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The Ballieu/Napthine government's Melbourne (Tullamarine) Airport Rail Link study has been released, along with the <a href="/news/the-ballieu-napthine-governments-rowville-rail-study-ignored-the-elephant-in-the-room" target="_blank">Rowville</a> and Doncaster studies, this past week.

Direct links to the Public Transport Victoria hosted documents for the MARL - Melbourne Airport Rail Link study are below:

<ul>
<li><a href="http://corp.ptv.vic.gov.au/assets/PTV/PTV%20docs/Melbourne-Airport/Melbourne-Airport-Rail-Link-Study-Overview.pdf" target="_blank">Study overview and findings</a></li>
	<li><a href="http://corp.ptv.vic.gov.au/assets/PTV/PTV%20docs/Melbourne-Airport/Melbourne-Airport-Rail-Link-Study-Executive-Summary.pdf" target="_blank">Executive summary</a></li>
	<li><a href="http://corp.ptv.vic.gov.au/assets/PTV/PTV%20docs/Melbourne-Airport/Melbourne-Airport-Rail-Link-Study-Technical-Report.pdf" target="_blank">Full Technical report</a></li>
</ul>
<h2>Key points</h2>

<ul>
<li>The study team spearheaded by Parsons Brinckerhoff have assumed the rail service following the Albion East base case will be an extension of services running through the Melbourne Metro tunnel. This has the effect of pushing the estimated travel time from Central Melbourne to Melbourne Airport out to 30 minutes.</li>
	<li>The study compared the Albion East base case (favoured and reserved by the Bracks/Brumby government) with multiple options which resulted in three primary candidates:
	<ul>
<li>a direct tunnel link from Footscray via Highpoint SC, the old Maribyrnong Defence site and Avondale Heights with a north westerly approach to the airport</li>
		<li>a direct link continuing on from the Flemington Racecourse line via Highpoint SC, Maribyrnong Defence Site and Avondale Heights with the same approach to the airport as the direct link from Footscray and the Albion East base case.</li>
		<li>and a branch off the Craigieburn line with a westerly approach to the airport</li>
	</ul>
</li>
	<li>only the Craigieburn line branch option provides a higher Net Present Value rank above the Albion East case case.</li>
	<li>a new MYKI fare zone would be created to charge a premium fare for airport access</li>
</ul>
<h2>Cutting through the gumpf</h2>

The direct link options - via Footscray and Flemington Racecourse - provide an opportunity to focus new urban development surrounding the stations along the routes (Highpoint SC, Maribyrnong and to a lesser extent Avondale Heights) but are essentially twice the estimated cost of either the Albion East or Craigieburn options. Let's simply rule these two options out based on cost alone - the Moonee Valley/Maribyrnong LGAs have a lot of scope to increase PT usage in their respective areas through better utilising road based PT: expanding tram lines and creating more permanent bus lanes.

The Craigieburn line option is estimated to cost around about the same price as an Albion East, but take a longer time for an end to end journey: not to mention services would be mixed with Craigieburn and Upfield services in the city loop (post Melbourne Metro tunnel opening) and throughout the whole line, thus limiting the ability for faster and more express airport services.

This brings us back to square one - the study by the Bracks/Brumby government a decade ago is essentially still valid and they were right to protect this corridor for a future Rail Link. It's what the study has focused on, in terms of operations, on the Albion East base case that needs picking apart.

<h2>Forget the rest, Albion East it is</h2>

The curious assumpton, or at least that's the impression I got from reading through the full report, study findings and executive summary, is that the Albion East route to Melbourne airport will become a 3rd branch of the Sunshine-Dandenong metro line which will be created when the Melbourne Metro tunnel is opened and the Melton line is electrified.

Point 3.4.1 on Page 24 of the full report states:

<blockquote>
"Regional Rail Link is a new rail line that separates regional trains from the metropolitan trains. This will provide dedicated tracks from Sunshine to Southern Cross for trains from Geelong, Bendigo and Ballarat. The project will provide greater capacity for Melbourne rail services to cater for the residential growth that is occurring in the western growth areas of Melbourne.

This project is relevant to the Melbourne Airport Rail Link because it may present an opportunity to use these new rail lines for part of the alignment or increase capacity on the existing Metropolitan rail network to allow for MARL services. It also presents the opportunity for an airport service to connect at stations that are being upgraded as part of the Regional Rail Link."
</blockquote>

It goes on to say:

<blockquote>
<ul>
<li>A meeting was held on 19 June 2012 with key representatives from the Regional Rail Link Authority to discuss the current status of the project and the likely opportunities/constraints it may have for MARL. The following key points were summarised from the discussion that are of relevance to the AAS:</li>
	<li>there is potential to unlock latent demand at Platforms 1-7 at Souther Cross Station to accommodate new services, as V/Line locomotives are phased out of operation in the future</li>
	<li>The RRL design uncovered a range of constraints, including:
	<ul>
<li>limited reservation through Footscray for new tracks</li>
		<li>the need to widen bridge spans between Sunshine and Footscray</li>
		<li>the Sunshine Orchid (a threatened flora species) at Sunshine, resulting in changes being made to the design</li>
	</ul>
</li>
</ul>
</blockquote>

Then spread across pages 28 and page 29, there's this:

<a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/tulla_study_pages28-29.jpg" rel="gallery-all" title="From Pages 28 and 29 of the Final report"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/tulla_study_pages28-29.jpg?itok=n4GrGlVV" title="From Pages 28 and 29 of the Final report"></a>

Can PTV please explain why using the Regional Rail Link tracks are not considered suitable in the strategic rail operations plan?

Further questions that need to be asked:

<ol>
<li>Above and beyond the current 10-12 trains per hour (TPH) that currently operate to Geelong, Ballarat and Bendigo, how many more services are likely to operate once the new Regional Rail Link (RRL) tracks are operational?</li>
	<li>Rather than provide extra frequencies on the regional lines (in particular Geelong), has there been any study into lengthening key platforms on lines to allow longer trains and more premium express services to operate to regional centres?</li>
	<li>When will the RRL tracks between Sunshine and Southern Cross have their signalling system upgraded to cater for 2 minute headways/30TPH?</li>
	<li>How is PTV going to manage Bendigo line conflicts now that metropolitan services have been extended to Sunbury?</li>
	<li>Presumably, the Melton electrification project will require a grade separated junction just beyond Sunshine station: was this factored into the Regional Rail Link's Anderson Road grade separation design?</li>
	<li>When will the new Tarneit corridor be expanded and connected to Werribee (forming a triangular junction in West Werribee) so this linecurrently under construction becomes purely a regional link to Geelong with Wyndham Vale and any station built along this corridor being serviced by Metro?</li>
</ol>
In <a href="/news/half-of-the-melbourne-airport-rail-link-is-currently-under-construction">part two of this series</a>, I'll take a look at how the extra capacity on the new Regional Rail Link tracks could be used with V/Line operating services between Southern Cross and Tullamarine.
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Alastair Taylor

Questions still remain on the Melbourne Airport Rail Link study

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We said our <a href="/about" target="_blank">Hello World</a> back on March 8th and we've now passed a full week of being live and open for user account registration. At time of writing, our analytics platform tells us 2400 people have notched up 27,000 page views covering articles, database listings and forum threads in this time, a big thank you to all.

Until now we've assumed the project database is intuitive enough for people to understand how to use it, however I thought I'd whip up a small guide just in case we were wrong!

<h2>Project Database: The How To and the What Is</h2>

One of the core features of Apartments.com.au that we're very proud of is the Project Database. Essentially it is an independent list of urban projects which fit our urban vs. suburban criteria.

All projects are categorised by the Local Government Area (LGA) they are located in, with the exception of the City of Melbourne LGA which is broken down further (CBD East End, CBD West End, Southbank, Docklands, St. Kilda Road etc) owing to the volume of projects in these specific areas.

Where previously on the <a href="http://www.skyscrapercity.com/forumdisplay.php?f=197" target="_blank">SkyscraperCity</a> forums (if you're one of those who've been active with us in the past) you had to sort through thread upon thread to find a project, we've deliberately and entirely separated raw data out from the discussion threads.

The search form can be filtered by several levels - select one or many. Once you've made your selection in any of the fields (detail below on what each option is) click the Submit Search and you'll be redirected to a Search Results page. Hit the clear form to reset the whole search form.

The bare bones search functionality we have provided from day one:

<ol>
<li>
Search By LGA - select a specific LGA, this will show you any project we have published in the LGA you selected</li>
	<li>
Search By Property Type
	<ul>
<li>
Townhouse - typically 2-3 levels in height on their own title with shared walls.</li>
		<li>
Low-rise - apartment buildings up to 5 levels in height</li>
		<li>
Mid-rise - apartment buildings between 6 and 12 levels in height</li>
		<li>
High-rise - apartment buildings from 13 levels and up.</li>
		<li>
Institutional - hospitals, schools and other associated public buildings</li>
		<li>
Transportation - any buildings which are associated with private or public transport networks.</li>
	</ul>
</li>
	<li>
Search By Project Name or Address - start typing a project name, a street name or a suburb, the form automatically attempts to find a project you are searching for. You can override the initial results by typing what you're looking for in and then clicking Submit Search, likewise for the following search options.</li>
	<li>
Search By Developer - start typing a development company's name and the form will automatically attempt to match what you have typed with what is in the Apartments.com.au project database.</li>
	<li>
Search By Architect - start typing an architect's name and the form will automatically attempt to match what you have typed with what is in the Apartments.com.au project database.</li>
	<li>
Search By Builder - start typing a building/contracting company's name and the form will automatically attempt to match what you have typed with what is in the Apartments.com.au project database.</li>
</ol>
Unlike articles on Apartments.com.au, there are no direct comment threads per project: this is deliberate as a project's lifecycle can span years and managing long discussion threads is easier to manage in a forum format. Where a project is relatively small, we have grouped them on a Suburb basis in the forum, otherwise there is a 1 to 1 relationship between a single project database entry and a Projects &amp; Construction forum thread.

Another way to search for a project, is to look at the <a href="/architects" target="_blank">Architect</a>, <a href="/developers" target="_blank">Developer</a> or <a href="/builders" target="_blank">Builder</a> taxonomies which we have exposed for full view in "glossary" form if you're interested in browsing, rather than searching for a specific Project. We list all the Architects, Developers and Builders we have in our system and you can then "search for term" which can then show you a page of any projects which match those tags.

<h2>Our favourite, the Project Map</h2>

The project map will expand - in volume of projects (at time of writing, we have published 200 individual projects with approximately another 100 to come) and in terms of extra functionality like searchability in within an LGA/Suburb - and no doubt become the most useful tool to Apartments.com.au's audience.;

The concept is simple: just plot all the projects in our database in a map so everyone can witness the sheer number of metropolitan-wide projects which are going to make their mark on the city - we believe we are ahead of the curve with providing such information and this is the way we believe we are going to enhance community and urban development industry interaction for the benefit of a future Apartments.com.au.

<h2>We want feedback</h2>

If you haven't already, register a user account which will allow you to post comments and importantly you will see the most up-to-date information. If you're not logged in to our site with your own user account (free and subject to our <a href="/content/privacy-policy">Privacy Policy</a> and <a href="/legal" target="_blank">Terms of Use</a>), you will see a cached version which only refreshes every couple of hours - this is a technical decision we made to not overload our server's resources from the get-go.

We're developing a technical roadmap and we want your input! Post a question/comment below or start a thread in the <a href="/news">Forum Issues</a> sub-forum.
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Reflecting on our first week & a user guide for the UM Project Database

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The Ballieu government when it assumed office in 2010, came to power promising to study various metropolitan rail extensions around Melbourne: Rowville, Doncaster, Avalon airport and Tullamarine airport. In the middle of 2012 public submissions were called for by the study team comprising SKM, Hassell, Mott MacDonald and Phoenix Facilitation and just last week, the final report was released by the government. You can see all the documents released <a href="http://www.rowvillerailstudy.com.au/publications/" target="_blank">here</a> on the <a href="http://www.rowvillerailstudy.com.au/" target="_blank">Rowville Rail Study</a> website.

<h2>To summarise</h2>

The findings of the report, it has been recommended and found:

<ul>
<li>a rail line down the North &amp; Wellington road median is viable with a few caveats, namely relating to rail capacity further up the line and the project being dependent on the Melbourne Metro tunnel project and Dandenong corridor expansion.</li>
	<li>by 2046, 68,000 people will use the line on 4 stations (Monash University, Mulgrave, Waverley Park and Rowville), 16,000 of which will use the service in the morning peak (7-9am). However the study teams report states that a further patronage study should be conducted when/if the project proceeds as per <a href="http://www.rowvillerailstudy.com.au/wp-content/uploads/2013/03/Rowville-Rail-Study-Final-Stage-1-Report_Executive-Summary-FINAL.pdf" target="_blank">page 4 Executive Summary</a>.</li>
	<li>the overwhelming majority of community sentiment wants a one-seat direct train journey to the CBD, refer to: <a href="http://www.rowvillerailstudy.com.au/wp-content/uploads/2013/03/Rowville-Rail-Study-Final-Stage-1-Report-FINAL.pdf" target="_blank">Table 8, Page 34 Final stage 1 report</a>.</li>
	<li>the line would run at a peak frequency of 6 trains an hour in a shuttle or full Dandenong corridor expansion scenario and limited to 3 trains an hour without the Dandenong corridor expansion scenario - refer: <a href="http://www.rowvillerailstudy.com.au/wp-content/uploads/2013/03/Rowville-Rail-Study-Final-Stage-1-Report-FINAL.pdf" target="_blank">Table 7, Page 35 Final stage 1 report</a>.</li>
	<li>the line east of Huntingdale, as a best case, would be a mix of tunnel, open cutting and elevated structures, refer to: <a href="http://www.rowvillerailstudy.com.au/wp-content/uploads/2013/03/Rowville-Rail-Study-Final-Stage-1-Report-FINAL.pdf" target="_blank">Figure 17, Page 40 Final stage 1 report.</a>
</li>
	<li>station platforms would be able to take 9-car trains that are mooted as part of the Dandenong corridor expansion.</li>
	<li>and perhaps most importantly: "Although this first stage of the study is focused on a rail link specifically between Huntingdale and Rowville along the Wellington Road corridor, previous studies and the many comments we have received from the community and stakeholders over recent months have raised other ideas and possibilities, which we summarise diagrammatically in Figure 14.</li>
</ul>
<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/rowville_alternatives.jpg" rel="gallery-all" title="Rowville Alternatives - taken from Final stage 1 report www.rowvillerailstudy.com.au"><img alt="" class="image-article-full-width-702px" src="/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/rowville_alternatives.jpg?itok=X5qybzRn" title="Rowville Alternatives - taken from Final stage 1 report www.rowvillerailstudy.com.au" typeof="foaf:Image"></a>

The final paragraph, to my mind, is the most important point: this study was done purely in isolation for a very specific corridor with vague representation of how this can fit amongst a metropolitan-wide strategy for improved public transport (this is not the study team's fault: rather the state government's). By focusing just on the needs of commuters who work in the CBD or people travelling to Monash, the study has shot itself in the foot by dooming it to the "too hard basket" (as I argued in my <a href="/news/submission-to-the-rowville-rail-study" target="_blank">Rowville Rail Study</a> submission).

Providing increased rail access to suburban areas which have a lack of them is, absolutely, an admirable goal: one I support. But I do not support entrenching the notion that train lines are arterial routes just for people who work in the CBD - despite the well documented benefits for Monash University - this is precisely what a branch line of the Dandenong corridor will do.

<h2>The elephant in the room</h2>

The elephant in the room is actually referred to in the graphic above - that involved re-opening parts of the old outer circle rail line corridor from Alamein crossing the Gardiner's Creek Valley, Monash Freeway, Glen Waverley line at East Malvern station and then sending the line in a tunnel under Chadstone - the suburb - with a station at the shopping centre itself and then continuing on to Oakleigh and Huntingdale.

The overarching caveat the Rowville Rail study has thrown up is that the line is dependent on the Dandenong corridor expansion + Metro Tunnel.

Although I will continue to argue for a regime change in the way we plan, build and operate our new rail corridors in the future (refer to the proposal section in my <a href="/news/submission-to-the-rowville-rail-study" target="_blank">Rowville Rail Study</a> submission) when it comes to new rail lines in Melbourne, if the government of the day is adamant that we must continue to use the rail technology that is deployed across Melbourne now - they must consider dropping the one-seat journey notion to the city for Rowville and widen the scope of the now needed (as the study team suggest) 2nd study into this area.

Despite the study team fulfilling its brief - which was narrow in its terms - we need to widen the scope for the 2nd study by looking directly at an Oakleigh-Chadstone-East Malvern-Alamein link. Creating the Rowville line as an extension of the Alamein line has a milder dependency on Dandenong corridor expansion (there will still be a requirement for more services on the Dandenong corridor to take the transfers from the Huntingdale-Rowville section, but there won't be a direct need for the Dandenong corridor to be expanded to take the extra 6 trains an hour from Rowville as well): it could be done earlier and benefit a much larger section of our community.

<h2>Re-opening (parts of) <a href="https://en.wikipedia.org/wiki/Outer_Circle_railway_line" target="_blank">the outer circle line</a>
</h2>

As a first stage: Rowville-Huntingdale-Oakleigh-Chadston-East Malvern-Alamein-Ashburton could be built as one project. With a 4th platform to the south side of Camberwell the Rowville line can start operating as a Rowville-Camberwell line on 10 minute off-peak and 6-7 minute peak frequencies with 6-car train configurations.

Instantly, Wellington Road corridor residents, students and employees obtain rail access with the option to change trains for citybound (or vice versa) services at Huntingdale, Oakleigh, East Malvern or Camberwell.

Notionally auto traffic around Chadstone would reduce given that it is only a one train change (at Camberwell, East Malvern, Oakleigh or Huntingdale) from suburbs like Berwick, Cranbourne, Mount Waverley, Mitcham, Croydon, Ferntree Gully, Richmond or Hawthorn and with the opening of the Melbourne Metro tunnel, it would only be a one-train change (at Oakleigh) for people living in Footscray, Sunshine or Sunbury - this has the potential to add passengers to multiple rail lines outside of peaks and on weekends when many people visit Chadstone: the state government would be squeezing more revenue out of existing lines to help pay for any debt / interest it accrued to build the Alamein-Rowville line.

There's an opportunity to reduce the cost of constructing the four new Wellington Road stations and the extra platforms at interchange stations as the Burnley-Camberwell-Alamein corridor would continue to operate standard 6-car train configurations, not 9, as mooted with Dandenong corridor expansion.

There's also an opportunity to further reduce the delivery costs of one new station - by endeavouring to initiate a PPP with Gandel Group/CFS Retail Trust (owners of Chadstone SC) through highlighting the direct and valuable benefit of increased centre patronage by way of a rail link.

In a second stage: Laying a 4th track from Burnley to Camberwell (much of the groundwork was done when this section was originally triplicated) and a reconfiguration of the Richmond - Flinders Street section for the Burnley group lines would allow the Rowville line to run through to the terminus at Flinders Street, therefore becoming a truly multi-functional mass transit line. It would become the stopping-all-stations link between Richmond and Camberwell (with all Belgrave and Lilydale trains only stopping at Glenferrie). The missing link between Alamein, East Malvern, Chadstone and Oakleigh would provide a cross-town, non-road path to connect activity centres such as the educational and employment hub at Swinburne University, the services and retail sector-focused Camberwell &amp; Chadstone SC, services and retail sector-focused Oakleigh, educational, R&amp;D and employment hub at and surrounding Monash University, the high-tech Mulgrave industrial area and of course the predominantly residential areas in Waverley Park and Rowville.

In studying this kind of link, the impact on the Monash FWY, Warrigal Road and Dandenong Road in and outside of peaks should be measured. Swinburne University - another large patronage generator - would move from a two train change (at Phase 1 completion) to a one-train change for people who live in the greater South East quadrant of the metro area.

The LGAs of Boroondara, Stonnington, Glen Eira, Monash and Knox City will have a greater opportunity to focus increased residential and commercial densities in the immediate areas surrounding all existing and new rail stations, with the likely outcome being evenly distributed population growth over a wider area of the metropolitan Melbourne area.
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The Ballieu/Napthine government's Rowville Rail Study ignored the elephant in the room

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Update: 30/8/13.  Kevin Rudd has announced if the ALP are re-elected on September 7th, they will establish a Minister for Cities.  We welcome Federal Leadership in cities and hope everyone who views the following lecture walks away with the same impression we did: increasing density in appropriate areas - distributed thoughtout entire metros - increases localised economic opportunity away from the central cores of Australia's cities.  
If we're to have a debate the future of our cities, we believe strategies like Transforming Australian Cities should be at the forefront of outlining alternatives to never-ending outer suburban growth and a way to get a better return out of each and every Australian city's existing infrastructure for future productive growth.
Original Text 11/03/2013:
The City of Melbourne's Director of Design, Rob Adams, authored a report in 2009, which was then revised in 2010, on how it is possible to grow Melbourne by another 2.5-3.5 million people by utilising a mere 10% of the existing urban area - without sprawling further and further beyond the Urban Growth boundary.
If you have a spare hour, a must for anyone wishing to understand the Transforming Australian Cities strategy should watch <a href="http://www.youtube.com/watch?v=lfnynzD0yDI">t</a>he following lecture Rob gave to the Simon Fraser University in Canada where he paints the historical context and goes through the 11 steps of elimination to calculate the area available for redevelopment in future.
 
<iframe allowfullscreen="" frameborder="0" height="400" scrolling="no" src="//www.youtube.com/embed/lfnynzD0yDI" width="100%"></iframe>
The <a href="http://www.melbourne.vic.gov.au/AboutMelbourne/Statistics/Documents/TransformingCitiesMay2010.pdf" target="_blank">supporting documentation</a> is also available on CoM's website. 
<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/transforming_australia_cities_banner.png" rel="gallery-all" title="Title page from the Transforming Australian Cities report - © City of Melbourne"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/transforming_australia_cities_banner.png" title="Title page from the Transforming Australian Cities report - © City of Melbourne" typeof="foaf:Image"></a>
 
 
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Transforming Australian Cities - a must read

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Vancouver's <a href="http://en.wikipedia.org/wiki/SkyTrain_(Vancouver)" target="_blank">SkyTrain</a> started out as an expo line back in the 1980s and has now morphed into three major lines with a fourth on the way.  If you have a spare 30 minutes, I recommended watching this suavo <a href="http://www.youtube.com/watch?v=N9kGEdcYTPs" target="_blank">1985 documentary</a> produced by the operator of the Skytrain Network, BC Transit,  titled "Going to Town" - despite the huge clunky-keyed keyboards, 1980s haircuts and retro livery schemes, it provides a brilliant insight into how automated train networks operate.
The <a href="http://en.wikipedia.org/wiki/Canada_Line" target="_blank">Canada Line</a> is the latest (not including the under construction Evergreen Line) to be open for passengers.  It was built for the Vancouver 2010 Winter Olympics as a mass-transit option for Vancouver's southern suburbs as well as an airport link to YVR airport.  It's automated like the Millenium/Expo lines, but the trains themselves are conventional in the sense they do not use linear induction motors and the "4th" rail like the Expo/Millenium lines do - the line effectively operates the same kind of service and can operate in the same way (i.e flick of a switch, trains can be added into the network to meet acute demand when and where necessary) with the same fares applying network wide.
The purpose of the article is to familiarise people with driverless rail technology - it's not a big scary unknown that would require 10 government studies even before a proper planning process kicks off.  The same principles of rail planning apply: ruling gradients, distances between the train and platform are uniform, disability access is encapsulated throughout both vehicle and station design etc.  The railway itself looks very much like a conventional line with a few minor nuances:
<ul>
<li>
		the lack of line-side signalling, this is because there's no driver's to look at them!  The smarts of the system are remotely controlled.</li>
	<li>
		the platforms are shorter than what we're used to, that's because the system is capable of extremely high frequencies thus not requiring longer trains.  The lines are built for higher-than-Metro-Melbourne train frequencies from day one - the lines simply use smaller vehicles.  Scalability becomes a project of extending platforms (if they're not already built for future expansion in the initial build) and ordering more vehicles to operate longer trains.</li>
	<li>
		there's a mixture of underground, at grade and elevated track. Vancouver has effectively built this system from the ground up and the city didn't have a history similar to Melbourne's where we grew along the rail lines that spiralled out of the core of the city.
		<ul>
<li>
				This marked difference is in fact actually a national difference between Australia and Canada - Australia's early railways, like Canada's, were private monopolies, but Australia's were nationalised very early on and it became the government's job to expand the rail networks where much of the Canadian high capacity mass transit networks in Vancouver, Toronto &amp; Montréal were built from the 1950s onwards.  </li>
			<li>
				In general terms, Toronto's subway, Montréal's metro and Vancouver's skytrain are limited to inner areas and do not have the same metropolitan-wide scope Australian city rail networks do: Melbourne has the arteries, it's now time to connect them outside the inner city.</li>
		</ul>
</li>
</ul>
Comparitively speaking, even without doing a government study it is, on paper, highly plausible that such a line, or system of lines to expand and link existing conventional lines outside the inner city, could be implemented in Melbourne for a lower capital outlay; why?
<ul>
<li>
		The standard platform length for new lines (Rowville Rail Study) utilising the existing fleet will be 250 metres so 9 carraige trainsets can be run (Melbourne Metro Tunnel is mooted to be built with this standard) - Canada line trains are 2 married motor cars measuring 41 metres in total length, thus the platforms in each of the stations are under 50metres in length.  As a rule of thumb should such a system be built in Melbourne, stations with 100m platforms would provide scalable capacity to fit 4-5 car trains.  Shorter platforms whether they are at grade, underground or elevated = reduced station construction costs.   </li>
	<li>
		The 2 carriage Canada Line trains have a standard seating+standing capacity of 330 people, "crush" capacity is 400 per 2 carragie train. A Comeng, X'Trapolis or Siemens that currently roam the Melbourne network have crush capacities around the 800 mark for a 6 carraige train.  </li>
	<li>
		The key point is that the Canada Line will, and does, operate on more than double the frequencies of any single train line in Melbourne - thus providing the same level of service, but in a way that is more attractive to the travelling public: frequency of service.  The number of seats in a train should never be the main attraction, it should be how frequently the train comes and how quickly it can get you to your destination. Whether it's travelling longer distances or getting you to a connection - this is heavy rail's role in an urban transport network: high frequency, high capacity and high speed trunk routes with the "last mile" work taken care of by road-based public transport options if the passenger does not live, work or shop near the train station.</li>
	<li>
		The trains have a smaller profile (dimensions - and don't require overhead catenary as they're powered by 3rd rail) and this translates into smaller infrastructure profile requirements: tunnel diameters are smaller, clearances above the train's roof is not as high (for overhead bridges).  Smaller infrastructure requirements therefore translates into, on paper, lower capital expenditure requirements.  Any new lines in Melbourne will require underground components; it's a fact of life, no government or authority wants to create more level crossings in a city that already has way too many of them - elevated and underground sections must be part of the solution, not part of the backlash.  </li>
	<li>
		Using a Tunnel Boring Method of constrution, the Canada Line (or a solution like it built to the same standard in Melbourne) yields a 12-15% reduction in tunnel diameter as compared to the existing City Loop tunnels.  Canada Line had a 6.1m Tunnel Boring Machine dig the TBM components (internal diameter is 5.3m), <a href="http://www.protransbc.com/canada-line/">source</a>.  City Loop: external diameter 7m, internal diameter 6m (sources vary).</li>
	<li>
		Cut and cover tunnelling: Canada Line 4.26m high and 4.6m wide and are built either side by side or stacked on top of one another.  An <a href="http://en.wikipedia.org/wiki/X%27Trapolis_100">X'Trapolis</a> class train has a height of 4.2m + requirements for more space to fit catenary above the trains.</li>
	<li>
		The slimmer profile (and therefore weight) of the trains also means if a cut-and-cover method of construction is selected for a segment of rail line, you can innovate considerably by double stacking the 2 tracks below the surface in a wide road median - minimising distruption during construction to road traffic as well as nearby houses and businesses.  This is especially relevant to Melbourne given roads like Warrigal Road, Station St (Box Hill), Wellington/North Roads, Bell St, Melrose Drive (Tullamarine), pre-redevelopment Fisherman's Bend could all have the road space temporarily reduced whilst work is underway.  </li>
</ul>
Example of cut-and-cover construction employed in Vancouver.
<a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/stacked_cut_cover1.png" rel="gallery-all" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/stacked_cut_cover1.png" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf" typeof="foaf:Image"></a>
 
<a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/stacked_cut_cover2.png" rel="gallery-all" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/stacked_cut_cover2.png" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf" typeof="foaf:Image"></a>
 
<a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/stacked_cut_cover3.png" rel="gallery-all" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf"><img alt="" class="image-article-full-width-702px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_full_width_702px/public/pictures/article-images/stacked_cut_cover3.png" title="Example of a stacked cut and cover tunnel construction employed on Vancouver's Canada Line, source http://seabc.ca/documents/seminars/071114_Canada_Line.pdf" typeof="foaf:Image"></a>
In a conventional train line system with conventional line-signalling, the signals themselves are sign posts, among other things, for the start and end point of a fixed block - this separates trains and stops them from running into each other.  For example on any train line in Melbourne currently, a train you may be travelling on will traverse several fixed blocks deliniated by a signal and the signal tells the driver if it is safe to move into the next block and also tells the driver at which speed they should proceed through to the next block.  Vancouver's Skytrains are themselves a moving block - as the train moves forward, so does the block, thus maintaining separation and tells trains that are behind to either speed up or slow down depending on how close the trains are together - this is all handled automatically with oversight in a centralised control room.
It's this moving block concept which allows the Vancouver skytrains to run at incredibly high frequencies - on the Millenium/Expo lines the theoretical min separation of trains is 75 seconds.  Small trains, very large capacity.  Currently you will only see frequencies of 2-3 minutes on the Burnley or Northern City Loop tunnels - this can be upgraded (and should to squeeze as much capacity out of the existing network as possible).
Some of the recently released Rail studies into Tullamarine, Rowville and Doncaster all assume convention trains will run on these lines and have purported to gold-plate everything making the proposals appear overbuilt, unnecessary and above all else costly giving any government of the day a free kick to place the projects in the too hard basket.  There are cheaper to build, practically off-the-shelf, solutions available worldwide with the same company that built Vancouver's first skytrain line having a large presence and therefore transferable knowledge pool, in Melbourne.
The set of photos below were taken on the opening day of the Canada Line back in 2009 - photographer is Ian Ius on the <a href="http://skyscraperpage.com/forum/">SkyscraperPage</a> forum and they are being republished here with permission.
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Vancouver's Skytrain network - a model for Melbourne's future rail lines

Submission to the Rowville Rail Study

National diversified developer Fortis has officially launched Crest &amp; Walker, its latest Brisbane apartment development, with construction now underway on the 20-storey Newstead project.

Award-winning builder BINAH has commenced construction on the Bureau^Proberts-designed building, which will deliver a limited collection of 65 two and three-bedroom apartments on Kyabra Street.

[smartcode_project:default project_id=145922 project_image_fid=373556]

The project marks Fortis' fourth active residential development in Brisbane, following River House, which is nearing completion, alongside projects in New Farm and Hamilton as the national developer continues to expand its South East Queensland pipeline.

Fortis General Manager – Development Queensland Dan Boman said Crest &amp; Walker reflects the developer's long-term commitment to delivering design-led residential projects in Brisbane's established inner-city suburbs.

"We're proud to be strengthening our presence in Brisbane with Crest &amp; Walker, particularly in such a sought-after lifestyle destination as Newstead," Boman said.

"Every Fortis project is shaped by its context, and we approach each one with the respect and care it deserves.

"Our focus is always on creating places that feel connected to their neighbourhood and elevate the everyday experience for residents. Newstead continues to evolve as one of Brisbane's most sought-after urban communities, and Crest &amp; Walker reflects our ambition to contribute meaningfully to that story."

[smartcode_project:default project_id=145922 project_image_fid=373559]

Positioned between Gasworks Plaza and James Street, <a href="https://www.apartments.com.au/new-apartments/crest-walker-newstead-12-kyabra-street-newstead-qld-4006">Crest &amp; Walker</a> has been designed as a boutique residential address offering privacy and generous living spaces within one of Brisbane's most established lifestyle precincts.

The building features a contemporary brick podium softened by integrated landscaping, while the upper levels are characterised by restrained architecture and enduring materiality. Interiors have been designed to maximise natural light, acoustic performance and long-term liveability.

[smartcode_project:default project_id=145922 project_image_fid=373583]

Residences comprise spacious two and three-bedroom floorplans, with two-bedroom apartments priced from $1.55 million and three-bedroom, half-floor residences from $3.95 million.

Residents will have access to a wellness-focused rooftop featuring a swimming pool, sauna, steam room, landscaped dining spaces and outdoor lounge areas overlooking Newstead and the Brisbane CBD.

[smartcode_project:default project_id=145922 project_image_fid=373571]

Sales are being managed by Slaite Projects, with Fortis expecting strong demand from owner-occupiers seeking a high-quality, design-focused apartment in one of Brisbane's most tightly held inner-city suburbs.

Completion of Crest &amp; Walker is slated for late 2028.

[smartcode_project_cta:default project_id=145922]

Joel Robinson

Fortis expands Brisbane pipeline with launch of Crest & Walker in Newstead

The enormity of delivering a true skyscraper in Australia's new development market is often overlooked.

It has taken the best part of a decade since plans for Chevron One were first unveiled, but the 52-storey tower is now complete, with residents collecting their keys and moving into what has become one of the Gold Coast's most recognisable new landmarks.

Rising 127 metres above Chevron Island, Chevron One stands almost twice as high as any other building on the island. Its scale places it alongside the trio of towers at Jewel, arguably the last truly significant addition to the central Gold Coast skyline when they were completed around six years ago.

While there are several developments underway around a similar height to Chevron One, they are more concentrated within clusters of the highest towers in the city. The fact Chevron One sits within a developing precinct, looking back at the other high-rise developments in Surfers Paradise and Broadbeach, makes it a different proposition altogether. It will certainly become a reference point on the Gold Coast skyline.

[smartcode_project:default project_id=6515 project_image_fid=68833]

Developer Bensons Property Group is behind the 52-storey tower, which has just shy of 250 apartments, along with an exhaustive list of resident amenity spread across what is the largest development site ever assembled on Chevron Island.

The tower has been the talk of the town for years, says Ray White Projects Gold Coast agent Caitlin Rosenboom, who is selling the remaining apartments.

"People have been watching Chevron One go up for years," Rosenboom says, adding that many prospective buyers have been surprised by the scale of the views once they step inside.

"It's only when they walk through a completed apartment that they truly understand the position of the building," Rosenboom says.

"The views are jaw-dropping. Whether you're looking east over the ocean, across Surfers Paradise, along the river systems or out to the hinterland, every level offers something different but equally impressive."

[smartcode_project:default project_id=6515 project_image_fid=360215]

One of Chevron One's defining advantages is its location on the eastern side of Chevron Island on Stanhill Drive, a position which protects the views forever.

"There's only one row of houses between Chevron One and the water, and the height restrictions along the river means views from Chevron One can never be built out,"&nbsp;Rosenboom says.

While new apartment developments continue to emerge across the Gold Coast, Rosenboom says opportunities to secure a completed apartment with this level of outlook are becoming increasingly rare.

"The size of the site is something that would be incredibly difficult to replicate today," she says.

"That's allowed Chevron One to deliver the sort of amenity, open space and resident facilities that very few projects can offer. There are not many completed apartment buildings on the Gold Coast right now that can compete with the combination of scale, quality and amenity."

[smartcode_project:default project_id=6515 project_image_fid=68839]

There's around 2,000 sqm of amenity solely for the use of residents of Chevron One. Club One features a uniquely shaped swimming pool that mirrors the footprint of the building itself, set within a extensively landscaped gardens. There's also an indoor pool and spa, a fully equipped gym with a Pilates room, a yoga garden, a bookable private dining area and lounge that can host up to 30 people, and a 24-hour concierge service.

As for the buyers, Rosenboom is fielding enquiry from everywhere: Sydneysiders and Melburnians looking at the new and off-the-plan market following the changes in the Federal Budget, as well as those looking to relocate, through to South East Queenslanders seeking either a permanent home or a weekender bolthole.

"The Gold Coast lifestyle continues to resonate with people relocating from the southern states, and when they see the views and the quality of what's been delivered at Chevron One, it becomes very easy for them to understand the appeal," Rosenboom says.

A diverse mix of one, two and three-bedroom apartments remain available, with each offering "something a little different", be it the orientation and views, configuration, or level, to suit a wide variety of buyers.

The remaining apartments are ready to inspect in person, by appointment.

[smartcode_project_cta:default project_id=6515]

A decade in the making: Residents to move into Chevron One as construction wraps up

A general rule of thumb in new apartment developments is that the penthouses get the rooftop.

It's a formula that's become commonplace across Australia's apartment market. Residents might have access to a pool, gym or barbecue facilities on a dedicated lower level, but the most desirable outdoor spaces are typically reserved for the highest-priced homes at the top of the building.

<a href="https://www.apartments.com.au/developers/sherpa-property-group">Sherpa Property Group</a> has taken the opposite approach.

Rather than dedicating the rooftop to a handful of buyers, the Gold Coast developer has made it the centrepiece of its Flourish collection, creating expansive shared spaces from the best vantage point in the building.

The philosophy has reached its most ambitious expression at <a href="https://www.apartments.com.au/new-apartments/flourish-soleira-palm-beach-1150-1160-gold-coast-highway-palm-beach-qld-4221">Flourish Soleira</a> in Palm Beach, where two rooftop precincts connected by a skybridge will deliver one of the most extensive lifestyle offerings seen in a residential apartment project on the Gold Coast.

[smartcode_project:default project_id=150017 project_image_fid=374053]

"We're seeing a clear move toward developments that offer more than just an apartment," Sherpa Group founder Christie Leet said.

"People want spaces that support how they actually live, whether that's working from home, staying active, or spending time with family and friends.

"That's where amenity becomes critical. It's not just about what's included, but how those spaces are designed to be used every day."

[smartcode_project:default project_id=150017 project_image_fid=374052]

The breadth of amenity has already attracted buyers across multiple demographics. Younger first home buyers have been drawn to Soleira's one-bedroom apartments, a product rarely delivered in Palm Beach, while families have responded to practical inclusions such as the shallow children's pool adjoining the main lap pool and the extensive communal recreation areas.

Instead of a single rooftop, Soleira delivers two distinct lifestyle zones.

[smartcode_project:default project_id=150017 project_image_fid=372547]

The southern rooftop has been dedicated to wellness, featuring a gym, yoga and Pilates studio, work-from-home facilities, a wellness centre, spa, and hot and cold plunge pools.

The northern rooftop focuses on recreation and entertaining, incorporating a heated resort-style pool, private dining rooms, pizza ovens, barbecues, a golf simulator, children's recreation areas, and what is expected to be the Gold Coast's first rooftop basketball court, which will also double as a squash court.

[smartcode_project:default project_id=150017 project_image_fid=374054]

Beyond the rooftops, Soleira will introduce 1,500 sqm of curated retail beneath the towers, creating one of Palm Beach's first genuinely mixed-use lifestyle precincts where cafés, restaurants and convenience retail become part of residents' everyday lives.

Sherpa has also retained management rights across the development, allowing it to oversee the long-term operation of the building through a 24-hour concierge model. The developer is also exploring additional revenue streams within the precinct aimed at helping offset ongoing body corporate costs for residents.

[smartcode_project:default project_id=150017 project_image_fid=370962]

While Soleira is the largest project Sherpa has delivered, the rooftop-first philosophy has been evolving for several years.

It began with <a href="https://www.apartments.com.au/new-apartments/amargo-6-12-sixth-avenue-palm-beach-qld-4221">Flourish Amargo</a>, the first project released under the Flourish brand. Rather than competing at the ultra-luxury end of the market with oversized half-floor and full-floor residences, Sherpa focused on creating lifestyle-driven apartments supported by resort-style shared spaces.

Amargo introduced more than 800 sqm of rooftop amenity, combining wellness facilities, heated pools, entertaining areas, cabanas, pizza ovens and private dining spaces into what was designed as an extension of residents' homes rather than a facility used only occasionally.

[smartcode_project:default project_id=146527 project_image_fid=366550]

That approach continued with Flourish Oasis, where the same amenity-led philosophy was refined into a more boutique development. Strong demand from Sherpa's growing VIP database saw much of the project sold before it reached the broader market, reinforcing buyer appetite for apartment communities centred around shared lifestyle experiences.

Flourish Amargo is slated for completion mid-way-through next year, with Oasis to be delivered by late 2027. Flourish Soleira is expected to complete in 2030.

[smartcode_project_cta:default project_id=150017]

Sherpa takes amenity to the sky as Flourish Soleira captures booming Palm Beach demand

As apartment living continues to evolve across Sydney's growth corridors, the quality and distribution of shared spaces is increasingly shaping how residents experience home. Rather than functioning as add-ons, amenities are being embedded into the daily rhythm of a building, supporting everything from quiet retreat to social interaction, often within a single vertical community.

At <a href="https://www.apartments.com.au/new-apartments/aeris-melrose-park-nursery-street-melrose-park-nsw-2114">Aeris</a> in Melrose Park, this approach is resolved through a layered amenity offering that unfolds from ground level through to its upper podium. Developed by <a href="https://www.apartments.com.au/developers/sekisui-house-australia">Sekisui House Australia</a> in partnership with Hankyu Hanshin Properties, the project introduces 468 apartments across two towers and a mid-rise building, positioned at the highest point of the broader masterplan.

[smartcode_project:default project_id=426 project_image_fid=359199]

The amenity experience begins at street level, where two courtyards sit within a landscaped setting that connects residents to the wider network of parks and green spaces. These green spaces are not isolated pockets but part of a wider pedestrian network that links Aeris to the surrounding <a href="https://www.apartments.com.au/developments/melrose-park-nsw-2114">Melrose Park</a> precinct, including Central Park, future schools, and the Town Centre opening in July 2026. The result is a transition that moves from public to private without abrupt boundaries, allowing residents to pass through shaded, tree-lined environments before reaching the building itself.

Moving upward, the focus shifts to the level five podium, where the primary communal facilities are concentrated. This space brings together a 16-metre swimming pool, outdoor seating areas, and a communal BBQ zone arranged to take advantage of elevated outlooks. Seating is positioned beneath pergolas, creating pockets of shade that extend the usability of the space throughout the day. The pool edge aligns with views toward the wider district, reinforcing the sense of elevation that defines the project’s positioning.

In the adjacent building, this is complemented by quieter, more contemplative spaces, including an outdoor cinema set within the same level. Positioned to operate primarily in the evening, it introduces a different tempo to the shared environment, shifting from daytime activity to after-hours use without requiring separate zones.

[smartcode_project:default project_id=426 project_image_fid=360299]

The podium also accommodates an intimate private resident gym. Located on the lower levels, it gives residents convenient access to fitness facilities without leaving the building.

Above, the elevated podium sky deck extends the amenity offering, providing additional open-air spaces with elevated outlooks across the surrounding landscape. While more restrained in program, this upper level reinforces the project’s vertical progression, from ground-level greenery to elevated outlook, allowing residents to move between distinct spatial conditions within a single address.

This distribution of amenities reflects a deliberate response to how residents use space across the day. Sekisui House Australia Sales and Marketing Director Peter Kalaf points to the role these shared areas play in shaping buyer demand. Aeris has been conceived as more than a collection of apartments, with the podium pool, gym and outdoor cinema forming part of a broader lifestyle offering that extends the home beyond each individual residence.

[smartcode_project:default project_id=426 project_image_fid=360300]

What distinguishes Aeris is not the inclusion of these elements individually, but how they are arranged in relation to one another. Active, social, and passive spaces are layered vertically rather than separated, allowing residents to choose between them without leaving the building or moving far from their apartment. This proximity supports both routine use, such as a morning swim or evening workout, and more occasional gatherings, whether around the BBQ area or within the cinema setting.

The amenity design also sits within a broader framework of connectivity across Melrose Park. The Melrose Park Town Centre, anchored by Coles and Dan Murphys, features a mix of retail, dining, health and lifestyle offerings, bringing everyday convenience closer to residents. By the end of the year, more than five hectares of parks and open space, equivalent to around seven football fields of green space on residents' doorstep, will further enhance the precinct, allowing the internal facilities at Aeris to operate as an extension of the wider neighbourhood rather than a substitute for it.

Construction at Aeris continues to gather momentum, with ground floor slabs expected to be completed in late 2026 before the first sections of the buildings begin to rise above ground.

[smartcode_project_cta:default project_id=426]

Elevated amenity anchors daily life at Aeris, Melrose Park

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]

Alastair Taylor

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