposed service plans are revised upwards rather than downwards, i.e even more services begin running from day one, especially the off-peak timetables.

Service, and how frequently it runs, is one of the most important aspects of any Public Transport system and for people who wish to pursue an urban lifestyle this project will have a profound impact on Melbourne in various quarters of the city.

Thanks to the work started under the planning stewardship of Matthew Guy - the new residential zones - and now the current government pursuing the Melbourne Metro Rail project and Level Crossing Removal programme, key ingredients for increasing densities in focused areas located away from the high land prices of the inner-city are falling in to place.

Lead image credit: <a href="http://mmrailproject.vic.gov.au/about-the-project/business-case">Melbourne Metro Rail business case</a>.
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Melbourne Metro Rail: what does it mean for developers and apartment buyers?

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The Melbourne Metro Rail project will be the catalyst for a big shakeup in the way our rail network operates once it's operational in 2026 and the way we refer to individual rail lines will become meaningless for half the network around the same time.

It's clear that from 2026 after the construction work has been completed for the Melbourne Metro Rail project that there will be not one but two cross-town rail routes: Pakenham/Cranbourne-Sunbury and Werribee/Williamstown/Laverton via Altona to Sandringham.

Say those two groups of rail lines out aloud… "Pakenham Cranbourne Sunbury Line" and "Werribee Williamstown Laverton via Altona Sandringham Line". They're excessively long, convoluted, potentially confusing and would be meaningless to those who are not familiar with the system, from interstate or farther afield.

The "if it isn't broke, why fix it?" crowd might feel their noises are being put out of joint but I think the nomenclature of our rail lines needs an update.

The practice of referring to a rail line by its terminus makes sense if all the services run to the end of the line but increasingly this is not going to be the case as the Melbourne Metro project's 'wider network enhancements' and <a href="/news/melbourne-metro-rail-what-does-it-mean-for-developers-and-apartment-buyers">proposed service plan</a> paint a picture of a larger amount of services running shorter distances from mid-points along respective rail lines.

<h2>Colours, letters and numbers: the way forward?</h2>

Continental Europe perhaps shows us the best way forward. Take Paris for example, the metro lines which are concentrated around the centre of the city are all numbered and the RER lines which connect Paris with its suburbs are lettered. In fact the letter plus number system of Paris' RER I think is how we should rebrand rail lines.

Like how the Melbourne network will eventually operate, Paris' RER consists of five trunk lines and all of them eventually split into branches. When Melbourne Metro starts operating there will be one long trunk from Sunbury to Dandenong where the trunk will then split into two branches; ditto a trunk from Sandringham to Newport and then three branches to Werribee, Williamstown and Laverton via Altona.

<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/ile-de-france_rer_map.gif" rel="gallery-all" title="The Paris RER Network. Image from www.ratp.fr"><img alt="" class="image-article-full-width-580px" height="552" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/ile-de-france_rer_map.gif?itok=EWAX8b-I" title="The Paris RER Network. Image from www.ratp.fr" width="580"></a>

<figcaption>The Paris RER Network. Image from www.ratp.fr</figcaption></figure>Every trunk line on Paris' RER network has a distinct colour, letter and a number which corresponds to a terminus on the respective branch line.

The RER A (red) line in the map above has a single trunk through central Paris and then 5 numbered branches beyond; and also note that odd numbers for RER A correspond to branches terminating in the west of the city and even numbers correspond to branches terminating in the east.

<h2>How might this work in Melbourne?</h2>

Passengers will still need to look at the passenger information displays in order to ascertain which train is arriving and whether it is the train they need to jump on. Other big city 'metros' generally do not have branches therefore - for the most part - every train which arrives at the platform you are standing on goes to the same terminus; the passenger's mental effort only has to focus on getting to the correct platform and just hop on the next train.

As there will be timetabled short-running trains operating to and from the new infrastructure to be built as part of the Melbourne Metro project perhaps a way to incorporate this detail into an easily understood identifier is to take the example of the Paris RER trunk/branch numbering and give all the services that will run on the short-stopping lines a letter and number as well.

Pakenham/Cranbourne-Sunbury line would become:

Colour: Red

Letter: A

Numbers (branch/terminus):

West

<ul>
<li>A1 (Sunbury)</li>
	<li>A3 (Watergardens)</li>
	<li>A5 (West Footscray)</li>
	<li>A7 (Melton) - when it is eventually electrified and brought into the metro network</li>
	<li>A9 (Tullamarine Airport) - when it is eventually built</li>
</ul>
East

<ul>
<li>A2 (Pakenham)</li>
	<li>A4 (Cranbourne)</li>
	<li>A6 (Dandenong)</li>
	<li>A8 (Westall)</li>
</ul>
Station signs and platform passenger information displays would be coloured the same as it would be on a map but also list the services that stop on that platform. For example, a station platform sign at Carnegie on platform 1 (westbound) would list A1, A3, A5 and A7 as services which stop at that platform, likewise on the opposite platform 2 (eastbound) A2, A4, A6 and A8 would be listed as services which stop at that platform.

Platform passenger information displays and the equivalent displays located at the front, rear and side of each train would carry the coloured letter + number code along with the familiar destination name (i.e. "A2 Pakenham", "A3 Watergardens") and automated announcements would also prepend the letter + number code to the familiar destination name.

Line maps would list the station name and the letter + number code of the various train services which stop at that station so that when an unfamiliar user is determining their route via a map on a smartphone, a line 'strip' map on the platform or on a network-wide map they can quickly and easily judge which trains will get them to their destination.

Agree? Disagree? What other city rail naming conventions and wayfinding techniques might we use as inspiration?
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After Melbourne Metro: should we rebrand the rail network?

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Federal Labor announced that if elected in 2016 it will make the Melbourne Metro project the number one priority for Victorian infrastructure.

The nine kilometre twin tunnels will slice through the centre of the CBD underneath Swanston Street, connecting South Yarra and Kensington via Parkville.

It will take two of the busiest lines out of the city loop, ensuring increased capacity for the entire network, and create a new end-to-end rail line from Sunbury in the west to Cranbourne/Pakenham in the south-east

On Friday, Shadow Minister for Infrastructure Anthony Albanese visited Domain Interchange, one of the five sites destined to become underground stations.

The Victorian State government has so far earmarked $4.5 billion, leaving a funding shortfall of about $6.5 billion, but Mr Albanese would not reveal how much federal funding Labor would contribute saying budgetary announcements would be made at the “appropriate time”.

Mr Albanese stressed it was the most important infrastructure project in Victoria; “Unless you fix the Metro you won’t fix the capacity constraints on the Victorian system.”

In 2013, when Mr Albanese was Infrastructure Minister, the Gillard Government committed $3 billion to Melbourne Metro, which was diverted to the East-West Link when the Abbott Government came to power. Although the East-West West Link is now scrapped, the Turnbull Government has not returned any funds to the original project.

Mr Albanese was scathing of the Coalition Government for not funding public transport infrastructure. “Upon coming to office the Abbott Government cut funding for all public transport projects that were not already under construction. But it is even more extraordinary that Malcolm Turnbull has kept those policies in place.”

“We have had a change of Government, but we haven’t had a change of message or importantly a change of funding. It’s the same old policies.”

Mr Turnbull has become known for riding the tram in Melbourne. Mr Albanese was eager to highlight this while standing at Domain Interchange, one of Melbourne’s busiest tram stops. “What the people of Melbourne and Victoria want, isn’t someone who travels on public transport, they want a Prime Minister who will fund public transport, and Bill Shorten will do just that.” 

At a time when the mining boom is coming off the boil and manufacturing jobs are decreasing, it has been suggested that public sector investment could be a way of stimulating the economy. Yet Federal investment in infrastructure is down 20% since the change of Government.

On top of that, Victoria is not getting its fair share of that investment, according to Mr Albanese. “It is simply unsustainable that Victoria is receiving 8% of the national infrastructure budget.” That is despite the fact that Victoria constitutes about a quarter of Australia’s population. He went on to say, “That’s having an impact on jobs in the short term, but it is also having a significant impact on future economic growth.”

Mr Albenese suggested the reason for this discrepancy in funding was due to Victorians electing a Labor State Government at the last election.

“What Victorians will be saying to themselves is: why is it that we are being punished for having a Labor Government. It is quite unsustainable for a Federal Government to have the attitude that if you are Labor we won’t negotiate with you. They cut funding for the Melbourne Metro, they cut funding for the M80 project, [and] they cut finding for the Managed Motorways program.”

Federal Major Projects Minister Paul Fletcher rebuffed the criticism and told the ABC "The Turnbull Government looks forward to receiving a business case from the Victorian Government in relation to Melbourne Metro and that will be assessed through Infrastructure Australia in the usual way.”

Daniel J Wilson is the Managing Editor of St Kilda News (www.stkildanews.com)
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Daniel J Wilson

Federal Opposition promises to help fund Melbourne Metro project

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The Melbourne Metro authority has announced it is seeking to assess the private sector's interest in participating on the Melbourne Metro project. According to the Registration of Interest form found on the <a href="http://mmrailproject.vic.gov.au/about-the-project/tenders-and-service-providers">authority's website</a>, an early works packages will be delivered under a Managing Contractor model with expressions of interest closing in late December 2015.

The Registration of Interest form points to five proposed work packages with an availability private-public partnership (PPP) type package to build the tunnels, stations (including fit-outs) as well as installing the mechanical and electrical systems and the maintenance of the infrastructure.

The other four packages include two alliance packages for the construction of the eastern portal in South Yarra and another for the implementation of a high capacity singalling system, overhead traction power installation and a train control system.

A 'wider network enhancements' package which according to the Registration of Interest document will relate to the installation of turnbacks and signalling system upgrades across the wider existing rail network along with the early works package rounds out the five listed in Appendix A.

<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/mmr_eoi.png" rel="gallery-all" title="Appendix A listing the proposed works packages for Melbourne Metro"><img alt="" class="image-article-full-width-580px" height="817" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mmr_eoi.png?itok=Jycux3ZJ" title="Appendix A listing the proposed works packages for Melbourne Metro" width="580"></a>

<figcaption><a href="http://mmrailproject.vic.gov.au/about-the-project/tenders-and-service-providers">Appendix A</a> listing the proposed works packages for Melbourne Metro</figcaption></figure>A PPP generally involves the private sector organising project finance, builds (and owns) the infrastructure and then provides it to the state to use and receives a payment in return; this is how the Peninsula Link was structured.

<blockquote>
There will be significant opportunities for private sector involvement in the $9-11 billion project, with opportunities for a range of contractors, designers and suppliers.

<ul>
<li>An availability based Public Private Partnership valued at approximately $5 billion will include design and construction of the twin nine-kilometre tunnels and five underground stations, private finance and the provision of maintenance and other services during the operating term. The EOI for the PPP contract is expected to be released in mid 2016.</li>
	<li>Certain early works will be delivered under a separate contract, including utility services relocation and protection and other site preparatory works. The EOI for this early works contract will be released in November 2015.</li>
	<li>There will be several Alliance packages to deliver works that need to be integrated with the existing rail network in a live operational environment.</li>
	<li>We will be looking to partner with companies with knowledge and experience in managing complex projects in busy urban environments.</li>
</ul>
<cite>Melbourne Metro Rail: <a href="http://mmrailproject.vic.gov.au/about-the-project/tenders-and-service-providers">Tenders and Service Providers</a></cite>
</blockquote>

Underline and bold emphasis is mine: the proposed PPP package component states it will have an approximate value of $5 billion or half the total $9-11 billion cost. To compare, you can see a breakdown of the Sydney Metro contracts in the <a href="/news">Sydney Metro forum thread</a>.
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