Developer Tian An LFD has been given the green light from the NSW Government's Housing Delivery Authority to go ahead with its new Chatswood apartment development, <a href="https://www.apartments.com.au/new-apartments/hammond-greens-chatswood-5-9-gordon-avenue-chatswood-nsw-2067">Hammond Greens</a>.

The 35-storey mixed-use tower at 5-9 Gordon Avenue, on the edge of the Chatswood Bowls Club, will comprise 91 apartments, 22 of which will be affordable homes managed by Link Wentworth. They will sit above a two-level podium with retail and commercial space.

The plans were upsized from the early 25-storey scheme which proposed 64 apartments, following the Government's new planning provisions under the Housing SEPP that gave developers the opportunity to increase heights and floor place in exchange for an affordable housing component.

&nbsp;

The design by <a href="https://www.apartments.com.au/architects/fjc-studio">FJC Studio</a>&nbsp;builds on the concept first presented when the firm won the site’s design competition, describing Hammond Greens as “a unique form of vertical living that belongs on the North Shore - drawing on the vernacular and materiality of suburban living, and integrating native landscaping between the narrow tower forms”.

At ground level, 1,500 sqm of retail and commercial space will activate the podium, supporting a hybrid work environment and creating a stronger connection with the local community. Residents will also have access to an outdoor pool deck, yoga room, golf simulator, and landscaped gardens designed by <a href="https://www.apartments.com.au/landscape-architect/sturt-noble-landscapes">Sturt Noble Associates</a>.

&nbsp;

Located less than 500 metres from Chatswood Transport Interchange, the project contributes to the suburb’s growing pipeline of high-density development. It joins the likes of Changfa's recently launched The Anderson and Billbergia's Chatswood Grand Residences.

Hammond Greens is the first of two towers Tian is planning in Chatswood. They have a sister project, dubbed Hammond Place, just one street away at 15-19 Nelson Street. That will have around 110 apartments.

[smartcode_project_cta:default project_id=142900]

Joel Robinson

Tian An LFD greenlit for Hammond Greens apartments in Chatswood as project launches

The sought-after Latent Defects Insurance policy, offering off the plan apartment buyers peace of mind for 10 years post-completion, has made its way to Sydney’s harbourside. Boutique developer <a href="https://www.apartments.com.au/developers/toohey-miller">Toohey Miller</a> has secured this insurance for its newly launched Elizabeth Bay development, <a href="https://www.apartments.com.au/new-apartments/barncleuth-square-elizabeth-bay-4-4a-barncleuth-square-elizabeth-bay-nsw-2011">Barncleuth</a>. This marks the developer’s second project in the area, following the success of No. 1 Onslow Place.

Latent Defects Insurance, offered by <a href="https://www.apartments.com.au/news/resilience-latent-defects-insurance">Resilience Insurance</a>, provides cover for structural or waterproofing defects in new apartment buildings. It is a policy that only the developer or builder can take out, not the apartment purchaser.

Located just&nbsp;off Macleay Street, one of Sydney’s most desirable high streets, Barncleuth offers a rare collection of only 10 residences. With just two per floor, each oversized floorplan has been designed by SJB specifically for the owner-occupier.

[smartcode_project:default project_id=140184 project_image_fid=356342]

The five-storey building captures views over Rushcutters Bay and Paddington, blending contemporary brickwork with the expressive silhouettes of its Art Deco neighbours.

Inside, the residences, designed by David Hicks, prioritise generous scale and enduring quality, with a mix of two- and three-bedroom layouts. Expansive terraces and cross-ventilated interiors maximise light and airflow, while sustainable features such as a green roof and locally sourced materials reflect SJB’s commitment to long-term liveability.

[smartcode_project:default project_id=140184 project_image_fid=356341]

Developer Toohey Miller, led by Nick Couloumbis, says the design aims to bring lasting quality to an area long celebrated for its apartment heritage.

"It's a stone's throw from the best restaurants in Sydney. Some people call it the Soho of Sydney," Couloumbis told Apartments.com.au when the project was approved.

[smartcode_project:default project_id=140184 project_image_fid=356337]

By securing <a href="https://www.apartments.com.au/news/resilience-latent-defects-insurance">Resilience Latent Defects Insurance</a>, Barncleuth joins a growing group of premium Sydney projects adopting the gold standard in building protection.&nbsp;

The cover, provided before construction begins, ensures any hidden structural or waterproofing defects are repaired immediately, without lengthy litigation or fault disputes.

Resilience Insurance CEO Corey Nugent said the product has been a catalyst for renewed confidence in the off the plan market.&nbsp;

“Ultimately what we’re trying to do is build better buildings consumers can trust. When buyers take possession, they have full insurance protection from day one, for 10 years,” Nugent explained.

Unlike traditional policies such as strata or construction insurance, Resilience LDI is a first-resort, strict liability policy, meaning repairs are covered immediately without needing to prove negligence. Coverage extends to foundations, load-bearing walls, and waterproofing, the elements most critical to long-term structural integrity.

Regarded construction firm Jasara has been appointed to deliver Barncleuth. They are forecasting an early 2027 completion.

[smartcode_project_cta:default project_id=140184]

Toohey Miller brings 10-year Latent Defects Insurance to Elizabeth Bay as Barncleuth apartments launch

<a href="https://www.apartments.com.au/developers/golden-sedayu">Golden Sedayu</a> has unveiled plans for the next phase of its landmark $4 billion <a href="https://www.apartments.com.au/new-townhouses/burswood-point-saintly-entrance-burswood-wa-6100">Burswood Point</a> project, just 3.5km from the Perth CBD at the Belmont Racecourse site.

The Local Development Plan Application has been lodged for a world-class mixed-use hub (Precinct B) on the previously untouched 2.5km stretch of Swan River foreshore.

Designed by Skidmore, Owings &amp; Merrill (SOM), recognised for their work on the world’s tallest skyscraper, Burj Khalifa in Dubai and the One World Trade Centre in New York, Precinct B will feature 15 buildings, offering a mix of residential and commercial spaces including a shopping centre up to 30,000 sqm in size.

Complementing this, an internationally acclaimed five-star hotel, and a high-end pedestrian-friendly retail boulevard with vibrant day-and-night retail, dining, and entertainment venues, will provide exciting new ways for Perth residents to connect with the riverfront.

This latest milestone signals continued construction and expansion momentum across Perth’s premier riverfront community, which is set to attract local, national and international visitors.

[smartcode_project:default project_id=142314 project_image_fid=263304]

The masterplan features 110,000 sqm of public open space, which is comparable to other Perth landmarks including inner-city Langley Park and South Perth foreshore. The riverside precinct will be brought to life through a visionary landscape concept by globally renowned architectural practice Grant Associates.

With an impressive international portfolio, including Gardens by the Bay and Funan Mall in Singapore and Barangaroo South in Sydney, the firm brings expertise in creating environments that harmonise with surrounding amenity.

At 38 hectares, Burswood Point is one of the largest urban development projects ever undertaken in Australia, and one of Perth’s most transformative mixed-use developments.

Golden Sedayu Managing Director Andrew Sugiaputra said the company was working closely with SOM, Grant Associates and the Government of Western Australia to ensure Burswood Point’s design responds sensitively to its surroundings, reflecting and enhancing the character, history, and natural features of the local environment.

[smartcode_project:default project_id=142314 project_image_fid=1817]

“West Australians enjoy a privileged outdoor lifestyle and the Swan River is central to their enjoyment,"&nbsp;Sugiaputra said.

"We’re proud to be creating something truly spectacular and unique for the city, a place that feels alive from sunrise to sunset, a place where people can stay, shop, dine, and celebrate life on the river."

Precinct B builds on the outstanding success of Burswood Point’s first residential stage, which has been met with exceptional market demand. Somerset Residences, a two- tower luxury apartment development, and the exclusive riverfront homes collection are under construction and selling fast. As the number of Perth houses listed for sale remain at or near record lows, Burswood Point will deliver 4,500 new homes over the next 10 years.

“Golden Sedayu is dedicated to delivering on our promises,"&nbsp;Sugiaputra added.

"Our clients can buy with confidence, knowing that the price is fixed throughout construction. In an industry that has faced challenging market conditions, we’re proud to provide our clients complete peace of mind and confidence in the value of their investment."

&nbsp;

[smartcode_project_cta:default project_id=142314]

Golden Sedayu reveals next 15 buildings in Perth's $4 billion Burswood Point precinct

Rising at the base of The Remarkables,&nbsp;diversified New Zealand developer&nbsp;<a href="https://www.apartments.com.au/developers/safari-group">Safari Group</a>'s Mountain Oak Apartments presents a foothold in Frankton, one of Queenstown’s most dynamic and fast-growing locales.&nbsp;

Surrounded by soaring alpine scenery and year-round tourism drawcards, Mountain Oak Apartments is a masterplanned precinct that perfectly balances accessibility with lifestyle amenity.

<img alt="Safari Group offers low-touch investment proposition in Queenstown’s popular ski fields district" data-entity-type="" data-entity-uuid="" src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,dpr_2.0,q_auto:good/https://res.cloudinary.com/dz9xllyip/image/fetch/f_auto,c_limit,w_1440,q_auto/https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/field/image/Ext_Cam15_Sunny.jpg?VersionId=SJAROUM_1s.Tr5ciMk4EEj5oAt_Vewmv" />

Frankton has emerged as a strategic growth zone just seven kilometres from Queenstown’s CBD, popular among both residents and investors for its proximity to the airport, the region’s two premier ski fields, Coronet Peak and Cardrona Alpine Resort, and an expanding network of shops, services, and recreation options. The apartments enjoy immediate access to the popular Market Street dining hub, as well as Five Mile Shopping Centre and the seasonal Remarkables Market, where locals gather for fresh produce and artisan goods.

The location also places residents near the gateway to South Island adventures. Scenic trails, golf courses, and Lake Wakatipu’s edge are within easy reach, while the historic village of Arrowtown, renowned for its preserved gold rush-era charm and walking routes, is a short drive away. Local transport connectivity is supported by the nearby airport and arterial roads, ideal for frequent travellers and short-term guests alike.

<img alt="Safari Group’s Mountain Oak Apartments brings new investment potential to Queenstown" data-entity-type="" data-entity-uuid="" src="https://res.cloudinary.com/dz9xllyip/image/fetch/c_scale,w_580,dpr_2.0,q_auto:good/https://s3.ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/inline-images/313_Living_WEB.jpg?VersionId=3LglY20Jp_MAzQYdvwODRWvtjL.cZcqI" />

Tourism-driven demand underpins strong investment fundamentals in Queenstown, with a noted shortage of short- and long-term accommodation stock. Mountain Oak’s 365-day visitor accommodation consent directly addresses this need, offering a rare opportunity to serve Queenstown’s dual population of holidaymakers and hospitality workers.

Construction of the 141 residences began in June 2025, with completion anticipated by mid-2027. Apartments range from one-bedroom to penthouses, with pricing from NZ$639,000. Dual-key options and low-maintenance finishes support a flexible rental model with strong gross return potential.

Staff Writer

From slopes to markets: Mountain Oak connects residents to the best of Queenstown

Deicorp is doubling down in the Hills Showground Station Precinct, the rapidly growing area surrounding the Castle Hill Metro and one of the state’s largest transit-oriented urban renewal sites.

Having launched Hills Showground Village several years ago, and now about 70 per cent through its build, Deicorp has brought another mini-masterplan to market just a few streets away.

The developer has now released the first of 873 residences in <a href="https://www.apartments.com.au/new-apartments/showground-pavilions-castle-hill-3-andalusian-way-castle-hill-nsw-2154">Showground Pavilions</a>, five new buildings located just 500 metres from the Metro, which connects Castle Hill residents to Martin Place in around 37 minutes.

[smartcode_project:default project_id=150067 project_image_fid=351416]

The mix includes one, two, and three-bedroom apartments, as well as a limited release of garden terrace homes with studies.

Designed by <a href="https://www.apartments.com.au/architects/turner-studio">Turner Studio</a> and <a href="https://www.apartments.com.au/architects/group-gsa">GroupGSA</a>, the residences are configured around a network of landscaped courtyards and podium-level gardens, with additional rooftop terraces offering views across the district.&nbsp;Communal amenities include a 3,500 sqm public park, playgrounds, shaded seating areas and walking and cycling paths.

[smartcode_project:default project_id=150067 project_image_fid=351416]

Interiors feature flexible layouts with oversized living areas, deep balconies, SMEG kitchen appliances and floor-to-ceiling glass to maximise light and airflow.&nbsp;

Many apartments include a study space, while select residences offer private outdoor areas. A total of 44 apartments have been designated as affordable housing for key workers, such as nurses, teachers and police officers.

[smartcode_project:default project_id=150067 project_image_fid=351413]

On top of its strong connectivity to the city, Deicorp has delivered significant new amenity to the area. The developer recently opened the 9,500sqm, four-level retail precinct at Hills Showground Village, which includes 26 specialty retailers and a 1,400sqm public plaza, creating a new community hub for shopping, dining, fitness, and everyday convenience. Castle Towers, one of Australia’s largest shopping centres, is also just one Metro stop away.

Between Hills Showground Village and Showground Pavilions, Deicorp is delivering more than 1,300 new homes to the rapidly growing Castle Hill precinct, representing a $2 billion investment in the suburb.

Showground Pavilions is one of several Metro-linked projects in Deicorp’s pipeline, joining developments at Tallawong Village, Zetland, Five Dock, Macquarie Park and Crows Nest.

[smartcode_project_cta:default project_id=150067]

Deicorp expands Castle Hill footprint with Showground Pavilions launch

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.

<iframe allowfullscreen="" frameborder="0" height="350" scrolling="no" src="https://www.youtube.com/embed/TB-noYwwlP0" width="100%"></iframe>

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:

<blockquote>
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

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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

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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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