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On Monday the New South Wales Government <a href="http://sydneymetro.info/home/news_feed/sydney-metro-accelerates-through-cbd-stations-confirmed-and-first-borer-to-arrive-in-2018">kicked off</a> the formal planning process for the second stage of the Sydney Metro project. It comes as the heavy work for the first phase - rebranded as Sydney Metro Northwest a few months ago - is nearing completion with the <a href="http://nwrail.transport.nsw.gov.au/TBM-Tracker">TBM tracker map</a> for the project showing two of the four TBMs in use on the project only having approximately 1-1.5km until they complete their run.

What started as a project to bring rail services to one of Sydney's largest rail service black-spots has morphed into a very long metro line that will eventually run from Sydney's North West through North Sydney and the CBD and out to the South West.

<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/construction-activities-nov-2013-72dpi_2.jpg" rel="gallery-all" title="Construction timeframes for the Sydney Metro North West phase"><img alt="" class="image-article-full-width-580px" height="314" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/construction-activities-nov-2013-72dpi_2.jpg?itok=zbqIkDl4" title="Construction timeframes for the Sydney Metro North West phase" width="580"></a>

<figcaption><a href="http://nwrail.transport.nsw.gov.au/construction/construction-overview">Construction timeframes</a> for the Sydney Metro North West phase</figcaption></figure>The 'Northwest' section which is under construction, when open, will see passengers needing to change to existing services at Chatswood to continue journeys toward central Sydney.

This point along with the "back to the future" moment of the new metro line not running double-decker trains which are synonymous with Sydney has generated a lot of discussion &amp; dabate.

For the most part the debate around the type of trains to be used on the new line has been derailed (pun intended) and the launch of the formal planning process has neutered concerns over long term viability of moving more people over/under Port Jackson in trains.

While the second City and Southwest phase of Sydney Metro is a natural extension of the first phase, the key lesson for us south of the Murray is to ensure that after Melbourne Metro, we don't play the "balance" card and then go on a publicly-funded road building boondoggle.

The heavy and expensive equipment to be procured for Melbourne metro like Tunnel Boring Machines (TBMs), not to mention the vast knowledge people who are working on this project are gaining, should not be wasted and put on the backburner. We should be following Sydney Metro's lead and kicking off the formal planning process for our next rail project during the construction phase of Melbourne Metro.

<h2>Enter Infrastructure Victoria and Plan Melbourne</h2>

Two sizeable pieces of a large strategic planning jigsaw puzzle seem to have fallen into place.

A refresh of Plan Melbourne has been launched which seeks to add components such as affordable housing mechanisms, Melbourne as a poly-centric city and climate change preparedness to the original plan and Infrastructure Victoria has been born and will be tasked on providing advice to Spring Street on the State's infrastructure needs and responses.

Fishermans Bend's structure plan will be changing and Spring Street recently announced that the <a href="http://australianeducationcity.com/">Australian Education City</a> consortium was the preferred bidder to develop a large site in East Werribee.

Melbourne's sole advantage over all other big Australian cities is land, and not just the productive agricultural land that the sprawl-belt is constantly infringing upon.

Fishermans Bend alone will make Sydney's Barangaroo and Perth's Elizabeth Quay look decidedly miniscule in comparison owing to the sheer amount of land that could be redeveloped along the lower Yarra.

There's decades worth of redevelopment potential but before we get bogged down on what kind of urban form Fishermans Bend should take we must first ensure the right type of Public Transport is selected and put in place early. Likewise we must ensure it provides maximum connectivity from both the east and west of the metropolitan area.

I am of course referring to the Fishermans Bend line that was present on the <a href="/news">PTV's heavy rail plan</a>, released soon after Denis Napthine took over the Premiership during the last Government. This is the kind of project we should expect to see near the very top of Infrastructure Victoria's initial 30 year infrastructure strategy and similarly in Spring Street's mandatory response.

The Australian Education City marketing material paints a grand picture of urbanism out west and the associated numbers - 80,000 to 100,000 people to eventually live in the new 'city' - is nothing to sneeze at either. Earlier reports in other media suggested that a rail station was to be a part of the project however this still remains uncertain and once again, given the immediacy of the redevelopment project, we should expect Infrastructure Victoria to pay attention to this part of the city.

And that leaves us with the East. Monash University-Mulgrave is a major employment precinct in its own right, very much a player in the drive to bring high quality jobs closer to where people live.

As the <a href="http://www.snamuts.com/melbourne">SNAMUTS map</a> shown below alludes to, the Springvale Road/Wellington Road area has two smart buses routes and possibly the most appalling thing on that map is that it highlights how there are not many other semi-decent public transport services that run at least every 20 minutes on week day off peaks.

The map shows that back in 2011 the smart bus routes in the area were seeing a higher degree of network stress than other parts of Melbourne Public Transport network. Do we need to see some out-of-the-box thinking for Public Transport in the area?

<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/6445304_orig.png" rel="gallery-all" title="Melbourne Public Transport Network Stress. SNAMUTS"><img alt="" class="image-article-full-width-580px" height="444" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/6445304_orig.png?itok=edEKo-CB" title="Melbourne Public Transport Network Stress. SNAMUTS" width="580"></a>

<figcaption>Melbourne Public Transport Network Stress. <a href="http://www.snamuts.com/melbourne">SNAMUTS</a></figcaption></figure>Plan Melbourne has that aspiration to make Melbourne more poly-centric, or more to the point, a "20 minute" city. There's one giant employment centre in Melbourne at present, it's the centre of the city where our current Publc Transport network excels in moving people in and out of it.

Monash University-Mulgrave is a major established employment node simply lacking in direct rail access and East Werribee could very well become an equivalent major employment mode for the west.

This emerging picture of a Melbourne with three major employment nodes centred around Universities dispersed equally in the metropolitan area - West, Central and East - is not all too dissimilar to the story of Sydney with its CBD/inner south (potential metro station near the University of Sydney) and Macquarie Park / North Ryde (Macquarie University and two other metro stations in the immediate vicinity).

When Spring Street creates the response to Infrastructure Victoria's initial 30 year strategy (which it is required to do under the act), the Melbourne Metro project will likely be kicking off its construction phase.

Given all of the above and after Infrastructure Victoria's advice has been provided, Spring Street should heed the lesson from the Sydney Metro project and keep the major rail project planning and construction cycle rolling so as we get even more mileage out of the knowledge created and the equipment procured for the Melbourne Metro project.
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Alastair Taylor

Comment: Melbourne should heed the lesson of Sydney Metro

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It was announced this morning that the level crossings either side of Bayswater station at Scoresby Road and Mountain Highway are next in line to go.

In a noticeable shift from previously unveiled grade separation and station designs, the method chosen to grade separate will involve partially lowering the rail line and partially raising Mountain Highway. A full rail under road grade removal will occur at Scoresby Road.

Kevin Devlin, the CEO of the Level Crossing Removal authority explained this option was chosen in order to allow for the continuing use of the rail yards and maintenance depot which currently sits alongside Bayswater station. The maintenance depot is accessed from the main line at a junction right next to the Mountain Highway level crossing and this will be rebuilt at a lower grade as part of the overall works.

An alliance consisting of Laing O'Rourke, Fulton Hogan and Aecom have been confirmed as the preferred bidder with the cost of the entire project coming in at $177 million.

Bayswater station is currently an island platform with an underground pedestrian ramp providing passenger access in to the bus bay and car park. The new station will see an island platform accessed via an entry brought closer to Station Street with an overhead ramp, stairs and lift depositing passengers on the new platform sitting at a lower grade.

<iframe allowfullscreen="" frameborder="0" height="315" scrolling="no" src="//www.youtube.com/embed/TS_i0mIRoM4" width="100%"></iframe>

The Ringwood corridor and Belgrave branch are inching ever closer to being fully grade separated; when after all the announced projects have been completed only Union Road in Surrey Hills, Mont Albert Road near Mont Albert Station, Bedford Road in Ringwood, Alpine Street in Ferntree Gully and Hilltop Road in Upper Ferntree gully will remain as a level crossing.

Level Crossings that still exist on the Lilydale branch include Dublin Road in Ringwood East, Coolstore Road in Croydon, Manchester Road in Mooroolbark, Melba Avenue in Lilydale and Maroondah Highway at the terminus of the Lilydale line.

Manchester Road and Maroondah Highway are on the Victorian Government's <a href="http://levelcrossings.vic.gov.au/crossings">list of 50</a> but have no news about their status has been announced as yet. Union Road and Mont Albert Road in Surrey Hills-Mont Albert are not on the list.

<h2>Bayswater to join the Box Hill, Blackburn and Ringwood party?</h2>

It will be an interesting exercise to monitor planning activity in the region given City of Knox have done <a href="http://www.knox.vic.gov.au/Page/Page.aspx?Page_Id=360">extensive planning</a> to focus development around the station precinct and the urban growth boundary is limiting any further suburban growth beyond the area (not to mention Mount Dandenong is a natural barrier for further fringe-belt growth).

The powers that be effectively locked the eastern suburbs of Melbourne away from further sprawling down the Yarra Valley into Yarra Glen and Healesville and up into the hills decades ago and the new housing stock in the entire region is a story of new medium and high density development at the major nodes on the Ringwood corridor. It makes sense that Bayswater should join them.

<ul>
<li>
<a href="/new-apartments/box-hill-vic-3128">Box Hill projects</a> (22)</li>
	<li>
<a href="/new-apartments/blackburn-vic-3130">Blackburn projects</a> (11)</li>
	<li>
<a href="/new-apartments/ringwood-vic-3134">Ringwood projects</a> (8)</li>
</ul>
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Bayswater next in line to see level crossing removals

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The drip feed of information on the Melbourne Metro Rail project website continues, with a recent update featuring an <a href="https://mmrailproject.mysocialpinpoint.com/yoursay#/">interactive map</a> to be used for consultation purposes, along with <a href="http://yoursay.mmrailproject.vic.gov.au/local-information">brochures</a> providing increasing detail about each station and portal precinct.

Perhaps one of the most important parts of the placement of a station on a rail line is how and where users will access the underground structures. The brochures now display proposed entrance locations for each station and they are summarised with my comments below. Each image can be expanded for a larger view.

<h2>Domain</h2>

<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/domain.png" rel="gallery-all" title="Domain Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="415" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/domain.png?itok=782IalzU" title="Domain Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>Domain Station. Image Melbourne Metro Rail Authority</figcaption></figure>The brochure for <a href="http://yoursay.mmrailproject.vic.gov.au/local-information#domain">Domain Station</a> appears to take the sensible approach in the location of proposed station entrances. We may love our major boulevards to walk down or look at, but when it comes to crossing them in traffic, the wait times are generally less than pleasant. Therefore the proposed locations, one on the eastern side of St Kilda Road for the Shrine and one on the western side of St Kilda Road for the local area, make sense.

The only question overhanging the station entrances in this diagram: will there in fact be two station entrances - one for each of the two island platforms recently built as part of the Domain Interchange upgrade - or some other design?

<h2>Flinders Street (CBD South)</h2>

<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/cbd_south.png" rel="gallery-all" title="CBD South Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="411" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/cbd_south.png?itok=J24dhUtR" title="CBD South Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>CBD South Station. Image Melbourne Metro Rail Authority</figcaption></figure>For <a href="http://yoursay.mmrailproject.vic.gov.au/local-information#cbdsouth">Flinders Street</a>, the proposed entrance at Federation Square is welcome, likewise is an entrance from Collins Street. The location of the proposed Collins Street entrance seems to suggest it will use a portion of City Square, most likely impacting the on-and-off again <a href="https://goo.gl/maps/M9YK5wWsYDT2">water wall</a>.

At Federation Square the proposed station location appears to be adjacent to the underground section of the <a href="https://goo.gl/maps/LmmT2BPBag42">Melbourne Visitors Centre</a>.

The proposed entrance located in the middle of the Flinders Street/Flinders Lane/Elizabeth Street/Swanston Street block appears to be the existing entrance connecting to the main pedestrian subway. My question is, will there be a connection from the new underground platforms to the existing subway?

<h2>Melbourne Central (CBD North)</h2>

<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/cbd_north.png" rel="gallery-all" title="CBD North Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="406" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/cbd_north.png?itok=xEKjnNDr" title="CBD North Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>CBD North Station. Image Melbourne Metro Rail Authority</figcaption></figure><a href="/news/melbourne-metro-cbd-station-details-emerge">Last week it became evident</a> that an entrance was proposed for the north side of La Trobe Street. Now the brochure for Melbourne Central also depicts another northerly entrance in Franklin Street.

Given the City Baths are located on the northern side of Franklin Street, that it is a very sensitive building and the <s>Communist</s> Brutalist Blocks of RMIT provide little room on the southern side's footpath, the placement of the proposed station appears to be in the median of Franklin Street.

Might we see the closure of Franklin Street, <a href="https://goo.gl/maps/bcXR9RLvWpy">or at least the Swanston Street end</a>, turned into a plaza with the station entrance as the centrepiece? The mind boggles with wider urban design opportunities if the half-closure route was taken with this station entrance.

<h2>Parkville</h2>

<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/parkville.png" rel="gallery-all" title="Parkville Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="412" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/parkville.png?itok=N92DcgH4" title="Parkville Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>Parkville Station. Image Melbourne Metro Rail Authority</figcaption></figure>The broad location of proposed station entrances at <a href="/new-apartments/parkville-vic-3052">Parkville</a> appear to provide sufficient coverage in the area. One of the first comments on the interactive map raised the lack of an entrance on the north west corner of the Grattan Street/Royal Parade intersection, where the Royal Melbourne Hospital is located, which would serve the Women's, RMH, University High School WEHI.

The proposed entrance on the south western corner of the intersection where the VCCC is should be set in stone, as it is on the same side of Grattan Street for people who may wish to connect with the Flemington Road trams (Flemington Road tram super-stop is on the south side of Grattan Street in the Flemington Road median).

If there were any slack in the overall project budget, I would allocate more to this station: delete the entrance on the north east corner of the intersection and revert to the previous concepts, which showed a large island platform in the middle of Royal Parade for a tram-train interchange. This would be a compromise solution for lack of an entrance on the RMH block (people bound for the Hospital block would not have to cross an entire road, only half of one), but enhance the tram-train connection opportunities.

Having an underground corridor all the way under Grattan Street so that entrances to the station concourse could be placed directly on the Flemington Road tram stops would also be a nice-to-have, however the proposed entrance on the VCCC block effectively does this job, albeit with a half-boulevard crossing at Flemington Road.

<h2>Arden</h2>

<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/arden.png" rel="gallery-all" title="Arden Station. Image Melbourne Metro Rail Authority"><img alt="" class="image-article-full-width-580px" height="401" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/arden.png?itok=4AEzc-JB" title="Arden Station. Image Melbourne Metro Rail Authority" width="580"></a>

<figcaption>Arden Station. Image Melbourne Metro Rail Authority</figcaption></figure><a href="/new-apartments/north-melbourne-vic-3051">Arden</a> is problematic. On every concept made public over the years, it was clear from the start Arden would be isolated, having no meaningful connections to other lines or modes in the area; the map above really brings this message home.

The site which this station resides on currently sees various industrial uses. The angle and placement of the "potential" station entrances seems to allude that a fraction of the current titles in the area would be acquired by the authority and rezoning could then enable redevelopment to occur on adjacent sites.

There is likely going to be a need for very intensive redevelopment in this area, in order to get the benefits side up against the costs in a cost-benefit analysis. All eyes are on City of Melbourne to see what they do with their Arden-Macaulay structure plan (<a href="http://www.melbourne.vic.gov.au/BuildingandPlanning/FutureGrowth/StructurePlans/ArdenMacaulay/Pages/ArdenMacaulayStructurePlan.aspx">amendment C190</a>).

One thing to be wary about in terms of redeveloping the industrial land either side of the station location is Boral's <a href="https://goo.gl/maps/f4YXHsXRC6y">Melbourne Cement Plant</a>, as it is located to the south of the proposed station site.

Cement is a key ingredient for any urban development project and of course an orderly winding down of the site (as property prices rise after Arden station is complete) could occur over time. However, it would be interesting to see the wider economic and environmental impacts of this key cog in the urban development supply chain moving out of the area, if it ever does.

One logistical benefit for the project would be if Boral were to be picked as the cement supplier for the project; pre-cast cement and other cement products would not have to travel very far at all, thereby minimising overall energy intensity during the construction phase of the project.

Over to you. Be sure to add your comments to the interactive map on the <a href="https://mmrailproject.mysocialpinpoint.com/yoursay#/">project website</a>.

Lead image credit: <a href="https://goo.gl/maps/CtsKwfqvTD92">Google Earth</a>
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Melbourne Metro Rail stations: more detail released & comment

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The Victorian Planning and Environmental Law Association (VPELA) in conjunction with Ratio Consultants have organised a seminar titled "Where we're going, we don't need roads? VCAT's Nightingale decision, car parking and the future of sustainable development", to be held on Monday 9th of November.

The seminar will be held at the Treasury Theatre, lower level, Treasury Building at 5:15pm for a 5:30pm start.

<blockquote>
Just before Back to the Future's 2015 day, VCAT made a decision that caused many to reflect on the future transport needs of our city. In refusing planning approval for the Nightingale Project because of insufficient parking, debate has raged about parking needs, transport patterns and indeed the future of the car itself. It's been hard to miss the Nightingale Project, following in the footsteps of the award winning ‘The Commons’, both famous for their environmental credentials, financial model and tenacious community supporters.

Hear first-hand from key insiders and industry experts about what went wrong with Nightingale, what lies ahead for sustainable high density developments, and what it means for car parking and future transport options across Melbourne.
<cite><a href="http://www.vpela.org.au/wp-content/uploads/2011/10/Flyer1.pdf">VPELA: VCAT’s Nightingale decision seminar flyer</a></cite>
</blockquote>

The seminar will be chaired by Adam Terrill, Executive Director of VPELA and senior principal at Tract Consultants.

Speakers include:

<ul>
<li>Jeremy McLeod, Architect and Developer, Breathe Architecture</li>
	<li>Tamara Brezzi, Partner, Norton Rose Fulbright and President VPELA</li>
	<li>Dr Stephen Rowley, Lecturer, RMIT University</li>
	<li>Brett Young, Director Transport Engineering, Ratio</li>
</ul>
Bookings are essential, details of which are located on <a href="http://www.vpela.org.au/wp-content/uploads/2011/10/Flyer1.pdf">the seminar's flyer</a>.

Lead image credit: <a href="http://www.nightingale.melbourne/">nightingale.melbourne</a>
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VPELA seminar 9th November: VCAT's Nightingale decision, car parking and the future of sustainable development

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Following on from yesterday - <a href="/news/greg-hunts-melbourne-2200-vision-is-an-expensive-flop-but-part-1">Greg Hunt's Melbourne 2200 Vision is an expensive flop, but...</a> - here is a summary and links to the subsequent episodes on Adam Ford's blog.

<a href="http://bloodiedwombat.blogspot.com.au/2015/10/a-real-melbourne-metro-system-among">Part two</a> centres around looking at the blackspots in the current network and walks through projects which could extend the reach of the network into these areas. Upfield, Alamein, Glen Waverley line extensions and new lines through Fishermans Bend, Doncaster to Ringwood and through Monash and Rowville to Ferntree Gully are all discussed.

<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/gaps.jpg" rel="gallery-all" title="Melbourne's rail network with its black spots (in white)."><img alt="" class="image-article-full-width-580px" height="424" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/gaps.jpg?itok=-QtaU1TK" title="Melbourne's rail network with its black spots (in white)." width="580"></a>

<figcaption>Melbourne's rail network with its black spots (in white).</figcaption></figure><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/networkphasene.jpg" rel="gallery-all" title="Phase 1 rail network expansion overlaid through the current network's black spots."><img alt="" class="image-article-full-width-580px" height="424" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/networkphasene.jpg?itok=EmRmUMdK" title="Phase 1 rail network expansion overlaid through the current network's black spots." width="580"></a>

<figcaption>Phase 1 rail network expansion overlaid through the current network's black spots.</figcaption></figure>In <a href="http://bloodiedwombat.blogspot.com.au/2015/10/greg-hunts-melbourne-2200-vision-is_23">part three</a>, Adam looks at how 26 heavy rail-connected CADs can be used to create a polycentric city; likewise the airport could have two rail lines with the addition primarily of a new outer circle orbital railway from Cheltenham to the Airport.

<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/gapspluggesdtage.jpg" rel="gallery-all" title='Why spend all that money "undergrounding" the existing network when you can expand?'><img alt="" class="image-article-full-width-580px" height="436" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/gapspluggesdtage.jpg?itok=e6tJHQvm" title='Why spend all that money "undergrounding" the existing network when you can expand?' width="580"></a>

<figcaption>Why spend all that money "undergrounding" the existing network when you can expand?</figcaption></figure>Lead image credit: Wikipedia
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Greg Hunt's 2200 vision: why rebuild rail underground when we can expand? (Parts 2 & 3)

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We are nearing the first anniversary of the Andrews Government, they certainly have hit the ground running and set a lot of inter-related policy areas in a different direction. It is just a pity that the public debate around planning has boiled down to high-rise or skyscraper canyons versus monotonous "European" style development sham.

The two sides of that debate are analogous to the typical trench warfare of "left" versus "right" politics. It does not matter how loony or tory the left or right are, whoever gains the middle ground will win at the end of the day.

It is all a bit quaint and passé, really. And glosses over our real problem: our insidious car culture.

The first two explanations for insidious on <a href="http://dictionary.reference.com/browse/insidious?s=t">dictionary.com</a> state it is "intended to entrap or beguile; [to be] stealthily treacherous or deceitful". However it is the third meaning "operating or proceeding in an inconspicuous or seemingly harmless way but actually with grave effect" which describes our car society ever so succinctly.

<h2>Nightingale: when car culture stifles innovation</h2>

On October 14, <a href="http://www.theage.com.au/victoria/green-building-with-no-car-parking-thrown-out-by-vcat-for-having-no-car-parking-20151022-gkfia5">an order at VCAT</a> was made to set aside the City of Moreland's granting of a permit for the <a href="/new-apartments/brunswick-vic-3056">Nightingale</a> development (6 Florence Street, Brunswick). Among the many paragraphs in the senior member's explanation of the order (and I encourage everyone to read them), the section which stuck out the most came under the heading "The convenience of private car ownership".

Paragraphs 112 through 118 make for particularly sobering reading, as the senior VCAT member used private car ownership as a convenience as part of his justification.

The private car is a very convenient transport mode in certain circumstances, but it is highly specific to where you live and where you need to travel. Brunswick is a vastly different beast to a middle-ring suburb like Glen Waverley or outer growth suburb like Tarneit.

Some suburbs are highly dependent on provisions for car parking as other transport and societal infrastructure is slow to catch up to the pace of development on the fringes (or simply non-existent). However, this should not be used as a justification for curtailing development innovation and entrepreneurialism in the way that it has impacted in Nightingale's case.

Buyers in the 20 unit Nightingale development will have signed on the dotted line knowing full well their purchase is not going to include a car park, and the location of the development in the Anstey precinct with all the services and public transport services at its doorstep would have also been monumental in attracting them.

The group of architects who are the proponents of this planning application are turning the early stages of the standard development model on its head: a waiting list is devised and then each is surveyed through one-on-one meetings and online questionnaires. This is not marketing trickery, it is a different way of doing business.

After one-on-one meetings with the design architects where potential buyers are taken through the architectural drawings, the potential buyer elects to be added to a ballot. The ballot is drawn and only then are buyers invited to sign up for an apartment.

This is what development innovation is: buyers are taken through a process so they are fully aware of what they are signing on for, effectively vetted to see if their values fit the development's goals. Sources have told Apartments.com.au that the 20 buyers who did sign up are a diverse bunch: singles, couples, downsizing retirees, young families with pets, generation Y, generation X; most of whom work in socially and environmentally enlightened professions.

They are classic <a href="https://en.wikipedia.org/wiki/Diffusion_of_innovations#Adopter_categories">early adopters</a> and by looking at Apartments.com.au's analytics numbers, there are many more out there.

Consider this: since we published the <a href="/new-apartments/brunswick-vic-3056">Nightingale listing</a> in our project database in October 2014 (through standard editorial process), this page has become the 30th most viewed on the site, with 3,934 unique views.

When filtering out non-project pages: only the super-tall Australia 108 (4,097), the skyscrapers Empire Melbourne (4,619) and EQ Tower (4,311), Whitehorse Towers in Box Hill (4,552), Capitol Grand in South Yarra (5,682) and the lower/mid-rise projects of Smith &amp; Co in Collingwood (4,674) and Ikebana in West Melbourne (4,040) have had more views in the same timeframe.

<h2>Plan Melbourne should encourage development innovation, not hinder it</h2>

To quote <a href="https://www.propertyobserver.com.au/http://www.planetizen.com/node/58942">Brent Toderian</a>, former chief planner of Vancouver (bold, my emphasis), "We've understood in Vancouver for years that mobility flows from smart land use choices. The best transportation plan is a great land-use plan. That means mixing uses, in compact and complete communities, with strong, consistent urban design."

The recently <a href="/news/spring-street-launches-plan-melbourne-reboot-discussion-paper">re-booted Plan Melbourne</a> under the "A more connected Melbourne" section has seen an update of the major transport projects the current Government is pursuing. Likewise it has two options for discussion relating to involvement with Infrastructure Victoria and including the principal public transport network in the entire Plan Melbourne 2016 document.

If Plan Melbourne is to focus Melbourne's future development in a more node-like fashion spread throughout the entire metropolitan area then we need - scratch that, require - Infrastructure Victoria to advise Government on how to reduce car dependency and increase all other sustainable and public forms of transport in these areas.

Pardon a pun however if our insidious car culture can be so brutally used as a road block for new development in inner-urban areas, where buyers are more than willing to join a new community of car-free dwellings, then what hope is there in areas where car dependency is greater? "Balanced" transport investment will do nothing but maintain the status quo, it is time to enact slow progressive change right throughout the metropolitan area.

Transport should not be another bolt-on chapter in a document. It should be present throughout and Plan Melbourne must focus on reducing car dependency and creating a new transport culture throughout Melbourne, so we never again find ourselves in the situation where car culture is a significant barrier to development innovation.

Lead image credit: <a href="https://commons.wikimedia.org/wiki/File:OIC_brunswick_sydney_road_with_traffic.jpg">Wikipedia</a>
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Comment: Plan Melbourne must enshrine steps to purge our insidious car culture

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The Planning Minister Richard Wynne has launched the rebooted Plan Melbourne as well as a discussion paper for consultation.

A media release distributed on Thursday morning states "The Andrews Labor Government has revised Plan Melbourne to address issues that affect the community, such as housing affordability and climate change - which were both left out by the previous Liberal Government.

"The Liberal's draft plan attracted 450 submissions and input from more than 10,000 Victorians during consultation, but the final radically departed from the draft and failed to provide long-term vision."

The following is the Minister's foreword from the Plan Melbourne Refresh <a href="https://s3-ap-southeast-2.amazonaws.com/ehq-production-australia/ac5567735c214dd99e2858ad2e637581fc8e3a4d/documents/attachments/000/028/229/original/Plan_Melbourne_refresh_at_a_glance_WEB_FA_R2.pdf">at a glance document</a>.

<blockquote>
Melbourne is at an exciting time in its history with unparalleled opportunity for growth, development and prosperity.

We need to prepare for that growth now, and with sensible and sustainable planning we can provide the foundation for Victoria’s economic vitality and liveability throughout the 21st century.

The Plan Melbourne refresh is about making sure our strategy for the city’s growth and development gives our present and future citizens an even better quality of life, a higher standard of living and access to greater opportunities.

I want to see us build a city that sets an example to the world for environmental sustainability, social equity, enhanced liveability and economic strength.

Melbourne is facing some big challenges. Our projected population growth, changing economic conditions and the pressures of climate change mean we need to think and act thoughtfully about how to grow and develop our city.

Much of Plan Melbourne 2014 has bipartisan support and this refresh does not propose a comprehensive revision. Rather, it allows us to revisit the plan in light of new information and incorporate some ideas that planning experts and ordinary citizens alike have raised during the consultations and lively public debates over the last few years that had been omitted.

And having refreshed Plan Melbourne, we will be in a better position to answer the big questions that can no longer be ignored: How do we make sure there is a steady supply of housing that is affordable for the next generation of Victorians? How do we manage investment in transport infrastructure to keep this city moving? How do we avoid the sorts of geographical inequalities that plague many of the world’s fastest growing cities? How do we prepare for climate change?

The discussion paper presents options for consideration during the public consultation process. These options have been informed by  the work of the Ministerial Advisory Committee (MAC) which I re-formed in 2015 to provide me with independent expert advice on how to refresh Plan Melbourne. It has also benefited enormously from submissions and information collected during an earlier extensive community and stakeholder engagement program.

I encourage you to read it, discuss it, circulate it via social media, and be part of a lively public debate. Melbourne is our city, so together let’s set its course for a positive future.
<cite>Minister for Planning, Richard Wynne</cite>
</blockquote>

To view the full suite of documents published by the State Government today, see the new <a href="http://refresh.planmelbourne.vic.gov.au/plan-melbourne-refresh-discussion-paper">Refresh Plan Melbourne website</a>.

Happy reading.
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Spring Street launches Plan Melbourne reboot, discussion paper

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More details of the Melbourne Metro project have been drip-fed out of the Victorian Government this week.

Yesterday, the Minister for Public Transport announced the scope of properties which will need to be acquired as part of the Melbourne Metro project: the total quote sits at 44 buildings with 94 individual titles.

An apartment building in the CBD containing 49 apartments will be acquired along with houses located near the tunnel portals in South Kensington and South Yarra. A further 31 titles which have commercial properties on them are set to be acquired.

This morning, Jacinta Allan provided a clearer picture on the construction method for the CBD stations. "The heart of Melbourne will keep moving while the heart of our transport system is transformed below it" the Public Transport Minister said.

It appears that a relatively straightforward construction technique (straightfoward elsewhere in the world, new to us in Melbourne) will be used. Some surface properties will be acquired in order for crews to access the underbelly of the city and then excavate and construct the station infrastructure under the street.

One of the Premier's tweets illustrates the construction method:

<blockquote class="twitter-tweet" data-partner="tweetdeck">
The heart of Melbourne will keep moving while the heart of our transport system is transformed below it. <a href="https://twitter.com/hashtag/springst?src=hash">#springst</a> <a href="https://t.co/UEUDdQelKD">https://t.co/UEUDdQelKD</a>
— Daniel Andrews (@DanielAndrewsMP) <a href="https://www.propertyobserver.com.au/https://twitter.com/DanielAndrewsMP/status/656601505814843392">October 20, 2015</a>
</blockquote>
<script async src="//platform.twitter.com/widgets.js" charset="utf-8"></script><h2>377-391 Swanston Street: dead in the water?</h2>

Back in May <a href="/news/212-222-la-trobe-street-a-story-of-chocolates-and-boiled-lollies">we reported on the history</a> of the <a href="/developments/melbourne-vic-3000">212-222 La Trobe Street</a> site which was at the time being spruiked with a permit by Savills. This site in the video tweeted by the Premier appears that it will only be used during construction.

The video seems to suggest that the surface buildings for the CBD North Station will be on the 377-391 Swanston Street site.

<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/image157_0_0.jpg" rel="gallery-all" title="Left: tower approved on 371-391 Swanston Street. Right: Aurora Melbourne Central"><img alt="" class="image-article-full-width-580px" height="401" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/image157_0_0.jpg?itok=ijPu9uVp" title="Left: tower approved on 371-391 Swanston Street. Right: Aurora Melbourne Central" width="580"></a>

<figcaption>Left: tower approved on 371-391 Swanston Street. Right: Aurora looks set to be CBD North's neighbour</figcaption></figure>Furthermore, judging by the now public domain video, Scape Melbourne's approved project on the <a href="/buildings/scape-melbourne-393-swanston-street-melbourne">393 Swanston Street</a> site will not be directly impacted during the construction of the station underbelly nor be taken up by the surface buildings.

The video also depicts the apartment building at 200 La Trobe Street disappearing from the skyline as well.

<iframe allowfullscreen="" frameborder="0" height="450" scrolling="no" src="https://www.google.com/maps/embed?pb=!1m0!3m2!1sen!2sau!4v1445383274479!6m8!1m7!1s7SEfpNWtcXGRsJLD2aJQgQ!2m2!1d-37.80969507743876!2d144.9632333141825!3f349.4272320694685!4f12.776723147160553!5f0.4000000000000002" style="border:0" width="100%"></iframe>

Next door to 212-222 La Trobe Street, the Aurora Melbourne Central tower's site (224-252 La Trobe Street) is being prepared, with the on-site multi-level car park currently being demolished. See our related <a href="/news">forum thread</a> for pictures of the site preparation.

Aurora Melbourne Central's official construction launch was this morning.

<blockquote class="twitter-tweet" data-partner="tweetdeck">
At the Aurora Melbourne Central groundbreaking ceremony <a href="https://twitter.com/UrbanMelbourne">@UrbanMelbourne</a> <a href="https://twitter.com/ProbuildAust">@ProbuildAust</a> <a href="https://twitter.com/elenberg_fraser">@elenberg_fraser</a> <a href="https://t.co/pCqd3OgoFD">pic.twitter.com/pCqd3OgoFD</a>
— Laurence Dragomir (@dragomeister) <a href="https://www.propertyobserver.com.au/https://twitter.com/dragomeister/status/656619841474854912">October 20, 2015</a>
</blockquote>
<script async src="//platform.twitter.com/widgets.js" charset="utf-8"></script>
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Melbourne Metro CBD station details emerge

<html><body>
On Monday we learned Crown Resorts in conjunction with their joint venture partner Schiavello, had selected UK architecture firm WilkinsonEyre as the winner of a competition to redesign what has become known as Queensbridge Tower site on Southbank.

Long time Apartments.com.au readers may recall this project has grown since its original planning application in May 2013, initially limited to the old Queens Bridge Hotel site and neighbouring properties.

Over time the initial Bates Smart design was altered as more neighbouring properties were acquired, culminating in an enhanced design adding a greater distance between the proposed tower and 1 Freshwater Place. A pedestrian airbridge linking the site with Crown Casino was also included.

Usually with a marquee project such as this being unveiled, we would be quoting numbers from a planning application. Not so in this case, as plans for the new design have not yet been lodged.

It is with this in mind we remain cautious when talking about certain particulars of the project.

<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/qbh.png" rel="gallery-all" title="Queensbridge Tower from the Yarra's north bank"><img alt="" class="image-article-full-width-580px" height="345" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/qbh.png?itok=BF37iOCv" title="Queensbridge Tower from the Yarra's north bank" width="580"></a>

<figcaption>Queensbridge Tower from the Yarra's north bank</figcaption></figure>A source close to the project was understandably sensitive about producing information we would like to have - for instance, elevation diagrams which can confirm exact dimensions and components of the building - and reiterated a point broadcast on ABC Radio that the amended planning application would be lodged within four weeks.

When quizzed about the overall height, we were told to defer to figures outlined in the Herald Sun: 317 metres.

However there is a general caveat in all of this: news coverage generated yesterday came from a Media/ASX release, not a planning application, and the statistics which currently reside in our <a href="/new-apartments/one-queensbridge-street-1-23-queensbridge-street-southbank">listing of Queensbridge Tower</a> may change if the planning application ends up showing different numbers to what has been reported.

We have learned two things not contained in the media release:

<ol>
<li>Architectus were appointed executive architects to coordinate the ground work in Melbourne with WilkinsonEyre.</li>
	<li>The project will buck a notable trend in similar large-scale projects in Melbourne of late: marketing for the project will only begin once an outcome has been received from the Planning Minister.</li>
</ol>
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Crown's Queensbridge Tower a step closer to fruition

<html><body>
On September 22, the Victorian Government announced a period of consultation on the impacts of the Melbourne Metro project had begun.

21,000 letters were reportedly sent to residents and businesses along the alignment of the proposed new rail tunnel. The letters invited locals to go to an information session and find out where the tunnel will go, how it will be built and the planning process that will be undertaken.

The Minister for Public Transport, Jacinta Allan, stated at the time "this consultation process is about starting open, honest and respect conversations with people who may be affected by this critical project" and now the authority has quietly added new maps to its website.

<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/mm-generic-map-sept-2015-02.jpg" rel="gallery-all" title="Subtle changes to the main graphics. Source www.mmrailproject.vic.gov.au"><img alt="" class="image-article-full-width-580px" height="410" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/mm-generic-map-sept-2015-02.jpg?itok=cI5jgSOb" title="Subtle changes to the main graphics. Source www.mmrailproject.vic.gov.au" width="580"></a>

<figcaption>Subtle changes to the main graphics. Source www.mmrailproject.vic.gov.au</figcaption></figure>The primary graphic used on the site (pictured above) has had some subtle changes, however it is the addition of a <a href="http://mmrailproject.vic.gov.au/__data/assets/pdf_file/0020/28604/MM-Map-Indicative-Alignment-20150926.pdf">new satellite map</a> of the indicative alignment which has since been added to the <a href="http://mmrailproject.vic.gov.au/planning">project's site</a>.

While the map is clearly marked "indicative alignment only", the file is date-stamped September 26 and is high resolution with a large amount of detail, largely answering questions about the "where".

Marcus Wong has a <a href="http://wongm.com/2015/05/melbourne-metro-details-finally-revealed/">great post on his blog</a> looking over all the documents which had made their way into the public domain up until May of this year.

The new map does not show station entrances, but it does make the positioning of stations quite clear, albeit with the "indicative" caveat.

When you compare some of the old renders available on <a href="http://wongm.com/2015/05/melbourne-metro-details-finally-revealed/">Marcus Wong's blog</a> with the new map, the two most significant things that appear to have changed are the position of Arden and Parkville stations.

The 2012 concept renders (which Marcus originally obtained from the Public Transport Victoria site) appears to center the Parkville Station directly underneath the Royal Parade and Grattan Street intersection. The new map shows the station to be located east of Royal Parade, in front of the University of Melbourne's medicine building and the relatively new Doherty Institute building.

My initial thought on Parkville's position was hoping the final design for Parkville Station's surface buildings include an entrance on the western side of Royal Parade, to allow people using/connecting with Flemington Road trams a more convenient access option to the station (without having to use the pedestrian crossings on Royal Parade).

There were no concept renders depicting what Arden Station would look like underground (and therefore allow you to make a safe assumption about where the station would be located underground, like you can with the old Parkville concept drawings), however the <a href="http://raildocs.wongm.com/melbourne-metro-rail-tunnel/arden-overview-DOC-11-332332-.jpg">old Arden concept renders</a> did depict the station's surface buildings to be located where what looks to be at the end of Queensberry Street in North Melbourne.

<iframe allowfullscreen="" frameborder="0" height="450" scrolling="no" src="https://www.google.com/maps/embed?pb=!1m0!3m2!1sen!2sau!4v1444660254078!6m8!1m7!1stWNofTc5Pp52D_u2zHfCVA!2m2!1d-37.80065308511496!2d144.9400899910399!3f133.32224978314775!4f-6.720242966694059!5f0.7820865974627469" style="border:0" width="100%"></iframe>

The new map shows the station located a touch further north of the existing end of Queensberry Street and now the station will sit underground, offset from the grid of streets, with the eastern end of the station right near Barwise Street as show above in Google Street view.

The guesswork for Arden's location is now largely solved. One bonus of this location for Arden Station: concrete to build the station will not have to travel very far; one of the city's major concrete factories is located <a href="https://goo.gl/maps/ssnBM1cGBSG2">right next door</a>.

<a href="http://mmrailproject.vic.gov.au/__data/assets/pdf_file/0020/28604/MM-Map-Indicative-Alignment-20150926.pdf">View the new map</a> on the Melbourne Metro Rail project website.

Thanks to Ian Woodcock for the prompt!
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Melbourne Metro: new indicative alignment maps published

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.

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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.

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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;

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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."

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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.

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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.

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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."

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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.

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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."

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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."

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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>.

Alastair Taylor

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