Melbourne developer Spacious Group has completed Voyage Altona, one of the closest new apartment developments to Altona Beach.

Off the plan purchasers have started moving into the 49-apartment project on Pier Street, with the remaining move-in-ready one-, two- and three-bedroom apartments starting from just over $500,000.

Display apartments have now been fitted out, allowing prospective buyers to inspect the completed residences by appointment.

[smartcode_project:default project_id=112195 project_image_fid=372638]

The completed apartments feature open-plan living and dining areas which extend onto private balconies and terraces, while full-height glazing maximises natural light throughout the interiors.&nbsp;

Hybrid timber-look flooring, stone benchtops, Miele appliances, porcelain-tiled bathrooms and generous storage feature throughout the building which also features landscaped communal areas, expansive shared terraces, lift access and secure on-grade parking.

Drawing inspiration from its bayside setting, Voyage adopts a restrained palette of warm neutral tones and textured finishes. Many of the apartments take advantage of views across Port Phillip Bay, while the indoor-outdoor living spaces have been designed to make the most of the coastal outlook.

[smartcode_project:default project_id=112195 project_image_fid=3286]

Voyage was developed to address what Spacious Group identified as an undersupply of higher-quality apartment product in Altona, with a focus on owner-occupiers looking to remain within the bayside community.

"Voyage responds to very strong local buyer demand for quality, owner-occupier-focused product," says Barry Plant Projects Director Jarrod Farey, who has handled sales since the project's launch.

"The project delivers an elevated lifestyle proposition, with its design and quality of finish far exceeding anything previously produced in the area, as well as its proximity to Pier Street Village and the beach."

The majority of purchasers have been local downsizers and owner-occupiers looking to stay within the Altona community but who previously had limited opportunities to buy a brand-new apartment.

[smartcode_project_cta:default project_id=112195]

Joel Robinson

Spacious Group completes Voyage Altona in Altona's beachside precinct

Homecorp has secured approval for a $360 million apartment development at Budds Beach, paving the way for one of the Gold Coast's most amenity-rich residential projects to launch later this year.

Gold Coast City Council has approved Lýon Residences, a 32-level tower that will deliver 178 two and three-bedroom apartments across a prominent corner site at 8-10 Acacia Avenue and 25-27 Oak Avenue.

The approval comes as developers continue to invest in premium lifestyle-driven apartment projects on the Gold Coast, where owner occupiers are increasingly prioritising amenity as much as apartment size and location.

<a href="https://www.apartments.com.au/new-apartments/l-on-residences-25-27-oak-avenue-surfers-paradise-qld-4217">Lýon Residences</a> has been designed around a resort-style wellness offering, headlined by a Moroccan-inspired spa precinct featuring treatment rooms, a Nordic sauna and steam room, hot and cold plunge pools, a soaking pool and a residents-only juice bar.

The rooftop will include a heated infinity pool and spa, residents' lounge with private kitchen and bar, gymnasium, yoga and Pilates studio, outdoor entertaining areas and barbecue facilities overlooking the Surfers Paradise skyline.

<img alt="Lyon" data-entity-type="file" data-entity-uuid="2d3e29af-8793-486e-a684-52cef862241f" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-15%20at%204.32.26%E2%80%AFPM.png?VersionId=ayG2zpLf3SS6Zy8XmKDcQods4kVWb0gm" />

Homecorp Founder and CEO Ron Bakir said Budds Beach provided the ideal location for the company's latest luxury apartment project.

"Budds Beach represents one of the most unique and sought-after pockets of the Gold Coast, and Lýon Residences has been designed to reflect that sense of rarity and refinement," Bakir said.

The project arrives as wellness continues to become a defining feature of new residential developments both in Australia and internationally.

The latest Global Wellness Institute figures show wellness real estate remains the fastest-growing segment of the global wellness economy and is forecast to exceed $1.8 trillion by 2030. Australia continues to rank among the world's 15 largest wellness real estate markets, with developers increasingly integrating health, recreation and community facilities into apartment projects.

Queensland is also experiencing strong population growth, with the Gold Coast continuing to outperform many other Australian cities as demand for new housing remains elevated ahead of the 2032 Olympic and Paralympic Games.

Bakir said the project had been designed to respond to that shift in buyer expectations.

"Strong population growth and sustained demand across the Gold Coast continue to highlight the need for well-designed new housing supply. Lýon Residences responds directly to this demand while setting a new benchmark for residential living," he said.

Each apartment has been designed to maximise views across the coastline, the Nerang River and the Gold Coast hinterland.

Located just minutes from Surfers Paradise beach and the Broadwater, the development also offers easy access to the light rail network, Broadbeach and Burleigh Heads.

Early site works are underway, with construction expected to commence later this year.

Homecorp approved for Budds Beach apartment tower, Lýon Residences

New apartment developments with uninterrupted, north-facing views over Perth's Swan River are exceptionally rare.

Recognising just how limited those opportunities are, <a href="https://www.apartments.com.au/developers/edge-visionary-living">Edge Visionary Living</a>, one of Perth's most respected builder-developers, targeted <a href="https://www.apartments.com.au/developments/applecross-wa-6153">Applecross</a>, assembling an unrepeatable 6,342 sqm riverfront site on the corner of Moreau Mews and Canning Beach Road to create one of Perth's only new north-facing apartment developments directly overlooking the Swan River.

Today, <a href="https://www.apartments.com.au/buildings/riviere-residences-applecross-59-canning-beach-road-applecross-wa-6153">Rivière Residences</a> offers buyers a unique opportunity to choose between completed residences ready to move into now and off-the-plan homes in the final stage, Rivière West.

[smartcode_project:default project_id=28384 project_image_fid=3823]

Across the completed East and Central buildings, residents are already enjoying the development's luxury amenity, while two of the precinct's hospitality venues are now open.

The completed component of the development gives buyers the advantage of experiencing the finished product firsthand, including its uninterrupted river views, while still having the opportunity to secure a residence in the final stage.

"People are wowed by the view and the quality of the apartments,"&nbsp;Edge Visionary Living Sales Executive, Holly McSweeney, says.

"They're looking for the convenience of lock-and-leave living, but they're not looking to downsize on quality."

[smartcode_project:default project_id=28384 project_image_fid=3826]

The rarity of the development hasn't been lost on prospective buyers, McSweeney says.

For McSweeney, it all comes back to a location that is becoming increasingly difficult to replicate.

"Location, location, location," she says. "We are nestled right on the front of the Swan River. You can never get built out, so wherever you are in Rivière Residences, you've got views of the river forever."

The unique waterfront position has resonated particularly strongly with local downsizers. McSweeney says many buyers are long-time Applecross residents looking to transition from large family homes into a luxury apartment without sacrificing space, quality or the lifestyle they've enjoyed for decades.

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/N_FowNW0wu8?si=vb25XFq1wZ-iufAW" title="YouTube video player" width="560"></iframe>

A major focus for Edge in recent years has been resident amenity. Across its apartment portfolio, from beachfront developments in Scarborough to luxury towers in South Perth, the developer has increasingly invested in the spaces beyond the apartment itself.

The strategy has largely been shaped by downsizer demand. Many buyers are moving from large family homes with swimming pools and established gardens. While they're looking to leave the maintenance behind, they don't want to compromise on lifestyle.

At Rivière, <a href="https://www.apartments.com.au/architects/hillam-architects">Hillam Architects</a> designed the resident facilities as an extension of each apartment. A 25-metre heated swimming pool takes advantage of the north-facing river outlook, complemented by a large gym, sauna and steam rooms, private dining spaces, residents' lounges, a cinema, games room, and dedicated wine and whisky rooms.

[smartcode_project:default project_id=28384 project_image_fid=372542]

The waterfront location has also proved to be a major drawcard. Residents are within walking distance of the Raffles Hotel, South of Perth Yacht Club, the Heathcote Cultural Precinct and the cafés, restaurants and boutiques along Ardross Street.

Beyond the location and amenity, McSweeney says many buyers take confidence from Edge's fully integrated development model.

Having delivered apartments across Perth for decades, Edge now designs, develops and constructs its projects in-house, giving the company greater control over quality, delivery and the finished product.

"What I love is when people walk through their apartment for the first time and say, 'This is better than what we imagined,'" McSweeney says. "We hear that all the time."

Completed apartments in the East and Central buildings are now available to inspect by appointment, while Rivière West, the final stage of the precinct, is expected to be completed in the first quarter of 2027.

[smartcode_project_cta:default project_id=28384]

North-facing Swan River views drive demand at Rivière Residences in Applecross

Nearly 60 per cent of apartments at McNab Group's $220 million The Tannery development in Brisbane's West End have sold ahead of the project's public launch, including a suburb-record $2.57 million sale for a two-bedroom apartment.

The early sales campaign has secured buyers for 50 of the project's 87 apartments, highlighting continued demand for larger owner-occupier apartments that combine generous floorplans with premium lifestyle amenities in one of Brisbane's most tightly held inner-city suburbs.

[smartcode_project:default project_id=143337 project_image_fid=374768]

McNab Group Executive Chairman Michael McNab said selling more than half the project before launch reflected changing buyer expectations.

"Selling more than half the project before public sales open tells us buyers are actively seeking apartments that offer something genuinely different," McNab said.

"Today's buyers are looking beyond four walls. They want homes that genuinely enhance the way they live, with spaces that support health, connection and everyday wellbeing."

[smartcode_project:default project_id=143337 project_image_fid=374767]

A key point of difference for the project is the adaptive reuse of the heritage-listed Dixon's Tannery building, which will become The Retreat, a residents-only wellness precinct rather than being redeveloped into additional apartments.

The Retreat will feature a sauna and steam room, hot and cold plunge pools, a commercial-grade gym, Pilates studio, cinema, library, co-working spaces and private dining room. Rooftop amenities will include a swimming pool, landscaped gardens, outdoor entertaining areas and dog-friendly spaces.

[smartcode_project:default project_id=143337 project_image_fid=374760]

Designed by Cottee Parker Architects with interiors by Tom Mark Henry and landscape architecture by Aspect Studios, The Tannery comprises 87 two, three and four-bedroom apartments across 11 levels overlooking the Brisbane River.

Cottee Parker principal Dee Passenger said preserving the original tannery building had been central to the project's design.

"The easy option would have been to maximise the site's development potential with additional apartments. Instead, McNab has chosen to preserve the original tannery as a shared wellness retreat, ensuring this important piece of Brisbane's history remains at the heart of the community."

Passenger said sustainability also played a key role in the design, with materials from the original industrial site salvaged and repurposed throughout the development.

[smartcode_project:default project_id=143337 project_image_fid=374761]

Motiv CEO Carly Cottam said buyers had responded strongly to the combination of larger apartments, wellness facilities and the West End lifestyle.

"We are seeing more buyers looking for homes in the sky that provide the space and functionality of a traditional home, while benefiting from the convenience and lifestyle that apartment living brings," Cottam said.

She said purchasers included both owner occupiers and investors, with demand coming from local buyers as well as interstate purchasers.

Coinciding with the public launch, McNab also announced a partnership with Queensland Ballet, whose neighbouring Thomas Dixon Centre shares historical ties with the original Dixon family.

Located on a 4,465 sqm site at 439 Montague Road, The Tannery overlooks the Brisbane River and is around 10 minutes from the CBD.

Construction is underway, with completion expected in the second half of 2027.

[smartcode_project_cta:default project_id=143337]

More than half of residences sold before public sales as McNab announces significant partnership with Queensland Ballet

McNab's The Tannery nears 60 per cent sold before public release, sets two-bedroom West End record

Iwan Sunito's vision for a landmark mixed-use precinct in Sydney's Inner West has taken a major step forward, with approval granted for the $1.9 billion Five Dock development first unveiled earlier this year.

The approved scheme by <a href="https://www.apartments.com.au/developers/one-global-capital">One Global Capital</a> will deliver an 80,500 sqm mixed-use precinct comprising 840 apartments, integrated hotel accommodation, commercial and retail space, alongside publicly accessible open space designed to create a new destination for the growing suburb.

"This is a significant milestone for One Global Capital and for the future of housing delivery in Sydney," Sunito said.

"The Housing Delivery Authority was established to identify major housing projects capable of delivering meaningful supply more efficiently, and we are delighted that Spencer Street has been recognised as one of those projects.”

He said the declaration reflected the rapid progress achieved since acquiring control of the site.

"In less than seven months we have progressed from taking control of the site to securing entry into one of the NSW Government's most important planning pathways. It reflects the experience of our team, the strength of our consultant group led by Urbis, and our long-term commitment to delivering transformational projects that contribute to Sydney's future."

When the project was revealed earlier this year, Sunito described the opportunity as one of the strongest development sites he had worked on.

"I probably hadn't appreciated the uniqueness of the site until more recently when putting together the concept plans," Sunito said.

"The proximity to the water, and the golf course opposite, is unlike any other part of Parramatta Road. We have a unique position and view corridors over the water that makes this one of the best sites I've worked on."

The development has evolved since its initial announcement, with the approved plans increasing the residential component from the originally proposed 750 apartments to 840 homes while retaining the project's focus on creating an integrated neighbourhood rather than a standalone residential development.

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/a-city-within-a-city-iwan-sunito-flags-1-5-billion-mixed-use-precinct-in-five-dock">"A city within a city": Iwan Sunito flags $1.5 billion mixed-use precinct in Five Dock</a>

The precinct will combine apartments with hotel accommodation, commercial workplaces, retail offerings and public spaces, creating a mixed-use environment intended to serve both residents and the broader Five Dock community. The proposal also continues the collaboration between One Global Capital and internationally recognised architect <a href="https://www.apartments.com.au/architects/koichi-takada-architects">Koichi Takada</a>, whose previous work with Sunito includes Infinity, Arc and Skye North Sydney.

Takada previously said the design was driven by a philosophy of integrating nature into the built environment.

"The concept for this development is born from our design approach to naturalising architecture," Takada said.

"The public realm benefits from biophilic design that integrates generous landscaping, and the development is optimised for natural daylight, airflow and water views to foster wellbeing, sustainability and spaces that foster community interaction."

Sunito has consistently described the project as a "city within a city", with a strong emphasis on creating a destination that extends beyond housing.

"We want to create a development that's not only to be seen, but to be experienced by the whole local community," he said.

The approval comes as Five Dock continues its transformation ahead of the opening of the Sydney Metro West line, with the new Five Dock station set to significantly improve connections between the Inner West, Parramatta and the Sydney CBD.&nbsp;

The precinct will also benefit from its proximity to the Parramatta Road corridor, nearby waterfront parklands and established retail and dining offerings that have made Five Dock one of Sydney's most tightly held Inner West suburbs.

Iwan Sunito secures approval for $1.9 billion Five Dock mixed-use precinct

Melbourne Metro Rail

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One of the best things about working at an insurance company in the city was how close it was to Southern Cross Station - about 60 seconds. As my train trip was only 2 stops away, it meant I could get to work in less than 1/2 hour - door to door. I thought that was pretty good - there's nothing like an extra 30 minutes sleep on a cold, dark winter morning. My colleague whom I sat next to would regularly turn up late, cursing and blaming the traffic and the up to 90 minute car trip into the city. "Where do you live?" I asked her once, feeling sorry that she had to commute from some far flung outer suburb.

 

"Oh, in Caulfield"

 

"What? But its only 10km away! Why don't you just catch the train"?

 

"Nah, work pays my my parking. So why bother"?

 

Its an excuse I hear often.  Melbourne introduced a parking levy back in 2006, but it has done little to curb congestion.  This year, that levy was increased by 130%.  Whilst this is a step in the right direction, it's unlikely to make a huge difference.  Why?  As in my example above, most people don't pay for their parking spot - its paid for by their employer.  So in spite of the high cost of petrol, registration, insurance and vehicle maintenance, it is far outweighed by the price of a yearly car space (roughly worth $7-8K a year) plus the now $1300 levy.  It's clear we need to take a different tact if we are to pry people out of their cars.

 

In a recent UrbanMelbourne article titled <a href="/expert-insights/buying/will-the-party-of-urbanism-please-stand-up">'Will the party of urbanism please stand up'</a>, it was suggested that we we could help pay for urban infrastructure by introducing a levy or raise the GST.  A great idea, and one that warrants further exploration.  However there is some things we can do in addition.  To quote Tony Abbott*, "Why not introduce a simple tax?" - i.e. a congestion charge for driving into the CBD.

*Tony Abbott was of course infamously referring to the carbon tax here, a position we would later totally back flip on.  The author of this article promises to 'never ever' quote Tony Abbott again...

 

Now the idea of a congestion charge is not a new one.  <a href="http://en.wikipedia.org/wiki/London_congestion_charge">London</a> has had one since 2003, with claims of a 30% reduction in vehicles entering the charge zone, and a 20% drop in CO2 emissions.  Melbourne Mayor Robert Doyle has floated the idea in the past, but didn't quite have the balls to introduce it when talk turned to re-election time.  At the federal level, Infrastructure Australia floated the idea again just a few days ago (read more <a href="http://www.heraldsun.com.au/news/victoria/london-style-congestion-tax-could-be-introduced-to-cut-melbourne-cbd-traffic-after-infrastructure-australia-report/story-fni0fit3-1226673439352#">here</a>).  So maybe its time that the state government ran with it instead - but with a slight twist.

 

Much of the criticism directed toward a congestion tax is derived from the fact that traders think their businesses will suffer. Its no revelation that commuters make up the majority of the traffic in the CBD, with peak hour levels especially horrendous. Shoppers generally don't drive in during peak hour and stay all day - so why don't we just exempt them from the charge?  Business owners would of course, be exempt as well.

 

Enforcement of the charge in London is done by a series of cameras using ANPR (Automatic Number Plate Recognition), much like Citylink, allowing a differential payment scale.  In Melbourne, if this can be extended to record the time the vehicle enters/exits the charge zone, then we have an easy way of differentiating the commuters from the shoppers.  A 4 hour window can be designated, giving shoppers plenty of time to do their shopping and exit the zone, and therefore, no charge.  Commuters who stay parked inside the zone all day, will be charged. Simple.

 

<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/cameracongestioncharge.jpg" rel="gallery-all" title="Camera technology. Image courtesy cchargelondon.com"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/cameracongestioncharge.jpg?itok=vHSWYQuU" title="Camera technology. Image courtesy cchargelondon.com" typeof="Image"></a>

 

Several other people/groups would also need to be exempt.  Such as (but not limited to):

<ul>
<li>Owners with businesses in the CBD</li>
	<li>Police/Ambulance/Fire</li>
	<li>Breakdown services - i.e. tow trucks, RACV roadside assistance etc</li>
	<li>Cyclists</li>
	<li>Residents</li>
</ul>
 

Residents are the most contentious group here.  Living in the city is meant to negate the need for having a car, and so technically, charging them at the normal rate could act as a further disincentive to having a vehicle.  However as they are unlikely to significantly contribute to the problem (after all, they can walk to work!), giving them an exemption is probably academic.

 

One other point of contention are the off peak exemptions.  In London, the charge is only applicable 7am to 6pm, Monday to Friday, with public holidays and weekends not applicable.  The 7am - 6pm rule makes sense - if people still insist on driving, they are at least encouraged to do so outside of peak congestion times.  I'm not sure about making weekends free though - Melbourne can still get very busy on weekends - especially if there is a sporting/major event on.  I would suggest a 50% discount, as there are usually extra trains to cover these events. 

 

<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/CCZ_Melb_Map.png" rel="gallery-all" title="Central City Zone with congestion tax boundaries"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/CCZ_Melb_Map.png?itok=moExSWwO" title="Central City Zone with congestion tax boundaries" typeof="Image"></a>

 

And that brings us to the boundaries of the charge zone itself (see above), which inevitably, will be the subject of much debate.  Note my suggestion has 2 noticeable additions - Docklands and the Jolimont sporting precinct.  This is quite deliberate - both these areas are served quite well my multiple modes of public transport, leaving no real reason why people need to drive to the footy, or other events.  One further area which could be added is Southbank, discouraging people from driving in and parking at Crown Casino.

 

That leaves one final detail - the price.  London charges £10($16.70) if you pay by midnight on the day you travel, £12($20.09) if you pay by the next day, or £9($15.07) if you are registered for Autopay.  Fines for non payment range from £60($100.44) to £187($313.03), depending on how late you pay.  These may seem high, but it is meant to act as a deterrent.  There are a few other incentives the government could create - offering employers discounted yearly MYKI passes for their employees, and removing any associated FBT for doing so; these are seemingly plausible.  Add the price of existing Citylink tolls, and you have some serious reasons to get on the train.  

 

Judging by the results in London, a congestion charge could result in some major reductions in traffic numbers and pollution.  It would require some upgrades to the PT system, but it would also raise some serious revenue, helping fund these upgrades as well as other urban infrastructure as mentioned earlier.  And as an added bonus, it would reduce the number of parking lots needed in the CBD, thus freeing up sites for further residential and commercial development.  With more people living within the CBD's boundaries, it would result in even fewer people having to drive to work.  The benefits seem immense, but of course with any new tax/levy/charge, the political risks are high too - hence the standoff we now have between council, state and federal governments.

 

Robert Doyle, Dennis Napthine, Kevin Rudd - who will blink first?

 
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TheHeadOnTheDoor

Charge it up - Decongesting The Hoddle Grid

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By <a href="http://theconversation.com/profiles/leonhard-bernold-9320" target="_blank">Leonhard Bernold</a>.

According to <a href="http://www.theage.com.au/opinion/political-news/boost-for-rail-tunnel-20130404-2h9wq">a report</a> in Fairfax media on the 5th of April, the Labor government is set to announce funding for Melbourne’s A$9 billion <a href="http://www.railpage.com.au/news/article-7974/">metro rail tunnel</a>, in addition to the A$40 million it has already contributed towards getting the project “shovel-ready”. Sounds good? Well, let’s see …

Before any shovels have broken earth, the rail tunnel is facing a <a href="http://www.theage.com.au/victoria/major-engineering-hurdles-remain-for-new-rail-tunnel-beneath-city-20130227-2f6dd" target="_blank">series of engineering challenges</a>.

These reportedly include deciding if to run the new tunnel below or above the existing <a href="http://corp.ptv.vic.gov.au/managing-victoria-s-public-transport-network/history-and-heritage/city-loop-history/">City Loop</a>, the start of construction work on the <a href="http://www.vcccproject.vic.gov.au/" target="_blank">Victorian Comprehensive Cancer Centre</a>, and the existence of the aquifers beneath and beside the Yarra River, where the proposed tunnel will run.

The project, <a href="http://www.realestatesource.com.au/melbourne-metro-train-tunnel-and-new-parkville-station-announced-by-government" target="_blank">announced in 2009</a> by the former Brumby Victorian state government, involves <a href="http://corp.ptv.vic.gov.au/projects/rail-projects/melbourne-metro/" target="_blank">a nine-kilometre tunnel</a> between South Kensington and South Yarra, with five new Metro stations, that will eventually carry up to 60,000 passengers an hour.

Previous tunnelling projects in the Melbourne area have taught us that none of the options for constructing the proposed tunnel will be a cakewalk.

But it should be reassuring to note that there are many global examples that provide evidence that this type of construction can be done safely.

While not wishing to get involved in proposing one tunnelling technique over another, it might be worthwhile to look at some of the technical issues, and the state of best practice, for tunnelling underneath a city such as Melbourne.

<h2>Going down</h2>

Any deep excavation study starts by establishing a clear understanding of the geology that has to be “broken through” and of the water level connected to the site. Adjacent water sources, such as rivers or aquifers, that are fed by a well that may be tens of kilometres away, need to be accounted for.

A detailed soil profile, based on soil samples along and next to the future tunnel line, is essential for the final design. Before those are established, geological maps and reports from previous projects in the area are extremely valuable.

For the Melbourne Metro Tunnel project, the initial source of information would be the <a href="http://dpistore.efirst.com.au/product.asp?pID=145&amp;cID=32" target="_blank">Geological Map of Melbourne</a>, SJ 55-5, published by the Victorian Department of Primary Industries.

As might be expected, the map matches the observations by the engineers involved in <a href="http://books.google.com.au/books?id=KuUtzTWzN-8C&amp;pg=PA158&amp;lpg=PA158&amp;dq=about+burnley+tunnel&amp;source=bl&amp;ots=pZFNO8xw6b&amp;sig=0LUsSSjdZD8VSZPtz7a_3rJwa2Y&amp;hl=en&amp;sa=X&amp;ei=jJg-UZ_sI8rLmgXi6IDYBA&amp;ved=0CC0Q6AEwADgU#v=onepage&amp;q&amp;f=false" target="_blank">constructing the Burnley Tunnel</a> between 1996 and 2000. They reported a weathered basalt layer sitting on top of a thick band of silt and clay.

A vertical shaft to the tunnel had to dig through a 20m layer of sand and gravel aquifer referred to as the <a href="http://dbforms.ga.gov.au/pls/www/geodx.strat_units.sch_full?wher=stratno=12317" target="_blank">Moray Street Gravels</a>. At the bottom of the aquifer starts bedrock moulded like a flat bowl and made of the <a href="http://dbforms.ga.gov.au/pls/www/geodx.strat_units.sch_full?wher=stratno=5213" target="_blank">dargile</a> marine deposits, called <a href="http://ascelibrary.org/action/showAbstract?page=875&amp;volume=110&amp;issue=7&amp;journalCode=jgendz" target="_blank">Melbourne mudstone</a> (made of silt and sand).

As the mudstone is porous, the water from the aquifer was able to leak deeper and engulf the Burnley Tunnel tube, which had to be made waterproof as a result. In addition, the tunnel walls needed to be designed to be strong enough to sustain the <a href="http://en.wikipedia.org/wiki/Fluid_statics#Hydrostatic_pressure" target="_blank">hydrostatic pressure</a> (the pressure exerted by a liquid at rest) from all sides.

Of course, these different soil types are not nicely lined up: they are folded and intertwined like a squeezed tablecloth, mixed with small-to-large stones. Finally, the top layer usually consists of a surface soil that could be from previous man-made fills.

Based on the information from these two collaborating sources we can conclude that the proposed Melbourne Metro tunnel will have to be dug below the water table through varying amounts of alluvial, marine and some weathered volcanic material that is considered “soft” ground.

<h2>Going soft</h2>

The emergence of <a href="http://www.mindfully.org/Technology/2004/Underground-Boring-Machines1sep04.htm" target="_blank">tunnel boring machines</a> (TBMs) – built by the American engineer James Robbins in the 1950s – were designed to drill through hard rock made of granite, and were ten times faster than using <a href="http://www.miningaustralia.com.au/features/the-days-of-drill-and-blast-are-over-anglogold" target="_blank">drill-and-blast method</a>. This record has since been broken many times over, while the number of accidents has decreased.

The new <a href="http://news.discovery.com/tech/worlds-largest-tunnel-drilled-under-swiss-alps.htm" target="_blank">57km tunnel through the Swiss Alps</a> – the world’s longest tunnel – for instance required four 5 megawatt TBMs with drill diameters of 8.2m.

Because soft ground TBMs can’t utilise the “squashy” tunnel walls to push themselves forward, a different “footing” was needed. A simple solution was provided by the constructed tunnel wall – made of strong pre-cast concrete elements – being installed in the back of the tunnel.

Most large cities around the world are built on top of soft soil as they have evolved from ancient trading villages near lakes or major rivers.

Increasing population sizes demanded larger sewer and drainage pipes and – more recently – subways and motorways to be built underground. The softness of the soil gave rise to a special kind of TBM called <a href="http://www.ita-aites.org/index.php?id=152" target="_blank">Earth Pressure Balance</a> (EPB) shields or machines.

We shouldn’t be surprised to learn 50% of all EPB tunnels are built below the <a href="http://en.wikipedia.org/wiki/Water_table" target="_blank">water table</a>. Some of the major cities in which EPB shields <a href="https://www.herrenknecht.com/products/tunnel-boring-machines/traffic-tunnelling/epb-shield" target="_blank">have been used</a> include Shanghai, Bangkok, Rome, Naples, Barcelona, Madrid, Rio de Janeiro, Los Angeles and London.

<figure><iframe allowfullscreen="" frameborder="0" height="260" src="//www.youtube.com/embed/z38JIqGDZVU?wmode=transparent" width="440"></iframe>

<figcaption>How TBM technology is working to build tunnels beneath London.</figcaption></figure>The key risk of any work in soft underground is the potential of soil settlements right above the tunnel caused by the re-arrangement of the soil by the tunnelling work.

Unsurprisingly, the key objective of a geotechnical engineer is to ensure that the equilibrium is preserved in such a way that no damages to surface structures occur.

This job has been made easier by recent advancements: in fact, during the past 10-15 years, EPB shield technology has added important capabilities.

Contributing to these very important enhancements are better computer models predicting the behaviour of soil under buildings; pre-tunnelling in-situ tests; grout pre-treatment or grouting of difficult sub-surface areas; new materials; and, of course, the large amount of knowledge gained from successful projects worldwide.

<h2>A perfect bore</h2>

Older metros in <a href="http://www.archives.gov.on.ca/en/explore/online/subway/construction.aspx" target="_blank">Toronto</a>, <a href="http://theboweryboys.blogspot.com.au/2010/08/new-york-city-subway-and-creation-of" target="_blank">New York</a> and <a href="http://www.boston.com/news/globe/ideas/gallery/first_big_dig/" target="_blank">Boston</a> were commonly built underneath the pavement of major thoroughfares, applying what is referred to the <a href="http://www.fhwa.dot.gov/bridge/tunnel/pubs/nhi09010/05.cfm" target="_blank">“cut-and-cover” method</a>.

As the term implies, the construction starts by cutting out an initial space, possibly covering the large opening with beams and steel plates. Excavation advances downwards while the traffic is directed around the necessary openings to lower or raise material.

Of course, trucks, cranes and concrete mixers associated with construction disrupt the pedestrian and vehicular traffic along the tunnel route. Community and business pressures have resulted in the usually-cheaper cut-and-cover option being eliminated in favour of a “<a href="http://www.damninteresting.com/the-deepest-hole/" target="_blank">deep bore</a>”, using boring machines.

<h2>Station to station</h2>

As mentioned, five new stations will be built as part of Melbourne’s Metro project, and these present challenges independent of the tunnels. Stations not only require additional space: they also need to connect to the surface. Underground access to adjacent shopping malls or office buildings is also a very attractive addition.

Circular boring machines are not designed to construct stations. While the cut-and-cover method is used, stations can also be built from the bottom up using the <a href="http://www.google.com.au/url?sa=t&amp;rct=j&amp;q=&amp;esrc=s&amp;source=web&amp;cd=9&amp;cad=rja&amp;sqi=2&amp;ved=0CF0QFjAI&amp;url=http%3A%2F%2Fweb.inonu.edu.tr%2F~mkarakus%2Fpdf%2FInsight%2520into%2520the%2520New%2520Austrian%2520Tunnelling%2520Method.pdf&amp;ei=jqQ-Ueu6MoT8iAeDuYDwAQ&amp;usg=AFQjCNGK9BhoFsqQoCxSRLC83PGSsZpUaw" target="_blank">New Austrian Tunnelling Method</a> (NATM).

The basic premise of the NATM is to create a solid roof and side walls before digging underneath the shell with large equipment.

<figure><iframe allowfullscreen="" frameborder="0" height="260" src="//www.youtube.com/embed/LxdWlSCVqdQ?wmode=transparent" width="440"></iframe>

<figcaption>How NATM works.</figcaption></figure>Not only viable for stations and cross-cuts between two tunnels, NATM could be combined with a “cousin” of cut-and-cover to create a <a href="http://www.cif.org/noms/2002/06_-_Up-Down_Construction.pdf" target="_blank">up-down construction approach</a> where bearing walls and columns are drilled first from the top.

This is followed by constructing the visible part of the station upwards while concurrently digging underneath (upwards from the tunnel using NATM, or downwards) with the removal of the large amount of excavated material through the already existing tunnel sections previously drilled by the EPB-shields.

This would not only eliminate the need for large dump trucks on the surface but it would also speed up construction.

<h2>Light at the end of the tunnel</h2>

<figure><iframe allowfullscreen="" frameborder="0" height="260" src="//www.youtube.com/embed/U6p8YuyVir4?wmode=transparent" width="440"></iframe>

<figcaption>Melbourne Metro – ‘Transforming Melbourne’s Rail Network’</figcaption></figure>Finding the best solution for Melbourne’s Metro tunnel will require a close collaboration of all stakeholders advised by tunnel engineers and contractors with expertise in state-of-the-art tunnelling techniques.

Regardless of which route is finally chosen, EPB shield technology appears to present the safest, most productive and economical alternative for building the tubes through Melbourne’s soft, “water-filled” underground.

With an eye to minimising the effect of large truck traffic in the city for excavating the stations, it seems combining “up-down” construction with NATM, protected by advanced grouting – and the removal of the muck through the tunnels – will provide the most desirable solution.

The politics of the project (which is now nudging for top spot in Infrastructure Australia’s <a href="https://www.nics.gov.au/Home/PriorityProjects" target="_blank">National Priority List</a>) will continue to be fascinating; but so will the technical challenges, and solutions to those challenges, going forwards.

Should you be counting on jumping aboard a train on one of the new Melbourne Metro lines any time soon? Probably not. As on so many occasions when it comes to building such large projects underground, we have to expect delays mainly caused by geology.<img alt="The Conversation" height="1" src="//counter.theconversation.edu.au/content/12588/count.gif" width="1">

Leonhard Bernold does not work for, consult to, own shares in or receive funding from any company or organisation that would benefit from this article, and has no relevant affiliations.

This article was originally published at <a href="http://theconversation.com" target="_blank">The Conversation</a>. Read the <a href="http://theconversation.com/dig-this-how-to-construct-melbournes-metro-tunnel-safely-12588" target="_blank">original article</a>.
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theconversation

Dig this: how to construct Melbourne’s Metro tunnel safely

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Ever since the 2008 Eddington Study named the Melbourne Metro (MM) rail tunnel as one of the key pieces of transport infrastructure needed to cater for population growth and address congestion, critics have pondered questions like:
<ul>
<li>
		“Why waste money on a rail tunnel in the city when the people of Doncaster/Rowville/Woop-Woop can’t even get a train line built to their suburb?”</li>
	<li>
		“Why is it called a metro when it doesn’t look anything like the one in Paris?”</li>
	<li>
		“Why is the government making it easier for rampaging western suburban bogans to travel to the leafy east?”</li>
</ul>
Answers to these questions and others like it won’t be answered here.  Instead, this article will look at what impact the creation of the Sunshine to Dandenong line, enabled by the proposed Melbourne Metro tunnel, could have for the outer suburbs, based on the trends experienced in Paris following the development of the RER network.
In the 1950s and 1960s, the suburbs of Paris expanded rapidly, attributed to factors such as high population growth, economic prosperity, a constrained city centre, and enhanced mobility brought about by private vehicles – a story not dissimilar to Melbourne’s post-WW2 experiences.  
In order to provide a transit network to the growing suburban areas, it was decided not to continually extend the Paris metro network, as this would be akin to Melbourne extending its tram routes – it would take forever to travel from outer suburbs to the centre, and metro trains would fill up with outer suburbanites, leaving no room for inner urban dwellers (although that didn’t stop us from extending the tram to Vermont).
Instead, in 1960, as part of the development plan for the Paris region, the idea of a high-speed regional rail network was put forward, known as RER (Réseau Express Régional, or Regional Express Network).  The development master plan for the Paris region later described the concept in detail, and the proposed RER project was subsequently accepted by the Government, despite requiring considerable investment.  
The RER didn’t totally reinvent the wheel – much of the network was already there, comprising suburban train lines operating into one of several termini in inner Paris.  What the RER concept proposed was construction of the missing links through the centre of Paris to link the termini, enabling trains to run across the city. 
This provided rapid transit for suburban folks to multiple points throughout the city, improving access and capacity while also relieving the congested metro.  Incidentally, the recently released PTV Rail Plan for Melbourne follows a similar methodology.  It features the separation of existing suburban lines and operations coupled with new tunnel sections in the inner city to create distinct lines, in order to extend coverage and increase capacity.
RER Line A, the first major line to cross Paris, was constructed in sections between La Défense (terminus on western side of city) and Vincennes (equivalent on eastern side).  Work started in 1961, with incremental extensions opened every year or two. 
In 1977, the 15km tunnel was completed, and trains were able to run all the way through the city.  The stations in the new tunnel section are massive - Auber station was designed to accommodate 50,000 passengers an hour.
<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/Central_RER_network.gif" rel="gallery-all" title="RER network in central Paris"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/Central_RER_network.gif?itok=CQMhRrNc" title="RER network in central Paris" typeof="Image"></a>
Today, Line A is acknowledged as the busiest line in Europe, with over 1 million passenger trips per weekday (Melbourne’s entire rail network carries about 800,000 trips / weekday). 
It has proven to be so popular that further investments to squeeze even more capacity out of the line have been implemented over the years, including an automatic train control system which allows trains to run every 2 minutes in the central section (this will be implemented in the Melbourne Metro tunnel from day 1).  Currently, the existing fleet of single deck fleet of trains on RER Line A is being replaced with double deckers, which despite running at 3 minute intervals (as opposed to 2 minutes for single decks), will boost capacity on the line by 30%.
The development of the RER network, and particularly Line A, is acknowledged as a huge success, based on the positive social and economic benefits generated.  For instance, the RER is accredited in bringing far-flung suburbs within easy reach of central Paris, which has significantly aided the reintegration of the traditionally insular capital with its outer suburbs. 
The evidence of this social impact can be seen at Châtelet - Les Halles (Flinders Street equivalent), which is now crowded with suburbanites on evenings and weekends. 
As the RER did for Paris, the Melbourne Metro will provide enhanced capacity through the city, serve new destinations, enable rapid transit from outer suburbs to multiple destinations across the city and provide relief to other transit routes. 
One of the key social benefits could be to stall if not reverse the widening gulf in housing affordability and living standards between inner and outer suburban households in Melbourne, which has been attributed to the relative level of accessibility to “opportunities” (i.e. employment, education, retail, health, leisure and others).
If this is the case, the question that the critics will probably ask is – “Why didn’t they build it sooner?”
 
A tale of 2 lines
<table border="1" cellpadding="0" cellspacing="0"><tbody>
<tr>
<td>
				Sunshine-Dandenong line, with MM tunnel 1
			</td>
			<td>
				RER Line A 2
			</td>
		</tr>
<tr>
<td>
				Operating hours: 4.15 a.m. to 1:15 a.m. 3
			</td>
			<td>
				Operating hours: 5:00 a.m. to 1:20 a.m.
			</td>
		</tr>
<tr>
<td>
				160 route km, extending to: 4
				<ul>
<li>
						Melton (36km)</li>
					<li>
						Sunbury (33km)</li>
					<li>
						Melbourne Airport (18km)</li>
					<li>
						Pakenham (55km)</li>
					<li>
						Cranbourne (42km)</li>
					<li>
						Rowville (27km)</li>
				</ul>
</td>
			<td>
				109 route km, extending to: 5
				<ul>
<li>
						Cergy – Le Haut (33km)</li>
					<li>
						Poissy (26km)</li>
					<li>
						Saint-Germain-en-Laye (19km)</li>
					<li>
						Boissy-Saint-Leger (17km)</li>
					<li>
						Marne-le- Vallée -Chessy (32km)</li>
				</ul>
 
			</td>
		</tr>
<tr>
<td>
				77 trains in service
			</td>
			<td>
				207 (half-length) trains in service (note that during peak periods, 2 units are joined to form a full length train)
			</td>
		</tr>
<tr>
<td>
				Stations in 14 of Melbourne’s 31 Councils
			</td>
			<td>
				Stations in 7 of Ile-de-France’s 8 departments
			</td>
		</tr>
<tr>
<td>
				3 eastern branches and 3 western branches
			</td>
			<td>
				2 eastern branches and 3 western branches
			</td>
		</tr>
<tr>
<td>
				Serves several important centres of activity: Footscray, Parkville, the central business district, St Kilda Rd
			</td>
			<td>
				Serves several important centres of activity: La Défense, the central business district, Cergy and Marne-la-Vallée
			</td>
		</tr>
<tr>
<td>
				Trains every 2 ½ minutes during peak hours on the central section
			</td>
			<td>
				Trains every 2 minutes during peak hours on the central section
			</td>
		</tr>
<tr>
<td>
				Connections with all other rail lines, and 20 out of 28 tram routes
			</td>
			<td>
				Connections with all other RER lines (except line C), and 10 out of 14 lines of the metro
			</td>
		</tr>
<tr>
<td>
				A commercial speed of ~55 kph 6
			</td>
			<td>
				A commercial speed of 49 kph
			</td>
		</tr>
<tr>
<td>
				Part of a network comprising 7 lines
			</td>
			<td>
				Part of a network comprising 5 lines
			</td>
		</tr>
</tbody></table>
 
1 Based on Stage 4 network as shown in PTV Rail Plan, unless otherwise stated
2 Information from <a href="http://www.ratp.fr/">www.ratp.fr</a>, unless otherwise stated
3 From 2013 timetable for Sunbury, Pakenham, Cranbourne lines
4 Approximate distances to GPO, from satellite images
5 Approximate distances to Chatelet, from satellite images
6 Travel time calculated using existing off-peak timetable, estimated for new lines.
 
Phil Sturrock is an independent Transport Consultant who has previously worked for the Victorian Department of Transport, VicRoads and Transport for London.
 
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