On the hunt for cars illegally parked outside of the lines.

Across the dirt.

In no standing zones.

Or being absolute twunts and blocking in people who are legally parked.

The “Parking Inspectors Unit” are actually just Metro Trains Authorised Officers, and they leave a Metro Trains branded ‘Parking Infringement Advisory Notice’ on the car windscreen.

Informing the owner that they are parked in contravention of the Road Safety Rules 2009, and their details have been forwarded to the Department of Transport who may then issue a Parking Infringement Notice by post.

So what legislation backs these infringement notices?

The notices left by Authorised Officers are backed by the Section 87 of the Road Safety Act 1986, which states.

Service of parking infringement notices

(1AD) Subject to subsections (1AE) to (1AG), if an authorised officer within the meaning of section 208 of the Transport (Compliance and Miscellaneous) Act 1983 (as authorised under section 221AB of that Act) has reason to believe that a parking infringement has been committed in respect of any vehicle that is on or in a park and ride facility, the person may serve or cause to be served, in accordance with the regulations, a parking infringement notice.

(1AE) Before serving or causing to be served a parking infringement notice, an authorised officer within the meaning of section 208 of the Transport Act 1983 (as authorised under section 221AB of that Act) may serve a parking infringement advisory notice.

(1AF) A parking infringement advisory notice must state that a parking infringement has been reported to the Department of Transport by the authorised officer.

(1AG) A parking infringement advisory notice must be served by affixing or placing the notice on the relevant vehicle in a conspicuous manner.

Enforcement of these new rules by Authorised Offices commenced in December 2011, with The Age writing about the number of fines issued in 2013.

Commuters who park at their local railway station and catch the train to work are being fined in their thousands because they cannot find a car parking space.

Metro-authorised officers fined almost 5000 motorists in the 2012-13 financial year for illegal parking at just 12 Melbourne stations, government data shows. The rail operator’s authorised officers – who also fine fare evaders – issued a total of 4784 infringement notices to motorists who had illegally parked at one of the network’s 12 most overstretched stations last financial year, netting the state government more than $265,000 in consolidated revenue.

Werribee, which has a car park with 582 spaces, was the station at which the highest number of fines were issued. In total, 1115 fines were issued there last financial year, costing commuters $32,589, Department of Transport, Planning and Local Infrastructure data reveals. Commuters at Watsonia station were fined even harder, with 721 fines issued, totalling $42,286.

Metro’s authorised officers started patrolling railway station car parks in December 2011. Previously it was the job of Victoria Police. Fines they have issued range from $29 for failure to park completely within a bay to $144 for stopping in a no stopping area.

The legislative backing having been added in March 2010 via the Transport Legislation Amendment (Compliance, Enforcement and Regulation) Act 2010.

And being fined for not catching a train

For years railway station car parks have had signs at the entry, stating ‘Parking permitted only in defined bays for commuters directly interchanging to rail or other public transport system’.

But that message didn’t have any legislative backing behind it, until 2014 when Public Transport Victoria launched a trial where drivers using a railway station car park without travelling by public transport could receive a fine. The Age wrote about the trial in October 2014.

Motorists who park in railway station car parks but who do not catch a train could face fines next year.

Authorised transport officers will begin patrolling station car parks in the new year, and will check myki cards to make sure the drivers are genuine commuters.

The punitive approach to tackling Melbourne’s chronic shortage of railway station car parking will be trialled at six stations, before potentially being introduced more widely.

Non-commuters caught parking at the stations will be slugged with an $89 fine.

Initially, six stations will be patrolled by authorised officers from January 1: Box Hill, Burwood, Camberwell, Heidelberg, Highett and Murrumbeena.

These are all stations where commuters have had to put up with non-commuters taking precious free commuter car parking spaces, the Napthine government says. The freshly gazetted legislation follows feedback from local MPs who have received complaints from constituents, the government said.

The new regulations will be enforced by authorised officers conducting random checks at car park exits. If drivers or passengers in the vehicle do not have a valid ticket that shows they used public transport while the vehicle was parked, they risk an $89 fine.

If successful, the trial will be extended to other free commuter car parks in 2015.

The restriction will apply on weekdays between 6am and 7pm. Motorists will be free to park in a station car park for up to one hour provided they remain inside the station car park area, so it is possible to drop off or pick up a passenger.

The legislative backing for this trial was included in the Transport (Compliance and Miscellaneous) (Conduct on Public Transport) Regulations 2015.

51 Person who leaves motor vehicle parked must use public transport

(1) A person must not leave a motor vehicle parked in a public transport parking area at any time between 6 a.m. and 7 p.m. on a business day unless—

(a) any of the following persons validly uses public transport at any time between 12 a.m. on that day and 2 a.m. on the next day while the motor vehicle remains parked—
(i) the person who parks the motor vehicle;
(ii) a person who is a passenger in the motor vehicle when it is parked;
(iii) a person who removes the motor vehicle from the designated park and ride facility at which the public transport parking area is located;
(iv) a person who is a passenger in the motor vehicle when it is removed from the designated park and ride facility at which the public transport parking area is located; or

(b) regulation 52, 53 or 54 applies.
Penalty: 3 penalty units.

(2) If a person leaves a motor vehicle parked in contravention of subregulation (1) for longer than one day—
(a) only one criminal proceeding in respect of an offence against subregulation (1) may be commenced in respect of those circumstances; and
(b) only one infringement notice in respect of an offence against subregulation (1) may be issued in respect of those circumstances

With the list of “designated park and ride facilities” being the six stations listed in the trial – Box Hill, Burwood, Camberwell, Heidelberg, Highett and Murrumbeena.

But there was an interesting clause at the bottom:

64 Expiry of Part

This Part expires on 30 June 2017

Come 2017, the Transport (Compliance and Miscellaneous) (Conduct on Public Transport) Amendment Regulations 2017 extended the date.

12 Parking at designated park and ride facilities

In regulation 64 of the Principal Regulations, for “30 June 2017” substitute “30 June 2019”

But in 2019 it expired, rather than being extended again.

Pt 5
(Headings and regs 48–64) amended by S.R. No. 49/2017 regs 10–12, expired by force of S.R. No. 72/2015 reg. 64 (as amended by S.R. No. 49/2017 reg. 12).

And in 2022 the definitions of “designated park and ride facility” were also removed:

Reg. 5(1) def. of designated park and ride facility revoked by S.R. No. 2/2022 reg. 5(c).

So now the only offence you need to worry about when parking in a railway station car park is failing to park between the lines – but you know how to drive a car, don’t you.

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That’s not my Seddon railway station… the building is too wooden.

And that’s not my Spotswood railway station… there isn’t a station there at all!

So were are they?

Melbourne’s Box Hill railway station has three platforms located beneath a shopping centre in the eastern suburbs.

While New Zealand’s Box Hill station is a single platform on the Johnsonville Branch in Wellington, and run by a different Metlink to the Metlink in Melbourne.

Melbourne’s Seddon railway station in the inner west has two platforms and a brick station building.

New Zealand’s Seddon is a closed station in a small town beside the Main North Line in the Marlborough region of the South Island.

And Spotswood – Melbourne has a nice 1920s suburban station.

While New Zealand’s Spotswood is a tiny little locality in the Hurunui District, about 120 km north of Christchurch.

Further reading

The ‘That’s Not My…’ book series at Wikipedia.

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North Williamstown Station – too high

A new low-level railway station at North Williamstown formed part of the Ferguson Street level crossing removal project, but on opening in December 2021 seating at the new station was anything but stupidly high.

Passengers left dangling their feet up in the air.

Who designs this crap – the seats at the new North Williamstown station are sky high

Every seat at the new station being stupidly high above the ground.

At least their was a lot of them!

Perhaps this bloke was the architect, wanting to extract revenge on a world that forced him to pull his legs up everywhere?

Luckily Australian Standards 1428.2-1992 “Design for access and mobility, Part 2: Enhanced and additional requirements – Buildings and facilities” details how high a seat should be off the ground.

The seats at North Williamstown look quite non-compliant, and luckily the Level Crossing Removal Authority agreed.

Hi Marcus – thanks for getting in touch. We passed this feedback on to the project team who've confirmed as part of our landscaping and finishing works on the new North Williamstown Station and surrounding precinct, the height of the station seats will be lowered.

— Level Crossing Removal Project (@levelcrossings) January 11, 2022

But two months after opening, fixing the seats was still on their todo list.

Hi, thanks for getting in touch. The lowering of the station seating will commence this week.

— Level Crossing Removal Project (@levelcrossings) February 1, 2022

The seats finally being replaced with normal height ones by March 2022.

Deer Park Station – the Bunnings special

In April 2023 a new elevated station at Deer Park opened as part of the Mt Derrimut Road level crossing removal project, but it wasn’t quite quite done – Myki ticketing equipment and accessible access skipped in the rush to get the station open.

Ordering seating for waiting passengers also got missed in the process, so the Level Crossing Removal Authority had to race down to Bunnings and pick up a pile of “Black Steel Park Benches” by Marquee to place along the platforms.

As a rest area along the DDA-compliant ramp.

Marquee brand ‘Steel Park Benches’ from Bunnings installed on the ramp to platform 1

And along the rabbit warren of paths through the construction site for platform access.

They also had a half-dozen left over seats by the time they were finished.

Which would explain why I can no longer find this specific ‘Steel Park Bench’ on the Bunnings Website.

Union Station- the leafy eastern doesn’t miss out!

In May 2023 the new low-level Union Station opened in Melbourne’s east, replacing Surrey Hills and Mont Albert station as part of the removal of the Union Road and Mont Albert Road level crossings, after an intensive three month shutdown of the railway.

But that still wasn’t enough time to order some proper bench seats for the new station environs.

Bench. Stairs. Sign pic.twitter.com/qgtFZxyAaO

— Hotel 7 // Lavender (@literar63) May 21, 2023

They made a quick trip down to Bunnings, and picked up some “Marquee 1.2m Black Steel And Cast Iron Mimosa Ornate Benches” for $135 each.

I suppose they look a bit fancier than the ones Deer Park was given.

Footnote – Australian Standards

You can’t actually read Australian Standards without paying through the nose for them, despite a whole swag of legislation requiring compliance with them – so have fun trying to get access to Australian Standards 1428.2-1992 “Design for access and mobility, Part 2: Enhanced and additional requirements – Buildings and facilities”. Instead, here’s a quick summary on what it says on street furniture.

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Trains

It isn’t a road trip if I wasn’t trying to photograph trains!

We’d been driving for a few hours before we passed out first one – a loaded grain train bound for Geelong.

A few hours later we found an empty grain train headed back west for another load.

Shortly followed by a load of containers headed the other way for Melbourne.

And then on our way home, a load of steel beams and plate.

Abandoned stations

The only passenger service along the line is twice weekly The Overland, which runs through without stopping.

Inverleigh is just a timber shed.

As is Pura Pura.

At least Westmere still has grain silos.

And Maroona has a disused platform.

And abandoned towns

The Pleurisy Plains are grain and grazing country, and the townships that did exist have been emptying out.

There was nothing much to see at Nerrin Nerrin.

Mininera Primary School is long gone.

Westmere once had a general store, but it’s for sale.

And Streatham – it’s still got an Infant Welfare Centre, but only open two mornings each month.

Wind farms

Windy plains are good for one thing – wind farms.

80 turbines at the Dundonnell Wind Farm north of Mortlake.

75 turbines at the Ararat Wind Farm.

Just two at the Maroona Wind Farm.

And 43 turbines at the Berrybank Wind Farm, with another 26 being added.

Power lines

The power generated by wind farms has to go somewhere, so high voltage transmission lines cross the otherwise empty plains.

The big one is the 500 kV twin circuit Moorabool – Portland line, constructed in the 1980s to transmit electricity generated from burning brown coal to Alcoa’s aluminium smelter at Portland.

The oldest is the single circuit Ballarat to Terang 220 kV line.

But they’ve recently been joined by the 132 kV line that links the Stockyard Hill Wind Farm to the Haunted Gully Terminal Station.

Which passes beneath the older 220 kV line via a tangle of pylons outside Lismore.

Telephone exchanges

In the days before mobile phones, copper wires were the only communication link to the outside world.

Maroona has a telephone exchange not much larger than the outdoor dunny beside it.

As does Nerrin Nerrin.

Berrybank has a shed a little larger.

Streatham’s exchange is bigger again, but it serves an actual town.

But Pura Pura – there is nothing around for miles!

CFA stations

Even with the population leaving the plains, the risk of bushfire is still there.

The CFA station at Nerrin Nerrin is just a little tin shed.

The station at Mininera is far more modern.

As is the one at Langi Logan.

Which replaced the tin shed around the corner.

And finally – Mount Elephant

Every time I’ve gone for a trip on The Overland I’ve pointed out Mount Elephant – a 380-metre-high conical breached scoria cone formed by a dormant volcano, located 1 km from the town of Derrinallum. So since I was in the area, I paid a visit.

Turns out it’s only open for a few hours each Sunday, but I was lucky – they were just about to open!

The visitors centre is located at the base of the mountain.

The access track follows the alignment of a dismantled railway siding.

Which served a ballast quarry, now used as a car park.

The walk to the edge of the crater takes 30 minutes, with the walk around the edge adding an extra hour.

But since it was a stinking hot day, we only made it halfway up.

So we’ll have to visit again!

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The contract for Clunes station was dated 25 September 1874 and the polychrome brickwork station building was completed by J. Short, with a cast iron verandah supplied by Robinson Brothers.

Photo from the Clunes Museum collection

By the 1980s the water tower, crane and van goods shed had been demolished, with the lamp room and men’s toilet at the north end of the station demolished in 1980. The last passenger train to pass through the station ran in 1993, when The Vinelander to Mildura was withdrawn. The station was then boarded up, the only passing trains carrying freight.

In December 2008 the State Government announced passenger rail services to Maryborough would resume, but Clunes was left out of the project, V/Line trains rolling past the abandoned station from July 2010.

But in June 2010 it was announced that Clunes would also be re-opened, so restoration works started – including the complete rebuilding of the platform. However the finished station was missing one major feature – the veranda.

Photo by Daniel Ruben du Prie, via Wikimedia Commons

The Courier has the full story.

Clunes Train Station historic verandah removal sparks anger
30 November 2011
Brendan Gullifer

The State Government will proudly unveil the newly refurbished Clunes train station this weekend — but with one glaring omission.

Contractors working on the $7 million project ripped down the station’s ornate iron verandah and sent parts of it to a scrap merchant.

Local residents are appalled and are still waiting for answers to how the mishap will be fixed.

Hepburn councillor Don Henderson called it a travesty.

“It’s just a piece of our heritage that is gone and will never be returned,” he said yesterday.

“It’s irreplaceable and in a town like Clunes, where heritage is so important, it’s a very big loss.”

Transport at Clunes president John Sayers, one of a small band who have helped negotiate the return of rail services, said he was horrified when he learnt about the mistake.

“It’s an appalling situation to have arisen,” he said.

Mr Sayers said the verandah superstructure, which held up the corrugated iron roofing, was chopped up and sent to a metal dealer while the solid iron posts were saved.

These had been removed to Creswick station for safe keeping, he said.

“We’re hoping some sort of verandah will eventually be built which will hopefully include the old posts.”

Cr Henderson said the verandah was an exact copy of one carefully preserved at the restored Creswick rail station.

“People will still be able to see what existed on this particular railway link,” he said.

But while many local rail enthusiasts were in mourning, those involved officially with the station’s renewal were reluctant to talk.

Building contractors Abigroup referred The Courier to the Department of Transport. A departmental media spokesperson said she would look into it, as did a spokesperson for Transport Minister Terry Mulder.

Neither responded to questions by press time.

Acting Hepburn chief executive officer Peter Reeve said there was an ongoing investigation into the missing verandah.

He said the planning permit included verandah removal to allow platform works and its restoration.

By July 2012 a replacement verandah had been erected at the station.

Commercial Systems Australia photo

But none of the original cast iron posts were used in the new structure – just modern steel beams and poles.

As for the boarded up station building.

Google Street View 2010

In 2015 it was restored for community use.

Google Street View 2017

As part of VicTrack’s Community Use of Vacant Rail Buildings Program.

All aboard Creative Clunes’ new cultural hub
20 November 2015

The historic Clunes Railway Station has been reinvented as a cultural hub, becoming the new home for Creative Clunes and the Clunes Booktown Festival.

State Member for Buninyong, Geoff Howard said Creative Clunes has taken on the head lease of the revamped station building, following the completion of works funded from the Victorian Government’s Community Use of Vacant Rail Buildings Program.

“This much loved, 140 year old station building has been given a new lease of life as the new home to Creative Clunes,” Mr Howard said.

“This project has successfully adapted this historic station building into a vibrant cultural hub, offering the local community an impressive new arts venue with its form and function.

“People will be able to come to explore their artistic side, utilising the hub’s creative and meeting spaces.

“It also provides permanent offices and volunteer facilities for the popular annual Clunes Booktown Festival – which attracts visitors from across Australia and the world to celebrate both historic and modern literary works.”

VicTrack and V/Line carried out restoration work to the exterior of the station building, with Ballarat Civic Construction completing extensive internal renovations.

These works included installing new foundations and floorboards, connecting services, restoring the plasterwork, and reinstating the doors to the platform.

The building now also has a kitchenette, accessible toilets, shower and a new access ramp.

Further reading

Talbot and Clunes Conservation Study, Richard Aitkens (page 339)

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John Henry Harvey photo, SLV image H92.150-302

And today.

West Richmond station opened on 21 October 1901, along with the line from Princes Bridge station to Collingwood. However this section of railway is a little different to much of the Melbourne network…

The track

The first railway in the area opened in 1888, linking Victoria Park (then named Collingwood) and Heidelberg on what is now the Hurstbridge line.

However the route towards the city was different to today – trains had to take the ‘Inner Circle‘ towards Royal Park, where the joined the Upfield line.

A year later in 1889 a second railway opened from Victoria Park, running north to Whittlesea along the route now taken by the Mernda line. In the years the followed the railway to Heidelberg was extended north – to Eltham in 1902 and Hurstbridge in 1912.

The locomotive

The steam locomotive in the photo is a Victorian Railways M class – a 4-4-0T tank locomotive designed for hauling suburban passenger services.

The first example was acquired in 1879 from Beyer, Peacock & Co, with a further 21 locomotives built by the Phoenix Foundry of Ballarat between 1884 to 1886. Their coal bunker capacity limited their usefulness, so they were rebuilt at the Newport Workshops as 4-4-2T locomotives between 1901 and 1905.

However electrification of the Melbourne suburban network commenced soon after, sounding the death knell for the M class locomotives, the last of which was scrapped in 1922.

And what came later

With steam locomotives gone, electrification triggered new growth – the wires were strung as far as Reservoir and Heidelberg electrified by 1921, and extended to Eltham in 1923 and Hurstbridge in 1926. Further extensions were completed to Thomastown in 1929, Lalor in 1959, Epping in 1964, South Morang in 2012, and finally Mernda in 2018.

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At the north end of the platforms little has changed.

VPRS 12800/P3, item ADV 1607

The only difference I can spot is the removal of the sheltered timber platform seats, replaced by cold steel benches.

The entrance to platform 4 and 5 has changed a little more. Still used by trains headed west to Footscray, Sunshine and St Albans – these trains now head further north to Sydenham and Sunbury.

VPRS 12800/P3, item ADV 1606

The timber gates used by ticket checking staff are gone, replaced by fare gates on the main station concourse, and the pull down ‘bathgate’ train indicators have been replaced by LCD screens.

A much bigger change is visible outside the station, at what was once the main entrance for passengers.

VPRS 12800/P3, item ADV 0624

Dynon Road once crossed the railway tracks via the north side of North Melbourne station, until the current bridge was opened in 1968.

This spartan brick station building replaced the original 1886 station building in 1974, until it was made redundant in 2009 with the completion of the current southern entrance to the station.

Another contrast can be seen this eastwards view from platform 6.

VPRS 12800/P3, item ADV 0705

The only constant is the bluestone faced platforms – static billboards are now motorised advertising panels, towering apartment buildings have replaced terraced houses, and the gardens along the Railway Place have given way for a concrete retaining wall.

The city end of the platforms have seen similar changes.

VPRS 12800/P3, item ADV 1185

Neatly tended gardens haven given way to a weed covered slope, a brown brick bunker has been erected to house modern signalling equipment, and the bluestone platform face has given way to concrete.

At first glance little has changed north of the station, where the Upfield line branches off from the Werribee, Sunbury and Craigieburn bound tracks.

VPRS 12903 P1 Box 164/05

The same number of tracks remain in place today, the only difference being the lineside signals and gantries supporting the overhead wires.

But this view from the December 1935 edition of National Geographic Magazine titled ‘Flashes of Colour in the Fifth Continent’ tell a different story.

From ‘Melbourne as featured in National Geographic Magazine 1935’

The “blossums and foliage between the rail lines on the embankments provide a colourful approach to the capital of Victoria” are long gone, replaced by weeds and gravel.

The same contrast can be seen at the city end of the station, where a carefully manicured garden occupied the space between Railway Place and the tracks.

VPRS 12903/P1, item Box 164/07

The garden was demolished in the 1960s when the North Melbourne flyover was constructed as part of the North East standard gauge project, the area taking on the current look following the completion of the Regional Rail Link project in 2015.

A short history lesson

• 1859: station opened
• 1886: six platform station complex completed
• 1919: electric trains introduced
• 1962: North Melbourne flyover completed
• 1968: Dynon Road moved onto new bridge
• 1970s: track rearrangement to cater for City Loop
• 1974: new entrance replaced 1886 building
• 2009: current southern station entrance opened, northern entrance closed
• 2015: North Melbourne flyover rebuilt for Regional Rail Link

Footnote

A 1979 photo of North Melbourne station by Len Johnston.

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It appears my son has been paying a lot of attention – Parliament is blue.

Footscray is red.

West Footscray is green.

Sunshine is yellow.

The last three stations were all rebuilt in 2013-15 as part of the Regional Rail Link project, hence the similar design, but the architects were smart enough to give each station it’s own identity through the use of a feature colour.

Compare this to the growing number of stations rebuilt across Melbourne by the Level Crossing Removal Authority.

Gardiner.

Ginifer.

And St Albans.

Notice a common grey theme?

Apparently the Level Crossing Removal Authority does use colour at some stations.

Hi Marcus, we try to make sure it's not just shades of grey at our stations! Colours are considered in the design stage and each one is different – take the colourful Gardiner Station entrance or the new Rosanna Station as a few examples https://t.co/pVsVfYqX8s

— Level Crossings (@levelcrossings) March 19, 2018

Ormond, Mckinnon or Bentleigh stations being three of them.

The only problem? They used the same identical colour palette of yellow, orange and red at each station!

Okay, where am I now? Well um orange and red = Ormond, Mckinnon or Bentleigh, I guess. pic.twitter.com/k3EopqxzKk

— Daniel Bowen (@danielbowen) October 23, 2017

It shouldn’t cost anything more to use coloured panels instead of plain grey – so why does every station have to look the same?

A lesson from Hong Kong

In Hong Kong every station on the MTR network has a signature colour.

This interview with the MTR Corporation’s chief architect describes their reasoning

The main reason bright colours were adopted when the first line opened in the 1970s was to lighten up the subway system, according to Andrew Mead, the MTR Corporation’s chief architect. With no windows or natural light, underground platforms can be gloomy. Bright colours are associated with beauty, and they bring a dash of that to the mostly subterranean stations, he says.

The corporation could have chosen a neutral white design. But Mead says an important factor in picking different colours was function. Underground, where there are no landmarks to look out for like when you’re travelling by bus or car, colour helped differentiate the MTR stations, and gave each their own identity. That was important, Mead says, because “back in the 1970s, there was still a high level of illiteracy” in the city.

Another place that lacks landmarks is a Melbourne railway trench, or onboard a train with advertising covered windows – so why is the use of colour at Melbourne railway stations so rare?

An update from the Level Crossing Removal Authority

Five identical looking stations have been built as part of the Caulfield to Dandenong level crossing removal project.

The Level Crossing Removal Authority dropped me an email, explaining their choice of station colours:

Carnegie Station – deep yellow

Murrumbeena Station – deep red

Hughesdale Station – deep green

The colours selected for the inner urban villages of Area 1 celebrate
their strong connection to the Boyd family, and have been conceived as
a set of complementary but distinctive colours. The deep yellow, deep
red and deep green pay homage to a series of the Boyd family pottery.

Clayton Station – blue

Clayton is undergoing a significant transformation towards a larger
activity centre as part of the broader employment cluster. The colour
selected at Clayton Station signifies the precinct redevelopment as an
urban catalyst, and represents its connection to research,
manufacturing and learning (ie, Monash University, CSIRO, etc.)

Noble Park Station – bright green

Noble Park is a strong community-oriented activity centre within a
well-landscaped setting. The colour adopted at Noble Park Station
draws reference from the bright green used throughout the
municipality, including the skate park in the vicinity.

Say what you want about the reasoning behind each, but I’m glad they picked different colours!

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Carnegie, Murrumbeena, Hughesdale, Clayton and Noble Park

Cox

Level Crossing Removal Authority artist’s impression

Level Crossing Removal Authority artist’s impression

Level Crossing Removal Authority artist’s impression

Level Crossing Removal Authority artist’s impression

Level Crossing Removal Authority artist’s impression

Mernda Marymede and Hawkstowe

Grimshaw

Level Crossing Removal Authority artist’s impression

Level Crossing Removal Authority artist’s impression

Level Crossing Removal Authority artist’s impression

Arden, Parkville, CBD North, CBD South, Domain

Grimshaw

Melbourne Metro Rail Authority artist’s impression

Melbourne Metro Rail Authority artist’s impression

Melbourne Metro Rail Authority artist’s impression

Melbourne Metro Rail Authority artist’s impression

Melbourne Metro Rail Authority artist’s impression

Southland, 2017

Kyriacou

Public Transport Victoria artist’s impression

Heatherdale, 2017

Kyriacou

Level Crossing Removal Authority artist’s impression

Caroline Springs, 2017

HBO+EMTB (phase 1+2), Jackson Architecture (stage 3, including duplication)

Bayswater, 2016

AECOM

Level Crossing Removal Authority artist’s impression

St Albans, 2016

Kyriacou

Level Crossing Removal Authority artist’s impression

Ginifer, 2016

Kyriacou

Level Crossing Removal Authority artist’s impression

Ormond, 2016

Grimshaw

Level Crossing Removal Authority artist’s impression

McKinnon, 2016

Grimshaw

Level Crossing Removal Authority artist’s impression

Bentleigh, 2016

Grimshaw

Level Crossing Removal Authority artist’s impression

Gardiner, 2016

Grimshaw

Ringwood, 2016

Kyriacou

Wyndham Vale, 2015

DesignInc

Tarneit, 2015

DesignInc

Balaclava, 2014

CCG Architects

Waurn Ponds, 2014

GHD

Mitcham, 2014

Arup / Grimshaw

Springvale, 2014

Jackson Architecture

Williams Landing, 2013

Arup / Cox / HBO+EMTB

Footscray, West Footscray and Sunshine, 2013

Hassell

Sunbury, 2012

Grimshaw

Diggers Rest, 2012

Grimshaw

Cardinia Road, 2012

Arup / Cox

Lynbrook, 2012

Arup / Cox

South Morang, 2012

Cox

Epping, 2011

Cox

Thomastown, 2011

Cox

Laverton, 2010

Unknown

Coolaroo, 2010

Architectus

Westall, 2010

Hassell

Nunawading, 2010

Grimshaw

North Melbourne, 2009

Cox

Heatherdale, 2007

Hassell

Kananook, 2007

Hassell

Southern Cross Station, 2007

Grimshaw

Roxburgh Park, 2007

Cox

Craigieburn, 2007

Cox

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