Repeat buyers are one of the strongest measures of confidence in any apartment development.

At <a href="https://www.apartments.com.au/new-apartments/era-newcastle-west-124-126-bull-street-newcastle-west-nsw-2302">ERA</a> in Newcastle West, some purchasers are returning to <a href="https://www.apartments.com.au/developers/gwh">GWH</a> after living at the developer's One Apartments. Their decision to purchase again was driven by the quality of life they found after moving into their first GWH home.

Keith Wilton had spent years living in a house in East Maitland before deciding it was time for a change. Apartment living had always been on his radar, but he was selective about what he wanted.

<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/FH_1EzB-1vs?si=XScVlP1ERsTDJoME" title="YouTube video player" width="560"></iframe>

"I had some boxes I wanted to tick," he says.

Keith points to the open-plan design, generous outdoor areas and considered inclusions as key reasons One Apartments worked for him.

“One of those things was a nice indoor open plan area, but also I wanted a nice outdoor open area that I could entertain on in summer or Christmases or birthdays,” he says.

He also found value in the smaller details, from integrated appliances to shared resident spaces including the pool, cinema and rooftop areas.

[smartcode_project:default project_id=135096 project_image_fid=356818]

After comparing several developments, he chose One Apartments because of GWH's longstanding local reputation and his own experience working with the developer on a commercial project more than a decade earlier.

"I knew that they were local, that the quality of the build was going to be up there. I'd looked at other apartment complexes around and close by, and I just knew that here was a better decision location wise."

Today, Keith says the move has completely changed how he experiences Newcastle.

"I enjoy living in this location because it's more of a lifestyle change. That Newcastle city living where you can walk to restaurants and bars and even beaches and parks and even shopping across the road."

[smartcode_project:default project_id=135096 project_image_fid=356828]

Beyond the location, he says it's the sense of community that has surprised him most.

"Everyone loves living here because they chose to live here, but everyone looks out for each other. It's a real great community feel here."

For Aimee and Lyle Goodman, the journey started almost by chance.

<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/tsioMLcnjas?si=zq-ys3JuWpfa5hFv" title="YouTube video player" width="560"></iframe>

The couple happened to be having coffee in Newcastle when they noticed the site where One Apartments was about to begin construction.

"We were aware GWH was planning a development," Aimee says. "We made one phone call and things moved pretty quickly after that."

As busy business owners, they initially thought apartment living would simply reduce the maintenance that came with larger homes. Instead, it fundamentally changed how they spent time together.

"We actually catch up more as a family now," Aimee says.

"We've had homes with big yards and lots of space, but everyone ended up in different rooms. Here we'll have dinner together, the kids can play, and we spend far more quality time together."

[smartcode_project:default project_id=135096 project_image_fid=356829]

Lyle says their confidence came from GWH's reputation within Newcastle's building industry.

"I know people who've worked across different apartment projects, and whenever GWH came up the feedback was always the same. They're rock solid. They're quality."

That confidence only grew throughout the buying process.

"One of the things that really impressed us with GWH was the whole process, was the communication," Lyle says. "It was consistent, it was regular, there was no problem if we had some weird questions, there was no problems in getting answers."

[smartcode_project:default project_id=135096 project_image_fid=351104]

Aimee says one moment stood out.

"The project actually finished on time. We realised we needed to hurry up and sell our house because everything was happening exactly when they said it would."

The positive experience at One Apartments ultimately gave all three buyers the confidence to purchase again with GWH, this time at ERA.

Their confidence reflects what many buyers are seeking in today's apartment market. Location remains important, but so too does certainty around delivery, quality and long-term liveability.

[smartcode_project:default project_id=135096 project_image_fid=356822]

ERA builds on those foundations with 280 one, two and three-bedroom apartments across two landmark towers in <a href="https://www.apartments.com.au/developments/newcastle-west-nsw-2302">Newcastle West</a>.&nbsp;

Designed by <a href="https://www.apartments.com.au/architects/fk-australia">Fender Katsalidis</a>, the project will include more than 2,000 square metres of resident amenities, including a resort-style pool, gym, sauna, private cinema and rooftop entertaining spaces overlooking the harbour and coastline.&nbsp;

The development is also within walking distance of the Newcastle Interchange, Honeysuckle, Darby Street, the harbour foreshore, restaurants, retail and the city’s beaches, continuing the walkable lifestyle that existing GWH buyers say has transformed how they live.

[smartcode_project:default project_id=135096 project_image_fid=356826]

For Keith, the appeal remains straightforward.

"You feel at home even before you've moved into your home."

For Aimee, the change is measured in time.

“I just felt like I had more time,” she says.

[smartcode_project:default project_id=135096 project_image_fid=351102]

Construction at ERA is now underway, with more than half of the residences already sold and limited two and three-bedroom apartments remaining in the East Tower release. Priced from $980,000 for two-bedroom residences and $1.46 million for three-bedroom residences, buyers can secure an apartment with a 10 per cent deposit, with premium homes offering ocean views from Level 8 and harbour views from Level 10.

ERA is also backed by Resilience Insurance's 10-year Latent Defects Insurance policy, providing protection against structural or waterproofing defects for 10 years after completion. The project is anticipated to be completed in early 2028.

[smartcode_project_cta:default project_id=135096]

Joel Robinson

From ONE to ERA: Why buyers are choosing GWH again in Newcastle West

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

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

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

Kooyongkoot wins Gold and Silver at Better Future Melbourne Design Awards

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

The apartment price gap drawing Sydney buyers west

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

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

Trains

<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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Alastair Taylor

Half of the Melbourne Airport Rail Link is currently under construction

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The Ballieu/Napthine government's Melbourne (Tullamarine) Airport Rail Link study has been released, along with the <a href="/news/the-ballieu-napthine-governments-rowville-rail-study-ignored-the-elephant-in-the-room" target="_blank">Rowville</a> and Doncaster studies, this past week.

Direct links to the Public Transport Victoria hosted documents for the MARL - Melbourne Airport Rail Link study are below:

<ul>
<li><a href="http://corp.ptv.vic.gov.au/assets/PTV/PTV%20docs/Melbourne-Airport/Melbourne-Airport-Rail-Link-Study-Overview.pdf" target="_blank">Study overview and findings</a></li>
	<li><a href="http://corp.ptv.vic.gov.au/assets/PTV/PTV%20docs/Melbourne-Airport/Melbourne-Airport-Rail-Link-Study-Executive-Summary.pdf" target="_blank">Executive summary</a></li>
	<li><a href="http://corp.ptv.vic.gov.au/assets/PTV/PTV%20docs/Melbourne-Airport/Melbourne-Airport-Rail-Link-Study-Technical-Report.pdf" target="_blank">Full Technical report</a></li>
</ul>
<h2>Key points</h2>

<ul>
<li>The study team spearheaded by Parsons Brinckerhoff have assumed the rail service following the Albion East base case will be an extension of services running through the Melbourne Metro tunnel. This has the effect of pushing the estimated travel time from Central Melbourne to Melbourne Airport out to 30 minutes.</li>
	<li>The study compared the Albion East base case (favoured and reserved by the Bracks/Brumby government) with multiple options which resulted in three primary candidates:
	<ul>
<li>a direct tunnel link from Footscray via Highpoint SC, the old Maribyrnong Defence site and Avondale Heights with a north westerly approach to the airport</li>
		<li>a direct link continuing on from the Flemington Racecourse line via Highpoint SC, Maribyrnong Defence Site and Avondale Heights with the same approach to the airport as the direct link from Footscray and the Albion East base case.</li>
		<li>and a branch off the Craigieburn line with a westerly approach to the airport</li>
	</ul>
</li>
	<li>only the Craigieburn line branch option provides a higher Net Present Value rank above the Albion East case case.</li>
	<li>a new MYKI fare zone would be created to charge a premium fare for airport access</li>
</ul>
<h2>Cutting through the gumpf</h2>

The direct link options - via Footscray and Flemington Racecourse - provide an opportunity to focus new urban development surrounding the stations along the routes (Highpoint SC, Maribyrnong and to a lesser extent Avondale Heights) but are essentially twice the estimated cost of either the Albion East or Craigieburn options. Let's simply rule these two options out based on cost alone - the Moonee Valley/Maribyrnong LGAs have a lot of scope to increase PT usage in their respective areas through better utilising road based PT: expanding tram lines and creating more permanent bus lanes.

The Craigieburn line option is estimated to cost around about the same price as an Albion East, but take a longer time for an end to end journey: not to mention services would be mixed with Craigieburn and Upfield services in the city loop (post Melbourne Metro tunnel opening) and throughout the whole line, thus limiting the ability for faster and more express airport services.

This brings us back to square one - the study by the Bracks/Brumby government a decade ago is essentially still valid and they were right to protect this corridor for a future Rail Link. It's what the study has focused on, in terms of operations, on the Albion East base case that needs picking apart.

<h2>Forget the rest, Albion East it is</h2>

The curious assumpton, or at least that's the impression I got from reading through the full report, study findings and executive summary, is that the Albion East route to Melbourne airport will become a 3rd branch of the Sunshine-Dandenong metro line which will be created when the Melbourne Metro tunnel is opened and the Melton line is electrified.

Point 3.4.1 on Page 24 of the full report states:

<blockquote>
"Regional Rail Link is a new rail line that separates regional trains from the metropolitan trains. This will provide dedicated tracks from Sunshine to Southern Cross for trains from Geelong, Bendigo and Ballarat. The project will provide greater capacity for Melbourne rail services to cater for the residential growth that is occurring in the western growth areas of Melbourne.

This project is relevant to the Melbourne Airport Rail Link because it may present an opportunity to use these new rail lines for part of the alignment or increase capacity on the existing Metropolitan rail network to allow for MARL services. It also presents the opportunity for an airport service to connect at stations that are being upgraded as part of the Regional Rail Link."
</blockquote>

It goes on to say:

<blockquote>
<ul>
<li>A meeting was held on 19 June 2012 with key representatives from the Regional Rail Link Authority to discuss the current status of the project and the likely opportunities/constraints it may have for MARL. The following key points were summarised from the discussion that are of relevance to the AAS:</li>
	<li>there is potential to unlock latent demand at Platforms 1-7 at Souther Cross Station to accommodate new services, as V/Line locomotives are phased out of operation in the future</li>
	<li>The RRL design uncovered a range of constraints, including:
	<ul>
<li>limited reservation through Footscray for new tracks</li>
		<li>the need to widen bridge spans between Sunshine and Footscray</li>
		<li>the Sunshine Orchid (a threatened flora species) at Sunshine, resulting in changes being made to the design</li>
	</ul>
</li>
</ul>
</blockquote>

Then spread across pages 28 and page 29, there's this:

<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/tulla_study_pages28-29.jpg" rel="gallery-all" title="From Pages 28 and 29 of the Final report"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/tulla_study_pages28-29.jpg?itok=n4GrGlVV" title="From Pages 28 and 29 of the Final report"></a>

Can PTV please explain why using the Regional Rail Link tracks are not considered suitable in the strategic rail operations plan?

Further questions that need to be asked:

<ol>
<li>Above and beyond the current 10-12 trains per hour (TPH) that currently operate to Geelong, Ballarat and Bendigo, how many more services are likely to operate once the new Regional Rail Link (RRL) tracks are operational?</li>
	<li>Rather than provide extra frequencies on the regional lines (in particular Geelong), has there been any study into lengthening key platforms on lines to allow longer trains and more premium express services to operate to regional centres?</li>
	<li>When will the RRL tracks between Sunshine and Southern Cross have their signalling system upgraded to cater for 2 minute headways/30TPH?</li>
	<li>How is PTV going to manage Bendigo line conflicts now that metropolitan services have been extended to Sunbury?</li>
	<li>Presumably, the Melton electrification project will require a grade separated junction just beyond Sunshine station: was this factored into the Regional Rail Link's Anderson Road grade separation design?</li>
	<li>When will the new Tarneit corridor be expanded and connected to Werribee (forming a triangular junction in West Werribee) so this linecurrently under construction becomes purely a regional link to Geelong with Wyndham Vale and any station built along this corridor being serviced by Metro?</li>
</ol>
In <a href="/news/half-of-the-melbourne-airport-rail-link-is-currently-under-construction">part two of this series</a>, I'll take a look at how the extra capacity on the new Regional Rail Link tracks could be used with V/Line operating services between Southern Cross and Tullamarine.
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Questions still remain on the Melbourne Airport Rail Link study

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Strange things can happen when local Council's have no coherent height structure plans to deal with Melbourne's burgeoning apartment building boom. Yarra City Council's website states "Council has deferred consideration of the Swan Street Structure Plan to allow further detailed work to be undertaken on it." The initial consultation began during 2010 and carries on with no end in sight.
During this period a local developer lodged plans for a remarkable (in both location and scale) 33 level apartment building at 381 Punt Road in Richmond, which was to hold 326 apartments. Following Council refusal, 2011 saw the arrival of a smaller proposed tower at 12 levels seen below. Yarra City Council resolved to reject the 12 level complex, partly due to the 89 objections that were received but also due to concerns over height, bulk and maintaining neighbourhood character.
<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/2uihzbp_0.jpg" rel="gallery-all" title="Image © A Genser &amp; Associates "><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/2uihzbp_0.jpg?itok=QQ9L4A2g" title="Image © A Genser &amp; Associates " typeof="foaf:Image"></a>
Again project architect A Genser &amp; Associates returned with a revised scheme, this time an eight level complex consisting of 490sqm office space and 91 units &amp; townhouses with space for 118 bicycles and 119 vehicles through the basement. The proposal maintained a 55m frontage to both Punt Road &amp; Huckerby Street.
The above scheme was taken to VCAT during 2012 and ultimately gained approval albeit at 6 levels due to concerns over bulk and height. Recently, property development firm Austpac have <a href="http://www.austpachotels.com/properties/punt-road-hotel-melbourne/" target="_blank">added the 6 level complex to their website</a>, which reads as follows "Currently in development, this proposed apartment style hotel is situated on the edge of Melbourne’s premier sporting arenas; this new development will become the ideal base for those looking for a little luxury. Austpac Hotels and Resorts are the consultants to the developer and owner of this property on design, operation and forecasts."
<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/Punt-Road-Hotel1-300x185.png" rel="gallery-all" title="Image courtesy Austpac"><img alt="" class="image-article-half-width-351px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_half_width_351px/public/pictures/article-images/Punt-Road-Hotel1-300x185.png" title="Image courtesy Austpac" typeof="Image"></a>
Further Yarra City Council's website also shows two additional towers immediately surrounding Richmond Station as recently being refused. 63-65 Swan Street (below left) by CK Designworks was to be a 13 level tower containing a cafe and 43 serviced apartments while 9-13 Stewart Street by Plus Architecture (below right) was to contain 80 apartments also over 13 levels.
<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/Image2_12.jpg" rel="gallery-all" title="63-65 Swan St left, image © CK Designworks &amp; 9-13 Stewart St right, image © Plus Architecture"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/Image2_12.jpg?itok=rf5OYsfV" title="63-65 Swan St left, image © CK Designworks &amp; 9-13 Stewart St right, image © Plus Architecture" typeof="Image"></a>
Good policy and common sense suggests it would be in Yarra City Council's interest to expedite its Swan Street Structure Plan, given they have a track record of rejecting ambitious proposals around the area.  If nothing else I'm sure local rate payers would appreciate their Council rates not being subsumed by VCAT, for if a binding Structure Plan (read height limit) were in place developers would have a clear understanding of what could be expected.
Would this not be beneficial for both Council and developers by minimising the cost and tedium of repeated planning applications for the same site?
Further to this Yarra City Council now has the added concern of the impending Richmond Station redevelopment, loosely based around GHD Engineering's <a href="http://www.ghd.com/global/projects/zero-concept/" target="_blank">Zero Concept</a> and expected to yield towers of 20 levels. Council having successfully opposed the Stewart Street proposal principally on height at VCAT now faces the prospect of towers nearly twice its size only meters away.
Some time after the announcement of Richmond Station's redevelopment by Matthew Guy, then Yarra Major Geoff Barbour <a href="http://www.yarracity.vic.gov.au/News/media-releases-2012/state-government-throws-open-the-door-to-developers-in-richmond/" target="_blank">expressed his disappointment</a> at his Council being left out of negotiations. Understandably so one would think, but if Council cannot produce a coherent, clear, all-encompassing Swan Street Structure Plan after three years, why should the State Government afford them a seat at the discussion table?
<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/s_n07_21146728_0.jpg" rel="gallery-all" title="Going nowhere fast. Image courtesy washingtonpost.com"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/s_n07_21146728_0.jpg?itok=3b15ac6b" title="Going nowhere fast. Image courtesy washingtonpost.com" typeof="foaf:Image"></a>
In terms of its handling of the Swan Street Structure Plan, I can't help but equate Yarra City Council to the oldfangled hand-car shown above, ever so slowly making its way into Richmond Station.
Problem is a fast train by the name of Matthew Guy is quickly approaching from behind; this seemingly will end very poorly for one of the two.
 
</body></html>

silvermb

A head-on at Richmond Station?

<html><body>
Vancouver's <a href="http://en.wikipedia.org/wiki/SkyTrain_(Vancouver)" target="_blank">SkyTrain</a> started out as an expo line back in the 1980s and has now morphed into three major lines with a fourth on the way.  If you have a spare 30 minutes, I recommended watching this suavo <a href="http://www.youtube.com/watch?v=N9kGEdcYTPs" target="_blank">1985 documentary</a> produced by the operator of the Skytrain Network, BC Transit,  titled "Going to Town" - despite the huge clunky-keyed keyboards, 1980s haircuts and retro livery schemes, it provides a brilliant insight into how automated train networks operate.
The <a href="http://en.wikipedia.org/wiki/Canada_Line" target="_blank">Canada Line</a> is the latest (not including the under construction Evergreen Line) to be open for passengers.  It was built for the Vancouver 2010 Winter Olympics as a mass-transit option for Vancouver's southern suburbs as well as an airport link to YVR airport.  It's automated like the Millenium/Expo lines, but the trains themselves are conventional in the sense they do not use linear induction motors and the "4th" rail like the Expo/Millenium lines do - the line effectively operates the same kind of service and can operate in the same way (i.e flick of a switch, trains can be added into the network to meet acute demand when and where necessary) with the same fares applying network wide.
The purpose of the article is to familiarise people with driverless rail technology - it's not a big scary unknown that would require 10 government studies even before a proper planning process kicks off.  The same principles of rail planning apply: ruling gradients, distances between the train and platform are uniform, disability access is encapsulated throughout both vehicle and station design etc.  The railway itself looks very much like a conventional line with a few minor nuances:
<ul>
<li>
		the lack of line-side signalling, this is because there's no driver's to look at them!  The smarts of the system are remotely controlled.</li>
	<li>
		the platforms are shorter than what we're used to, that's because the system is capable of extremely high frequencies thus not requiring longer trains.  The lines are built for higher-than-Metro-Melbourne train frequencies from day one - the lines simply use smaller vehicles.  Scalability becomes a project of extending platforms (if they're not already built for future expansion in the initial build) and ordering more vehicles to operate longer trains.</li>
	<li>
		there's a mixture of underground, at grade and elevated track. Vancouver has effectively built this system from the ground up and the city didn't have a history similar to Melbourne's where we grew along the rail lines that spiralled out of the core of the city.
		<ul>
<li>
				This marked difference is in fact actually a national difference between Australia and Canada - Australia's early railways, like Canada's, were private monopolies, but Australia's were nationalised very early on and it became the government's job to expand the rail networks where much of the Canadian high capacity mass transit networks in Vancouver, Toronto &amp; Montréal were built from the 1950s onwards.  </li>
			<li>
				In general terms, Toronto's subway, Montréal's metro and Vancouver's skytrain are limited to inner areas and do not have the same metropolitan-wide scope Australian city rail networks do: Melbourne has the arteries, it's now time to connect them outside the inner city.</li>
		</ul>
</li>
</ul>
Comparitively speaking, even without doing a government study it is, on paper, highly plausible that such a line, or system of lines to expand and link existing conventional lines outside the inner city, could be implemented in Melbourne for a lower capital outlay; why?
<ul>
<li>
		The standard platform length for new lines (Rowville Rail Study) utilising the existing fleet will be 250 metres so 9 carraige trainsets can be run (Melbourne Metro Tunnel is mooted to be built with this standard) - Canada line trains are 2 married motor cars measuring 41 metres in total length, thus the platforms in each of the stations are under 50metres in length.  As a rule of thumb should such a system be built in Melbourne, stations with 100m platforms would provide scalable capacity to fit 4-5 car trains.  Shorter platforms whether they are at grade, underground or elevated = reduced station construction costs.   </li>
	<li>
		The 2 carriage Canada Line trains have a standard seating+standing capacity of 330 people, "crush" capacity is 400 per 2 carragie train. A Comeng, X'Trapolis or Siemens that currently roam the Melbourne network have crush capacities around the 800 mark for a 6 carraige train.  </li>
	<li>
		The key point is that the Canada Line will, and does, operate on more than double the frequencies of any single train line in Melbourne - thus providing the same level of service, but in a way that is more attractive to the travelling public: frequency of service.  The number of seats in a train should never be the main attraction, it should be how frequently the train comes and how quickly it can get you to your destination. Whether it's travelling longer distances or getting you to a connection - this is heavy rail's role in an urban transport network: high frequency, high capacity and high speed trunk routes with the "last mile" work taken care of by road-based public transport options if the passenger does not live, work or shop near the train station.</li>
	<li>
		The trains have a smaller profile (dimensions - and don't require overhead catenary as they're powered by 3rd rail) and this translates into smaller infrastructure profile requirements: tunnel diameters are smaller, clearances above the train's roof is not as high (for overhead bridges).  Smaller infrastructure requirements therefore translates into, on paper, lower capital expenditure requirements.  Any new lines in Melbourne will require underground components; it's a fact of life, no government or authority wants to create more level crossings in a city that already has way too many of them - elevated and underground sections must be part of the solution, not part of the backlash.  </li>
	<li>
		Using a Tunnel Boring Method of constrution, the Canada Line (or a solution like it built to the same standard in Melbourne) yields a 12-15% reduction in tunnel diameter as compared to the existing City Loop tunnels.  Canada Line had a 6.1m Tunnel Boring Machine dig the TBM components (internal diameter is 5.3m), <a href="http://www.protransbc.com/canada-line/">source</a>.  City Loop: external diameter 7m, internal diameter 6m (sources vary).</li>
	<li>
		Cut and cover tunnelling: Canada Line 4.26m high and 4.6m wide and are built either side by side or stacked on top of one another.  An <a href="http://en.wikipedia.org/wiki/X%27Trapolis_100">X'Trapolis</a> class train has a height of 4.2m + requirements for more space to fit catenary above the trains.</li>
	<li>
		The slimmer profile (and therefore weight) of the trains also means if a cut-and-cover method of construction is selected for a segment of rail line, you can innovate considerably by double stacking the 2 tracks below the surface in a wide road median - minimising distruption during construction to road traffic as well as nearby houses and businesses.  This is especially relevant to Melbourne given roads like Warrigal Road, Station St (Box Hill), Wellington/North Roads, Bell St, Melrose Drive (Tullamarine), pre-redevelopment Fisherman's Bend could all have the road space temporarily reduced whilst work is underway.  </li>
</ul>
Example of cut-and-cover construction employed in Vancouver.
<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/stacked_cut_cover1.png" rel="gallery-all" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/stacked_cut_cover1.png" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf" typeof="foaf:Image"></a>
 
<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/stacked_cut_cover2.png" rel="gallery-all" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/stacked_cut_cover2.png" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf" typeof="foaf:Image"></a>
 
<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/stacked_cut_cover3.png" rel="gallery-all" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/stacked_cut_cover3.png" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf" typeof="foaf:Image"></a>
In a conventional train line system with conventional line-signalling, the signals themselves are sign posts, among other things, for the start and end point of a fixed block - this separates trains and stops them from running into each other.  For example on any train line in Melbourne currently, a train you may be travelling on will traverse several fixed blocks deliniated by a signal and the signal tells the driver if it is safe to move into the next block and also tells the driver at which speed they should proceed through to the next block.  Vancouver's Skytrains are themselves a moving block - as the train moves forward, so does the block, thus maintaining separation and tells trains that are behind to either speed up or slow down depending on how close the trains are together - this is all handled automatically with oversight in a centralised control room.
It's this moving block concept which allows the Vancouver skytrains to run at incredibly high frequencies - on the Millenium/Expo lines the theoretical min separation of trains is 75 seconds.  Small trains, very large capacity.  Currently you will only see frequencies of 2-3 minutes on the Burnley or Northern City Loop tunnels - this can be upgraded (and should to squeeze as much capacity out of the existing network as possible).
Some of the recently released Rail studies into Tullamarine, Rowville and Doncaster all assume convention trains will run on these lines and have purported to gold-plate everything making the proposals appear overbuilt, unnecessary and above all else costly giving any government of the day a free kick to place the projects in the too hard basket.  There are cheaper to build, practically off-the-shelf, solutions available worldwide with the same company that built Vancouver's first skytrain line having a large presence and therefore transferable knowledge pool, in Melbourne.
The set of photos below were taken on the opening day of the Canada Line back in 2009 - photographer is Ian Ius on the <a href="http://skyscraperpage.com/forum/">SkyscraperPage</a> forum and they are being republished here with permission.
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Developments

New apartments

New townhouses

News