One of North Sydney's best-known commercial buildings could become hundreds of new homes, with insurance giant Zurich Australia lodging a State Significant Development Application (SSDA) to transform 5 Blue Street into a mixed-use residential development above North Sydney Station.

Rather than demolishing the existing building and starting again, Zurich is proposing an adaptive reuse project that would convert the landmark office building into a 15-level residential development delivering 62 apartments, 86 affordable co-living dwellings, activated retail and significant upgrades to the Blue Street Plaza.

The proposal reflects a growing trend of commercial property owners repositioning ageing office assets into residential housing as Sydney grapples with housing supply shortages and changing workplace demand.

<img alt="Zurich" data-entity-type="file" data-entity-uuid="0bba7d12-06dc-4375-aad7-238c94b21ac5" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-22%20at%2010.42.05%E2%80%AFAM.png?VersionId=NJl5oLAEBDGuPmY3RnyliKODjMc8lvRh" />

Located directly above North Sydney Metro and train station, the 3,051 sqm site occupies one of the most strategically positioned parcels of land on Sydney's Lower North Shore.

Designed by fjcstudio, the proposal seeks to retain and adapt much of the existing structure while creating a contemporary residential address that better connects with the public domain surrounding North Sydney Station.

The application proposes two basement levels, ground floor retail, affordable co-living accommodation across the podium levels, and apartments above, while preserving and enhancing the publicly accessible Blue Street Plaza.

Rather than pursuing maximum apartment numbers, Zurich has opted for a housing mix heavily weighted towards larger owner-occupier residences.

The proposal includes 62 build-to-sell apartments comprising 12 one-bedroom, 19 two-bedroom, 29 three-bedroom apartments and two premium penthouses. It also incorporates 86 affordable co-living dwellings, which would be managed in perpetuity by a Community Housing Provider.

That balance between traditional apartments and affordable housing reflects the NSW Government's push to increase housing diversity around major transport infrastructure.

The proposal has been lodged concurrently with a rezoning application, with Zurich arguing the site is ideally positioned to support additional housing given its immediate proximity to public transport, employment and services.

"The proposal aims to respond to the housing challenges facing Sydney through the delivery of diverse housing types in a highly accessible location," the design report by fjcstudio states. It also seeks to improve pedestrian amenity through upgrades to Blue Street Plaza while creating a high-performing residential building that responds to the surrounding context.

<img alt="Zurich" data-entity-type="file" data-entity-uuid="36082e15-c636-4481-bb68-5a5f6443fe39" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-22%20at%2010.41.36%E2%80%AFAM.png?VersionId=5P6VD.fvmqjQfIG3TWWMRXxQWiQBjeFB" />

Rather than replacing the commercial building, fjcstudio has developed a design that works with the existing structural framework above the rail corridor, an approach that significantly reduces demolition while allowing the site to be repositioned as a mixed-use residential precinct.

The existing structural constraints have informed much of the building's design, including its relationship with Blue Street and surrounding public spaces.

The building has been designed as a slender tower rising above a clearly defined podium, with vertically expressed façades intended to reduce the perceived bulk while reinforcing North Sydney's emerging skyline.

According to fjcstudio, the architectural language responds directly to the surrounding commercial towers while maintaining a finer grain expression more closely aligned with the neighbouring Lavender Bay streetscape.

The tower incorporates articulated façade elements, landscaped podium edges and recessed upper levels to soften its appearance and improve pedestrian amenity below.

A significant component of the proposal is the revitalisation of Blue Street Plaza.

The existing public space has long served as one of the primary pedestrian connections between North Sydney Station, Greenwood Plaza and Blue Street, yet its role is expected to become even more important following the opening of Sydney Metro.

Zurich's proposal seeks to strengthen that role by improving landscaping, introducing new retail frontages, enhancing pedestrian permeability and creating more active edges throughout the day and evening.

Ground floor retail would wrap the plaza, while separate residential and co-living entries have been designed to improve wayfinding without reducing street activation.

Landscape design has been integrated throughout the podium and public realm, softening what is currently one of the most heavily urbanised parts of North Sydney.

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fjcstudio has carefully oriented apartments towards Sydney Harbour and the CBD while using privacy blades and articulated façades to minimise overlooking between neighbouring buildings.

Large framed openings along the western elevation maximise harbour outlooks, while the eastern apartments have been angled towards the south-east to improve privacy from neighbouring development.

The project forms part of the continuing transformation of North Sydney from a predominantly commercial CBD into a genuine mixed-use city centre.

Since the completion of Victoria Cross Metro Station, developers have increasingly shifted their attention towards residential projects capable of leveraging the area's unparalleled transport connectivity.

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FiveX recently lodged plans for a 61-storey, 490-apartment tower that would become one of the tallest residential buildings in North Sydney if approved.

Aqualand continues to expand its Lower North Shore presence following the completion of AURA on Walker Street and its recent St Leonards and Roseville proposals.

Developers are also progressing projects throughout Walker Street, Miller Street and the Victoria Cross precinct as demand for well-located owner-occupier apartments continues to strengthen.

Joel Robinson

First look: Zurich targets North Sydney office conversion with 148-unit proposal above Metro station

Busy developer Aqualand Prestige has formally taken the next step in its expansion across Sydney's Lower North Shore, lodging a State Significant Development Application (SSDA) for its long-held Archer Street site in Chatswood.

The application covers <a href="https://www.apartments.com.au/new-apartments/51-55-archer-street-chatswood-nsw-2067">51-55 Archer Street</a>, a 1,767 sqm amalgamated site on the eastern edge of the Chatswood CBD, where the developer is seeking approval for a 45-level mixed-use tower delivering 114 apartments, including a significant affordable housing component, alongside retail, commercial space and six basement levels of parking.

The SSDA marks the latest milestone for a project Aqualand has been quietly progressing over the past two years. The developer first secured the site for its Aqualand Prestige platform before undertaking an alternative design excellence process with PTW Architects, ultimately avoiding a formal design competition through the Housing Delivery Authority pathway.

The proposal has evolved considerably from Aqualand's original concept. The revised scheme has been designed around larger owner-occupier product, with an unusually high proportion of three and four-bedroom apartments, targeting the more affluent buyer profile, and downsizer, emerging across the North Shore.

<img alt="Archer St" data-entity-type="file" data-entity-uuid="0171204c-5811-41b5-9b09-2335d1b7c3d0" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-22%20at%208.52.48%E2%80%AFAM.png?VersionId=6YTuxfq.puZo7k2wbfgemcO5K3QfXYGQ" />

The 114-apartment mix comprises six studios, 27 one-bedroom apartments, 18 two-bedroom apartments, 50 three-bedroom residences and 13 four-bedroom homes. A quarter of the building will be dedicated to affordable housing, well above the mandated 15 per cent&nbsp;

PTW has structured the building vertically, with affordable housing across levels one to six, premium apartments through levels seven to 31, duplex skyhomes on klevels 32 to 43, a penthouse on level 44, and a rooftop plant level above. Six basement levels will provide resident parking and servicing.

The tower is proposed to reach approximately 154 metres, placing it among a growing collection of residential high-rises transforming Chatswood's skyline.

Rather than competing purely on height, PTW says the design has been driven by creating a slimmer tower capable of delivering significantly larger apartments.

"The primary objective of this project was to create a distinctive building that stands out from the recently approved or built structures in the Chatswood area," the design report states, noting the structural efficiency allows greater investment into apartment quality and resident amenity.

Residents would have access to more than 450 sqm of communal open space including landscaped gardens, swimming pool, rooftop entertaining areas, fitness spaces, community gardens, children's play areas and barbecue facilities.

A major focus of the design has been the public domain.

The ground plane has been opened up through landscaped terraces inspired by Willoughby's sandstone ridges, with native planting, public seating, artwork, retail activation and a series of gathering spaces intended to soften what has traditionally been a hard commercial streetscape.

The landscape strategy references Blue Gum forests once common throughout the area, while incorporating Indigenous storytelling, public art and lighting installations to strengthen the connection to Country.

Chatswood has been one of Sydney's busiest apartment markets over the past 12 months, with a steady pipeline of both new project launches and fresh development applications.

Hyecorp recently launched Celine, a 122-apartment development just along Archer Street, while Changfa and Huirong Group are progressing The Anderson, an 84-apartment project on Anderson Street.

Develotek recently secured approval for a 101-apartment tower on Pacific Highway, while Tian An LFD received the green light for Hammond Greens, its apartment development on the edge of the Chatswood Bowling Club.

Commercial property developer FiveX is also making its move into the residential market. Last month it lodged plans for a 61-storey tower with 490 apartments, which, if approved, would become one of the tallest residential buildings in Chatswood.

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/first-look-fivex-targets-chatswood-skyline-with-61-storey-tower-after-north-sydney-plans">First look: FiveX targets Chatswood skyline with 61-storey tower after North Sydney plans</a>

Aqualand is also expanding its development pipeline following the launch of its luxury residential brand, Aqualand Prestige. The developer has delivered a string of high-end apartment projects across Sydney's affluent suburbs over the past decade, most recently AURA by Aqualand on Walker Street in North Sydney.

[smartcode_project:default project_id=30959 project_image_fid=292863]

It has since quietly assembled its next wave of projects.

Earlier this year Aqualand launched Boronia in Roseville, a boutique 111-apartment development on Larkin Street. The project is one of the first significant apartment developments to launch in the suburb ahead of what is expected to become one of Sydney's most active new housing precincts under the NSW Government's Low and Mid-Rise Housing reforms, which allow greater density around train stations.

[smartcode_project:default project_id=152095 project_image_fid=373685]

The developer has also lodged plans for a two-tower, 413-apartment development on Herbert Street in nearby St Leonards, further strengthening its presence across the Lower North Shore.

Beyond that, Aqualand remains behind the final stage of Barangaroo, where plans will deliver a five-hectare mixed-use precinct comprising new homes, retail, hospitality and community facilities, alongside a new Metro entrance and more than two hectares of public open space, completing the Barangaroo precinct.

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/central-barangaroo-development-takes-big-step-with-concept-proposal-approval">Central Barangaroo development takes big step with concept proposal approval</a>

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/first-look-aqualand-joins-st-leonards-apartment-party">First look: Aqualand joins St Leonards apartment party</a> 
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First look: Aqualand pushes ahead with Chatswood apartment tower as SSDA lodged for Archer Street

Mass timber is becoming an increasingly popular construction material in apartment developments, but Adelaide developer <a href="https://www.apartments.com.au/developers/otello">Otello</a> is taking the approach a step further.

At its new <a href="https://www.apartments.com.au/new-apartments/flowe-bowden-18-gibson-street-bowden-sa-5007">Flowe Bowden</a> development, the exposed cross-laminated timber (CLT) structure isn't just about reducing the building's environmental footprint. It also forms the foundation of a broader wellness strategy, influencing everything from indoor air quality and natural materials to the way residents move through and experience the building.

The 115-apartment mixed-use development, designed by Melbourne-based architecture practice Fieldwork, will occupy a prominent island site opposite Bowden Village Reserve, combining one, two and three-bedroom apartments with retail and a dedicated wellness destination.

[smartcode_project:default project_id=152022 project_image_fid=375528]

Wellness isn't confined to a gym or shared resident facility at Flowe. Instead, Fieldwork embedded the concept into the building itself.

The development has been split into two residential wings connected by a naturally ventilated central breezeway, replacing traditional enclosed corridors with open-air walkways that improve natural light, encourage cross ventilation and create more opportunities for neighbourly interaction.

"Rather than treating wellness as something that only happens on the ground floor, our response integrates it throughout the building, which led us to ask what it really means to design a healthy building," Fieldwork Director Quino Holland said.

[smartcode_project:default project_id=152022 project_image_fid=375531]

The building's architecture also reflects Bowden's industrial heritage. The lower podium references the area's historic brick and sandstone buildings, while the upper levels transition to exposed CLT, allowing the timber structure to become a defining feature throughout the apartments and shared spaces.

The use of mass timber sits alongside a range of sustainability initiatives, including a fully electric, gas-free design, rooftop solar and a targeted 5 Star Green Star rating.

[smartcode_project:default project_id=152022 project_image_fid=375524]

Inside the residences, the focus remains on natural, durable materials. Blackbutt engineered timber flooring, exposed CLT ceilings, porcelain surfaces and warm timber joinery create a calming interior palette, while low-VOC finishes and responsibly sourced materials have been selected to improve indoor air quality.

Kitchens have been designed as the centrepiece of each apartment, featuring porcelain island benchtops, timber-look cabinetry and brushed steel tapware, with layouts that maximise natural light and ventilation.

[smartcode_project:default project_id=152022 project_image_fid=375530]

The more traditional interpretation of wellness comes in the form of Level Eleven, a two-storey wellness club spanning the ground floor, mezzanine and first floor.

The facility will include a gym, yoga and reformer Pilates studios, Finnish and infrared saunas, magnesium hot and cold plunge pools, and dedicated recovery spaces. Unlike many residential wellness facilities, Level Eleven will also operate commercially, allowing the broader Bowden community to access the venue while giving residents exclusive membership benefits.

The ground floor has also been designed around everyday living. A café overlooking Bowden Village Reserve will activate the street frontage, while a bike workshop with tool storage, co-working space and dog wash has been incorporated to support daily routines and encourage interaction between residents.

"Flowe brings together my two biggest passions, creating places and creating healthier lives," Otello founder Daniel Harris said.

"We wanted to create something Adelaide hasn't seen before, a genuinely healthy building, where the way you live is lifted without even trying."

Flowe is positioned directly opposite Bowden Village Reserve and within walking distance of Bowden Railway Station and the Adelaide Entertainment Centre, placing future residents just minutes from the Adelaide CBD while remaining connected to one of the city's most established urban renewal precincts.

[smartcode_project_cta:default project_id=152022]

Otello launches wellness-focused Flowe Bowden with Adelaide-first mass timber apartment design

Not all apartment amenities are immediately visible.

Swimming pools, gyms, rooftop terraces and residents' lounges have long featured on buyers' wishlists, but as the way Australians live has changed, so too have the features that make apartment living more convenient.

Increasingly, buyers are placing value on the practical aspects of day-to-day life. Fast internet, EV charging, secure bike storage, flexible workspaces and parcel management are becoming just as relevant as lifestyle amenities, reflecting changing habits and expectations.

Online shopping has been one of the biggest drivers of that shift.

Australians spent a record $82.6 billion shopping online in 2025, with almost one in every four retail dollars now spent digitally, making parcel deliveries a routine part of everyday life rather than an occasional convenience.

For apartment residents, however, receiving those deliveries isn't always straightforward.

Without someone home to accept a parcel, deliveries can be redirected to a nearby Post Office, left in building foyers or common areas, or require building management to temporarily store packages. As apartment living continues to grow across Australia's cities, parcel management has become an increasingly important consideration for both residents and developers.

Australia Post's Parcel Locker network is one response to that shift.

<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/KPZ9j5FRdsQ?si=Qztc1dNP3ZvEIUhb" title="YouTube video player" width="560"></iframe>

Rather than relying on home delivery, eligible parcels can be directed to a nominated Parcel Locker, where they're securely stored until collected. Once a parcel arrives, residents receive a notification through the AusPost app or SMS and can retrieve it using a one-time code or QR code at a time that suits them.

The network has expanded to more than 1,500 locations nationwide, with Parcel Lockers positioned at Post Offices, shopping centres, supermarkets, transport hubs and, increasingly, within or alongside residential developments.

That growing presence reflects a broader change in how apartment buildings are being planned.

Developers are increasingly considering the operational side of apartment living alongside traditional lifestyle amenities. Just as secure mailrooms, bicycle storage and EV charging have become more common inclusions, parcel management is emerging as another feature that supports everyday convenience.

It also helps preserve the arrival experience within a building. Carefully designed lobbies and communal spaces can quickly become cluttered when deliveries accumulate, while secure parcel solutions reduce the likelihood of missed deliveries or parcels being left unattended.

For buyers comparing apartments, these everyday details are becoming part of the decision-making process.

Location, floorplans and finishes remain fundamental, but the features that simplify daily life are carrying greater weight than they once did. As online shopping continues to shape consumer behaviour, secure parcel delivery is increasingly becoming another amenity worth looking for.

Parcel delivery is joining the apartment amenity checklist

Inca Property Group has lodged a State Significant Development Application (SSDA) for Dawn, a 53-apartment oceanfront development overlooking Mona Vale Beach.

The proposal, at 35-39 Darley Street East, would replace an existing 18-apartment strata building with a new owner-occupier-focused development comprising 53 two and three-bedroom apartments, including nine affordable built-to-rent residences delivered under the State's infill affordable housing scheme.

Positioned on a 2,679 sqm elevated site around 280 metres from Mona Vale Beach, the development has been designed to maximise panoramic ocean views while responding to the site's sloping topography.

<a href="https://www.apartments.com.au/developers/inca-property-group">Inca Property Group</a> Managing Director Josh Thompson said the State Significant pathway provided greater certainty for projects of this scale.

"This State Significant pathway gives the team real certainty to progress <a href="https://www.apartments.com.au/new-apartments/dawn-35-39-darley-street-east-mona-vale-nsw-2103">Dawn</a> through to completion," Thompson said.

"It allows us to acquire a one-off site, design it carefully and deliver the right offering for the suburb, assessed by the NSW Government's planning department."

The project is one of the first developments in the area to be assessed under the NSW Government's Low and Mid-Rise Housing policy, with the site sitting on the edge of the policy's designated inner area.

The proposal includes three basement levels providing 124 car spaces, alongside a range of resident amenities including a swimming pool, gym, sauna, wellness facilities and private plunge pools for selected ground-floor and penthouse apartments.

<img alt="Dawn" data-entity-type="file" data-entity-uuid="fc1a1daf-0ce4-4f12-9076-b1fa553c7a91" src="https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/Screenshot%202026-07-21%20at%208.42.11%E2%80%AFAM.png?VersionId=4GZ9h.gpNkTljbxyAET8Jfhv51XUamDm" />

Thompson said Dawn had been designed specifically for owner-occupiers and downsizers, a buyer profile that has driven demand across Inca's recent Upper North Shore developments.

"The majority of buyers in our recent North Shore projects have been downsizers, and we are learning exactly what this market is looking for. Beyond the location itself, we have included resort-style amenities to deliver a genuine lifestyle offering," Thompson said.

Located within walking distance of Mona Vale Beach, the town centre, Mona Vale Golf Club and the Royal Motor Yacht Club, Dawn represents Inca's first Northern Beaches project following the sell-out of Tara on Park in Waitara and Ellis Residences, currently under construction in St Ives.

Construction will be undertaken by Inca's in-house construction arm, GOP Constructions.

Dawn is the latest major apartment proposal for Mona Vale, with the suburb emerging as one of the key beneficiaries of the NSW Government's new Low and Mid-Rise Housing policy.

New developer One Living, led by industry veteran Joseph Scuderi, recently secured a site on Mona Vale Road, on the border of Mona Vale and Pymble, where it is planning around 140 apartments.

IPM is also planning its third project in Mona Vale, significantly increasing the scale of its previous developments with an 82-apartment proposal at <a href="https://www.apartments.com.au/new-apartments/159-167-darley-street-west-mona-vale-nsw-2103">159-167 Darley Street West</a>, opposite Bayview Golf Course and less than 800 metres from Mona Vale town centre.

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/one-living-enters-sydneys-new-apartment-market-with-northern-beaches-site-acquisition">One Living enters Sydney's new apartment market with Northern Beaches site acquisition</a>

Read more:&nbsp;<a href="https://www.apartments.com.au/news/nsw/first-look-ipm-plans-third-mona-vale-project">First look: IPM plans third Mona Vale project</a>

First look: Inca eyes Mona Vale with State Significant DA for Dawn apartments

Regional Rail

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Yesterday's budget contained a not-so-insignificant amount allocated to the procurement of more rail vehicles for both the tram network and the regional V/Line network.

$218.1 million has been set aside to order 10 more E-class trams on top of the 20 that were announced and ordered in last year's budget.

The tranche of 50 E-class trams that were from the original order have now all been delivered and Bombardier are now working on the next tranche of 20.

Introducing the E-class trams has seen both the Southbank and Preston depots upgraded and expanded to house the larger vehicles. Budget documents released yesterday mention that the money allocated will also be used to further upgrade existing network infrastructure.

Foreshadowed through the planning and tendering process for the level crossing removal projects, a price tag for the new stabling facility at Kananook has surfaced: $187.4 million.

As part of the Carrum level crossing removal project, which is set to have a new elevated viaduct and station built, the existing train stabling yards have to be removed and will be relocated to Kananook.

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On the regional rail network, Bombardier is set to receive another order for more VLocity train sets as the Victorian Government has allocated $311.1 million for 39 new carriages.

First introduced for the regional fast rail project over a decade ago, VLocity trains have evolved over time from being two-carriage trains at the beginning, to now where all new train sets are configured with two power cars and a trailer car.

Each new VLocity train (three carriages) have 220 seats and the 39 new carriages will translate into 13 new train sets, on top of the nine train sets that were funded and ordered in last year's budget.

At present, V/Line trains to Albury operate over the interstate standard gauge network and yesterday's budget has allocated funds to plan for the introduction of new rolling stock for this specific line. No doubt this will be a sub-fleet of VLocity trains, configured for the standard gauge network.

<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/vlo_wong_sx_1.png" rel="gallery-all" title="A VLocity train at Southern Cross. Image Marcus Wong"><img alt="" class="image-article-full-width-580px" height="387" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/vlo_wong_sx_1.png?itok=jpDM7qDP" title="A VLocity train at Southern Cross. Image Marcus Wong" width="580"></a>

<figcaption>A VLocity train at Southern Cross. Image <a href="https://railgallery.wongm.com/vline-southern-cross/F107_0229.jpg">Marcus Wong</a></figcaption></figure>Planning for the upgrade to the Hurstbridge line beyond the works already announced and budgeted for (tunnel duplication between Heidelberg and Rosanna as well as the Lower Plenty Road level crossing removal) was also allocated $5 million in yesterday's budget. This second upgrade is likely to plan for the works involved in duplicating the rail line beyond Greensborough toward Eltham.

To view more of the initiatives announced yesterday as part of the Treasurer's speech, see the <a href="https://www.budget.vic.gov.au/">budget.vic.gov.au website</a>.

Lead image credit: <a href="https://en.wikipedia.org/wiki/E-class_Melbourne_tram">Wikipedia</a>
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Alastair Taylor

Victorian budget 2017: more new trams and trains on the way

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<h2>Comment</h2>

The finger-pointing which has surfaced in the reporting of V/Line's ongoing troubles with excessive wheel wear on its fleet of VLocity trains has sparked an interesting discussion in article comment and forum threads all around the Internet.

For instance <a href="http://www.theage.com.au/victoria/vline-crisis-began-with-regional-rail-link-cutbacks-five-years-ago-20160202-gmjsen">this piece</a> in The Age has this standout comment:

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The feedback on the article continues to indicate poor decision making by Government directed appointees. It is doubtful whether lowering of service delivery outcomes is only a Corey Hannett decision. He will have been directed by the Ministers of the time.

The answer that the project was all about separating regional and metro railway line services beggars belief. Nothing about Levels of Service (LoS)?
<cite><a href="http://www.theage.com.au/victoria/vline-crisis-began-with-regional-rail-link-cutbacks-five-years-ago-20160202-gmjsen">The Age</a> user oz4lca, Princes Hill, 2016-02-03 9:17AM</cite>
</blockquote>

The components which were reportedly cost managed out of the Regional Rail Link five years ago - using and upgrading the existing North Melbourne flyover, the use of a flat-bed junction instead of a flyover junction at Deer Park and leaving in place multiple level crossings on the Sunshine-Deer Park section - appear to be affecting service levels.

Anecdotal reports of a choke point at the Deer Park junction of the Ballarat and Geelong lines and claims that the North Melbourne flyover is responsible for the excessive wheel wear on the VLocity fleet neatly all point back to hard infrastructure issues. The rail project may have come in under budget at $3.65 billion however the pride in that achievement is all but lost should the V/Line issues indeed eventually get attributed to aspects of cost-cutting on the Regional Rail Link project.

Clearly lessons will be learnt in some form or another and hopefully they can be learned in time to ensure the scope of the Melbourne Metro Rail project and the Dandenong corridor level crossing removal projects do not end up in the same boat.

The Age report from two days ago also mentions there is a push by transport experts to expand the Caulfield-Dandenong corridor from two tracks to four as part of the level crossing removal projects currently at tender.

However before there is a debate on the pros and cons of quadruplicating the Dandenong corridor, what types of services do we want to run in this corridor? The want question needs to be answered first before the need question: what is the vision for this railway line?

Is the push to quadruplicate track just about giving outer-suburban commuters to the city a faster journey or is it based on a broader vision for driving investment into centres along the line, perhaps taking the decentralisation and concentration of jobs in suburban centres like Dandenong to the next level?

We know the arc between Pakenham and Cranbourne is the only remaining area in the south east which has room within the urban growth boundary for more suburban development and that therefore will translate into a need for more capacity on the Dandenong corridor to carry more people into the city under supposed status quo scenario.

However do we want to simply plan for forecast demand, lure more people out of their cars onto the public transport network or both?

If we are only planning to cater for forecast demand then it is going to take a long time to fill up the capacity of the Dandenong corridor given it only has 16 services utilising the rail line during weekday peak at present and notwithstanding 1-2 Traralgon V/Line services during peak, when the Melbourne Metro Rail tunnel comes online, coupled with a new signalling system, 24-28 trains per hour could theoretically be possible.

If we are planing to cater for forecast demand and make great strides to entice people out of their cars to increase the mode share of Public Transport then yes, express services running frequently at the same time as frequent stopping-all-services on four tracks on the Dandenong corridor will probably be needed.

The previous Labor Government was happy to spruik its vision of achieving 20% of total motorised transport mode share on Public Transport by 2020 yet the current Labor Government has not alluded to anything like this.

Insofar as we have been made aware that Infrastructure Victoria is the way toward greater depoliticisation of infrastructure planning in the state, the transport components of the authority's 30 year strategy should be guided by a similar vision to that of the previous Larbor Government just with more oompf, like aiming for 30% or 40% public transport mode share over the next 30 years. 

Aiming for a higher mode share means that forecast demand for public transport under the status quo and even more increased demand from luring people out of their cars must be planned and catered for and only then will a hard infrastructure debate about quadruplicating the Dandenong corridor be framed in the right context.

Lead image credit: <a href="https://en.wikipedia.org/wiki/Westall_railway_station">Wikipedia</a>.
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V/Line, wheel flanges and where to for the vision of the Dandenong rail corridor

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The entire 47.5km Regional Rail Link will become fully operational on Sunday June 21 with Public Transport Minister Jacinta Allan today announcing the new timetable changes necessary for services to start using the entire line.

Amongst the highlights: the Geelong line will see an extra 200 services a week translating into a train near-on every 10 minutes in the morning peak departing Geelong for Southern Cross and the same in afternoon peaks departing Southern Cross for Geelong to cater for commuter demand. In off-peak periods trains will run every 20 minutes.

The Regional Rail link project, apart from the dedicated regional traffic tracks from Sunshine to Southern Cross, will link the Geelong line to the Ballarat line. Ballarat will see an extra service in the morning and afternoon peaks, Bacchus Marsh will have four extra services stop during peaks and Deer Park station will see services stop at that station every 20 minutes as opposed to every 2 hours at present.

Geelong services during the weekdays will have a few different categories of stopping patterns with stopping all stations (excluding Deer Park and Ardeer where Geelong line services will share track with but the services will be operated by the Ballarat line), semi-express and express.

According to the timetable <a href="https://www.propertyobserver.com.au/http://ptv.vic.gov.au/timetables/linemain/1745">now viewable on PTV's site</a>, the flagship express trains originate at Waurn Ponds and stop at every suburban Geelong station and upon departing the northern end of the Geelong metro at Lara, the trains will run non-stop to Sunshine with another archetypal 'drop off only' stop at Footscray before arriving at Southern Cross. End to end the journey is timetabled to take 1 hour 11 minutes from Geelong's south western extremity in Waurn Ponds to the city; Geelong to Southern Cross is timetabled at 56 minutes.

With an approximate distance of 80km from Geelong Station to Southern Cross via the Regional Rail Link and a timetabled journey of 56 minutes, that represents an average speed of 86kph.

There are two new stations inside Metropolitan Melbourne which will see regional services: Wyndham Vale station is set to see a 10 minute frequency of service in peaks, 20 minute service frequency in off-peak on weekdays and Tarneit will see 20 minute service frequencies in peak and off-peak.

Turning to the weekend timetables the new tracks will not see nowhere near as many trains per hour as they will during the weekdays with hourly stopping-all-station services the only fixture, excluding the two trains which originate in Warnambool, for both Saturdays and Sundays.

The journey time for stopping all stations trains from Geelong to Southern Cross is 1 hour and 2 minutes.

Perhaps the biggest Public Transport service change is occurring not on the rails but on the roads with an enormous bus service increase through Wyndham. Despite some 'neighbourhood' routes still squiggling their way through suburban back streets, when you <a href="http://ptv.vic.gov.au/assets/Maps/Wyndham_2015_LAM.pdf">eyeball the Wyndham map</a> published on PTV's site a robust mesh of routes now exists between the two new Geelong line stations and Werribee, Hoppers Crossing and Williams Landing stations.

According to the summary of network changes on PTV's site, an extra 2300 bus trips will be made each week bringing the total up to 7900 from 6300.

Here's the last flyover video from August 2014 of the Regional Rail Link's posted on the project's website.

<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="https://www.youtube.com/embed/gcfFVpzp9JU?list=PLDAB91AC089894864" width="100%"></iframe>

Lead image credit: <a href="http://www.regionalraillink.vic.gov.au/">regionalraillink.vic.gov.au</a>
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Timetables for the Regional Rail Link announced

<html><body>
Over the July school holidays major works are to be carried out in order to finalise the Sunshine to Southern Cross section of the <a href="http://www.regionalraillink.vic.gov.au/" target="_blank">Regional Rail Link</a> project. Bendigo and Ballarat <a href="http://www.regionalraillink.vic.gov.au/news/june2014" target="_blank">train services will be replaced by coaches between Saturday 28th June and Tuesday July 15th</a> in order to allow the Regional Rail Link authority and its contractors to complete track and signal installation.

The shutdown period is also set to include testing and commissioning works between North Melbourne and Southern Cross, driver familiarisation trips and noise barrier installation in West Melbourne.

Once the shutdown period has ended, Bendigo and Ballarat V/Line services will then begin to use the new track that has been under construction for the past few years between Sunshine and Southern Cross, marking the first segregation of Metro and V/Line rail traffic inside metropolitan Melbourne.

Bendigo and Ballarat trains will also start to utilise the new platform infrastructure at Footscray and Sunshine stations and the rebuilt North Melbourne flyover will also see V/Line trains cross Metro services to enter regional platforms at Southern Cross unhindered.

A spokesman for the Regional Rail Link commented the greenfields section between West Werribee and Deer Park is scheduled, weather and other construction-related risk permitting, to be complete by the end of the year with Geelong services using the new track in early 2015.

<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/IMG_8106.jpg" rel="gallery-all" title="Works on the new signalling infrastructure at Sunshine in January 2014 - Image credit www.regionalraillink.vic.gov.au"><img alt="" class="image-article-full-width-580px" src="/sites/urbanmelbourne.info/files/styles/article_full_width_580px/public/pictures/article-images/IMG_8106.jpg?itok=mQEW_YGv" style="height:387px; width:580px" title="Works on the new signaling infrastructure at Sunshine in January 2014 - Image credit www.regionalraillink.vic.gov.au"></a>
<figcaption>Works on the new signalling infrastructure at Sunshine in January 2014 - Image credit <a href="http://www.regionalraillink.vic.gov.au/news/images?result_92818_result_page=2" target="_blank">www.regionalraillink.vic.gov.au</a></figcaption></figure><h2>Comment</h2>

While the benefit likely to kick in after the July shutdown is limited to a mainly modest operational one, within 6 to 12 months construction, testing and driver familiarisation will be complete on the entire project and PTV will have rolled out its new V/Line and Metro timetable. As the project name itself suggests, the biggest beneficiary for the Regional Rail Link is the regional passengers travelling beyond metro's footprint and traveling inter-city but it is the metro side which will have the greatest impact on reducing congestion and driving new development investment into Melbourne's West.

One on hand, Werribee and Williamstown line commuters are likely to benefit the most early next year as all Geelong trains are to be diverted via the new track opening up the existing corridor to increased capacity. One thing to watch around the time the new timetables take effect in 2015 (and thereafter) is whether or not planning application activity throughout the rail corridors in Maribyrnong, Hobsons Bay and Wyndham sees an uptick.

By early 2015, increased levels of service on the Werribee and Williamstown lines will arrive conveniently after the new planning zones are bedded down; more mass transport capacity and planning certainty is a match made in heaven for increasing densities. This, of course, does hinge on whether PTV actually do increase services over what currently operates - caveat emptor!

Yet on the other hand it's telling the largest rail project in living memory is coming to its conclusion and thanks to a balance transport policy mentality in a extremely unbalanced transport modal share situation we have in Melbourne(1), we are realistically another 10 years away(2) from seeing the full benefits on the Metro side for those who live or plan to invest along the Sunbury line.

Footscray wins no matter which way you look at it: increasing levels of service on the Werribee and Williamstown line will enhance the attractiveness to increase development investment. But Brimbank, which has <a href="https://stratus.pbondemand.com.au/connect/brimbank/?mapcfg=NewResidentialZones" target="_blank">liberally deployed the Residential Growth Zone and General Residential Zone around Sunshine, St. Albans and Watergardens</a>, has a less bright - more delayed - urban development future hanging over it.

The three North and North Western lines - Sunbury (9), Craigieburn (9) and Upfield (3 services in the afternoon peak) - are not far off maxing out the capacity in the loop tunnel they currently use and unless one is removed from the loop there's likely to be little uplift in Metro services under the status quo.

The question: Why weren't the Melbourne Metro (now Melbourne Rail Link) plans finalised in the first or second year of the current Government - and funding prioritised so construction could start sooner - utilising the labour deployed on the Regional Rail Link as the project wound down?

There are many answers, some more cynical than others, feel free to leave yours in the comments section below.

(1) I'm referring to the anti-urban East-West link and the amount of funds it will suck from the infrastructure purse over the next decade.

(2) When the Melbourne Rail Link, or who knows which next iteration, is complete and operating.

Lead image credit: www.regionalraillink.vic.gov.au
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It begins - Regional Rail Link benefits start to flow in July

<html><body>
The Department of Transport, Planning and Local Infrastructure have published a nine minute video update on the Regional Rail Link project through their <a href="https://www.youtube.com/user/TransportVic" target="_blank">YouTube channel</a>.
For convenience, the video is embedded below.
<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="//www.youtube.com/embed/lkQwYImAwEw" width="100%"></iframe>
The authority also published its most recent monthly route flyover update - March 2014.
<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="//www.youtube.com/embed/tQuKcuGNUbM?list=UUBiDB8PFA8Q42d1w5RzwanA" width="100%"></iframe>
Credit where credit is due, the sheer breadth of construction coverage has been outstanding and Apartments.com.au hopes this policy (and funding) is equally applied to all future transport infrastructure projects.
Lead image credit: <a href="http://www.regionalraillink.vic.gov.au/news/images" target="_blank">regionalraillink.vic.gov.au</a>.
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Government authority publishes Regional Rail Link project video update

<html><body>
The latest incarnation of Footscray station is starting to take shape as the Regional Rail Link upgrade works steam along towards an early 2015 completion date. It looks amazing - proof that rail infrastructure can look stylish as well as be functional. Traditionally dark and dingy and a hangout for gangs and junkies, it's now a modern, stylish beacon that the residents of Footscray can be proud of.

This is technically the second upgrade in the last four years.

In 2009 the shops on the station side of Irving St were removed, and a new bridge erected, the bulk of which remains today. Almost as soon as the upgrade was complete, the Regional Rail Link was announced requiring two extra platforms to be added to the existing four. As a consequence, the bridge was lengthened, whilst all the stairs leading to the platforms were removed and replaced with a combination of escalators, ramps and new stairs.

The leaking bridge tunnel roof was patched up, and a new concourse and ticket office has been built at the Irving St entrance. The new platform 1 building's colour scheme and form looks bold and modern whilst remaining respectful of the original buildings on platforms 2/3 and 4/5. A major bus interchange will run the length of Irving St, whilst an already upgraded tram terminus is located across the road on the corner of Leeds St.

Complimenting the new station development is the construction of Footscray's first real skyscraper. An office tower built on the adjoining McNab Avenue precinct, it will house the government departments of State Trustees and City West Water bringing many welcome jobs to Footscray.

Two future residential towers are also planned for the precinct with some cafes/basic retail adding some street level activation. The State Trustees tower is close to completion and makes for a stunning backdrop giving commuters approaching the area an impression of a fast rejuvenating Footscray.

Whilst the removal of the shops was controversial, it added some much needed light and open feel to the area. However one trader has survived - the ubiquitous and world famous Olympic Doughnuts. South East Asia may have fried crickets, New York may have cronuts, but Footscray has jam doughnuts to die for, an institution in the West for over 30 years.

So when it faced the prospect of eviction during the station works, the Regional Rail Link project team moved swiftly to accommodate them, thus saving themselves from the prospect of a riot on their hands. Given the roaring trade the little doughnut van does every day, it was a smart move indeed.

So when the station upgrade is complete, and Regional Rail Link trains start flowing through, I highly recommend you come down and check it out. Projects like this can transform the face of a suburb, and go a long way to changing the negative perceptions it may have.

Come to admire the station design, but stay for the doughnuts!

Martin Mankowski is a local resident and Apartments.com.au's honourary Footscray correspondent.

Photos captured by Mark Baljak.
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TheHeadOnTheDoor

Footscray Station update - Where's the doughnuts?

<html><body>
....in the form of the <a href="http://www.regionalraillink.vic.gov.au/home" target="_blank">Regional Rail Link</a>.

<h2>What is the RRL and how is it relevant?</h2>

The Regional Rail Link (RRL) project is a Kevin '07 stimulus project that aims to separate V/Line-regional traffic heading to Geelong, Ballarat and Bendigo from metro traffic by building one new track pair all the way from Southern Cross station to Tarneit via Footscray, Sunshine and Deer Park.

When built, all V/Line traffic heading to Geelong, Ballarat or Bendigo will use this track enabling faster regional journeys and just as important: freeing up capacity on the Werribee and Sydenham metro lines so frequencies can be increased on these lines.

In short RRL is a big shot in the arm for rail capacity in the western suburbs.

<h2>Current V/Line operations - without the RRL</h2>

The following is a snapshot of what the current timetables on the Geelong, Ballarat and Bendigo lines between 5 and 6pm on a weekday look like - it's to be expected that the same or very similar levels of service will be using the RRL once it's opened for business.

<ul>
<li>Geelong - 5 trains per hour (TPH): 4:57pm, 5:08pm, 5:21pm, 5:32pm, 5:54pm</li>
	<li>Ballarat - 4 TPH 5:07pm, 5:22pm, 5:52pm, 6:02pm</li>
	<li>Bendigo - 3 TPH 4:57pm 5:28pm 5:48pm</li>
</ul>
So by the time the RRL opens, out of a potential 24-30 train paths (a train every 2.5 minutes or 2 minutes hurtling down the RRL tracks), only 12 will be used (5 + 4 + 3)

In summary the track will only have up to 50% of its capacity used if you assume the same or similar timetable will be used upon opening.

Fast forward three decades post RRL completion and for argument's sake lets say Geelong, Ballarat and Bendigo double in population and the service level also doubles notwithstanding the option of also extending train lengths for more capacity:

<ul>
<li>Geelong 10 TPH</li>
	<li>Ballarat 5-6 TPH*</li>
	<li>Bendigo 5-6 TPH**</li>
</ul>
*By then, Melton trains won't be using the RRL tracks in the city as they'll have been electrified, and potentially even Bacchus Marsh.

**An extra Kyneton terminating train.

Assumption total: 20-22 trains per hour will be using the Regional Rail Link tracks between Southern Cross and Sunshine in three decades.

<h2>The missing link</h2>

The Bracks/Brumby governments identified the Albion corridor as their preferred corridor to link Tullamarine with the city and this has <a href="/news/questions-still-remain-on-the-melbourne-airport-rail-link-study">recently been confirmed</a> by Baillieu/Napthine government.

The recent study has shown that the favoured option is to have new track built alongside the existing freight lines, where the new track would leave the Sydenham/Bendigo corridor near Albion Station and then travel alongside the existing dual gauge freight lines.

A new bridge over the Maribyrnong River would be required, and the extra track would run under Keilor Park Drive and the Calder Freeway, at which point the line would ramp up onto an elevated section to traverse the Western Ring Road and Airport Drive and utilise the wide corridor that exists there and then come back down to earth on the southern boundary of Melbourne Airport's land at Sharps Road.

It's anticipated the line would travel through the airport land and would tunnel underground 1km before the Tullamarine Airport terminal station.

The Airport's own master plan appears to take into account an underground station, however it is curious why this is so when an elevated structure would require less capital expenditure and the airport is similarly planning to build a giant elevated road network to service the new parking facilities opposite the new Terminal 4.

<h2>Who should operate the "Tullamarine link"?</h2>

V/Line. Upgrading the signalling on the new Sunshine-Southern Cross RRL track would allow more frequent trains and why bother throwing up catenary above the RRL between the City and Sunshine (or add another branch line to the Sydenham Metro tracks) when V/Line is perfectly capable of operating the service at higher speeds than Metro?

No point adding yet another class of rail vehicle to the network to intermix with existing Metro Trains - and the Melbourne Airport rail Link (MARL) study said itself the opportunity for express services will be limited if the Airport Line mixed with Sydenham (or Craigieburn) services.

V/Line's fleet of Dandenong-built Vlocity class trains would fit the bill perfectly because V/Line trains are built for extra luggage (which airport services require).

<h2>What about V/Line-Regional operating patterns?</h2>

Well as I stated earlier, when the RRL goes live, only half the capacity will be used from day 1.

If you assume a 15 minute service from Southern Cross to the airport, that would bring the earlier total of 12 Geelong/Bendigo/Ballarat services up to 16.

If you fast forward 30 years to the regional service projections I came up with earlier, of the 20-22 Geelong/Bendigo/Ballarat trains per hour using the City-Sunshine section of the RRL plus 4-6 TPH going to the airport we're looking at finally reaching the absolute capacity.

It appears that the RRL tracks out the back of Werribee will be used for stopping trains to service the new suburban subdivisions - let's hope this is only temporary and the corridor is quadruplicated sooner than later so the Werribee Metro line itself can operate the services and the RRL track gets back to actually separating Metropolitan and Regional services.

This peak capacity scenario would be made easier by eliminating all V/Line stops at Footscray and instead expanding Sunshine station and making it the only non-city stop in the metro area for regional services, because....

<h2>You hit two birds with one stone</h2>

Having all regional services (Geelong, Bendigo and Ballarat) stop at Sunshine, as well as having all City - Airport services stop at Sunshine allows connectivity for the inner-city, North Eastern and South Eastern quadrants of the metro area (connecting at Southern Cross or Sunshine via Melbourne Metro tunnel) a quick non-road based transport solution to Tullamarine as well as offering a one change service for people travelling from the regional cities to Tullamarine.

Wait times at Sunshine would be minimal if a 15 minute, or even better a 10 minute frequency of service ran for City-Airport - Assuming a 5-6 TPH frequency for Geelong, the average wait time would be 5 minutes, Ballarat and Bendigo in the order of 7 minutes would be the average wait time.

<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/026.JPG" rel="gallery-all" title="A simple safety message at the end of runway 34 at Tullamarine; the simple message for the State Government is maximise the use of new rail capacity"><img alt="" class="image-article-full-width-702px" src="/sites/urban.melbourne/files/styles/article_full_width_702px/public/pictures/article-images/026.JPG?itok=fBUWiCVn" title="A simple safety message at the end of runway 34 at Tullamarine; the simple message for the State Government is maximise the use of new rail capacity"></a>

<figcaption>A simple safety message at the end of runway 34 at Tullamarine; the simple message for the State Government is maximise the use of new rail capacity</figcaption></figure>A potential timetable departing Southern Cross could look like this:

<table border="1" cellpadding="1" cellspacing="1" style="width:100%">
<thead><tr>
<th scope="col">Destination</th>
			<th scope="col">Southern Cross</th>
			<th scope="col">Sunshine</th>
			<th scope="col">Airport</th>
		</tr></thead>
<tbody>
<tr>
<td>Airport</td>
			<td>17:00</td>
			<td>17:11</td>
			<td>17:20</td>
		</tr>
<tr>
<td>Geelong</td>
			<td>17:03</td>
			<td>17:14</td>
			<td> </td>
		</tr>
<tr>
<td>Ballarat</td>
			<td>17:08</td>
			<td>17:19</td>
			<td> </td>
		</tr>
<tr>
<td>Bendigo</td>
			<td>17:12</td>
			<td>17:23</td>
			<td> </td>
		</tr>
<tr>
<td>Airport</td>
			<td>17:15</td>
			<td>17:26</td>
			<td>17:35</td>
		</tr>
<tr>
<td>Geelong</td>
			<td>17:20</td>
			<td>17:31</td>
			<td> </td>
		</tr>
<tr>
<td>Ballarat</td>
			<td>17:25</td>
			<td>17:36</td>
			<td> </td>
		</tr>
<tr>
<td>Airport</td>
			<td>17:30</td>
			<td>17:41</td>
			<td>17:50</td>
		</tr>
<tr>
<td>Bendigo</td>
			<td>17:32</td>
			<td>17:43</td>
			<td> </td>
		</tr>
<tr>
<td>Geelong</td>
			<td>17:36</td>
			<td>17:47</td>
			<td> </td>
		</tr>
<tr>
<td>Ballarat</td>
			<td>17:40</td>
			<td>17:51</td>
			<td> </td>
		</tr>
<tr>
<td>Airport</td>
			<td>17:45</td>
			<td>17:56</td>
			<td>18:05</td>
		</tr>
<tr>
<td>Bendigo</td>
			<td>17:48</td>
			<td>17:59</td>
			<td> </td>
		</tr>
<tr>
<td>Geelong</td>
			<td>17:50</td>
			<td>18:01</td>
			<td> </td>
		</tr>
<tr>
<td>Ballarat</td>
			<td>17:55</td>
			<td>18:06</td>
			<td> </td>
		</tr>
<tr>
<td>Airport</td>
			<td>18:00</td>
			<td>18:11</td>
			<td>18:20</td>
		</tr>
</tbody>
</table>
City to Airport rail services must be fast and express to make the case for attracting patronage.

The MARL study claimed there would be limited opportunities for express City-Airport services if Metro (and the Metro fleet) were to operate the services and the same South-East connectivity can be achieved by passengers on the Pakenham/Cranbourne lines changing trains at Sunshine using the V/Line &amp; RRL track option.

The Baillieu/Napthine Government's MARL study also identified the possibility of creating a new MYKI zone for this purpose and we, the travelling public, should make it absolutely clear that this should be a modest increase, not just another revenue stream for the entity that owns the lease over Tullamarine airport.
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