Altona

Spacious Group’s latest residential development, Voyage, has been designed by the Melbourne-based Cheah Saw Architecture, who took inspiration from its enviable location in the beachside suburb of Altona.

Located at 102-106 Pier Street, Voyager has an asymmetrical form with refined materiality.

The architecture takes on the surrounding landscape, referencing the natural beauty of Altona, structured with a contemporary edge.

[smartcode_project:default project_id=112195 project_image_fid=192847]

“We wanted to encapsulate the best of living in Altona, by the beach yet with all the conveniences of a bustling retail precinct at your doorstep,” Eugene Cheah and Joanne Saw said.&nbsp;

“By connecting the residences to the memories and experiences of the beach - the reflections and refractions on the water, the dappled light, sea breeze - we wanted these experiences to enhance the rituals of daily living at Voyage, so that residents would always be aware of their beautiful coastal location.”

The layered and textured design is echoed throughout the interiors, creating a sense of unison between the outdoor and indoor spaces with the flow of the living areas benefitting from full-height windows, before opening out onto expansive outdoor spaces.

[smartcode_project:default project_id=112195 project_image_fid=192845]

“We wrapped the building in a translucent screen to give privacy from the street and protect from the weather, whilst still allowing outdoor living year-round," the duo added.

“The glistening sunlight on the waves is translated into the dappled light filtering through perforated screens.

“These outdoor rooms, while still private and protected, mediate between the domestic interior spaces of the residences and the urban context and expansive surrounding coastal landscape."

Tying into the Altona landscape, Voyage is an extension of Pier Street and the Altona Pier out into the bay. The architecture evokes the experiences of the beach close by says Cheah and Saw

[smartcode_project:default project_id=112195 project_image_fid=192849]

“The greenery of the foreshore reserves is echoed in the landscaped courtyard running through the heart of the project.”

The garden is overlooked by the bridges that connects the two residential blocks, raised over the ground floor, it opens up the building to views toward the ocean and envelopes apartments in natural light.

“We’re very excited by the expansive communal garden located in the heart of the project, where residents can relax in their own private oasis whilst taking in the prime views of Voyage’s location.”

[smartcode_project_cta: project_id=112195]

The layered and textured design is echoed throughout the interiors, creating a sense of unison between the outdoor and indoor spaces with the flow of the living areas benefitting from full-height windows, before opening out onto expansive outdoor spaces.



alisonwarters@gmail.com

How Cheah Saw Architecture designed the Altona Voyage apartments: Five minutes with Eugene Cheah and Joanne Saw

The Melbourne developer, Spacious Group,&nbsp;has launched their latest residential apartment project in the heart of Altona, in Melbourne's south-west.

Set on 2,000 sqm in the heart of the major activity centre, Voyage will comprise 52 apartments, designed by the local architectural studio, Cheah Saw Architecture.

Cheah Saw says the architecture evokes the experiences of the beach close by.

[smartcode_project:default project_id=112195 project_image_fid=192847]

"The glistening sunlight on the waves is translated into the dappled light filtering through perforated screens," the architectural studio note.

"This sheer envelope contains a layer of terraces, outdoor rooms that are private and protected. These mediate between the domestic interior spaces of the residences and the urban context and expansive surrounding coastal landscape.

"The greenery of the foreshore reserves is echoed in the landscaped courtyard running through the heart of the project.

"Raised over the ground floor, this secluded communal garden opens up the building to views toward the sea and lets sunlight reach all apartments.

"The two blocks are connected by a series of bridges overlooking this shared landscape."

[smartcode_project:default project_id=112195 project_image_fid=192845]

Located at 102-106 Pier Street, Voyage is made up of one, two and three-bedroom apartments, priced from $437,000.

It feature&nbsp;an asymmetrical form with refined materiality, taking on&nbsp;the surrounding landscape, referencing the natural beauty of Altona, structured with a contemporary edge.

The layered and textured design is echoed throughout the interiors, creating a sense of unison between the outdoor and indoor spaces.

A neutral colour palette boasting warm tones and textures has been utilised, with residences featuring timber flooring, Miele appliances, and stone bench tops throughout.

[smartcode_project:default project_id=112195 project_image_fid=192844]

The indoor-outdoor flow of the living areas benefit from full-height windows, allowing an abundance of natural light to filter through the space.

Appointed with high-end appliances and ample storage, the living space has been designed in response to the bayside beauty.

Apartments seamlessly connect to expansive terrace spaces, providing panoramic views to either the bay, Cherry Lake or the CBD.

[smartcode_project:default project_id=112195 project_image_fid=192846]

The Voyage residences sit roughly 13-kilometres south-west of the Melbourne CBD and adjacent to Williamstown.

Within walking distance to public transportation, Altona shopping centre, and Altona beach, residents of Voyager are connected to a plethora of urban amenity.

[smartcode_project_cta: project_id=112195]

Set on 2,000 sqm in the heart of the major activity centre, Voyage will comprise 52 apartments, designed by the local architectural studio, Cheah Saw Architecture.

Spacious Group launch Altona apartment development, Voyage

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Altona, the quietened former Sydney harbourfront party home in Point Piper, has new owners. 
No price disclosure but <a href="https://www.realestate.com.au/property/54-wunulla-rd-point-piper-nsw-2027" target="_blank">Altona</a> was offered as likely to fetch $60 million plus, so the sale fell short of the Sydney record set when the casino tycoon James Packer secured $70 million at Vaucluse last year.
The low-key vendors, the Wang family had bought the prized harbourfront home for $52 million in 2013, so with few only minor renovations have made a handy profit.
Late this week the Huang family placed a caveat on the property's title following their purchase. It is understood they live in Hunters Hill.
Its sale negotiations concluded quickly as there was no requirement for Foreign Investment Review Board approval by the resident Australians.
The iconic Victorian Italianate home sits on a 2400 sq m holding after a proposed subdivision sale of the vacant $18 million tennis court block did not proceed after neighbourhood objections. 
The previous owners include Deke Miskin, a former teenage magazine publishing industry entreprenuer, and his wife Eve who hosted many social events as did the Handbury family during their tenure.
A who's who have thought about owning it including actor Russell Crowe who looked at buying it too in 2007 as did the Lowy shopping centre family. 
The harbourside home is on Wunulla Road, just a few doors along from the home of the Prime Minister Malcolm Turnbull and wife, Lucy.
Altona was listed with it limited web marketing in June this year through Rosaline Ho of Goldfield &amp; Co with more than 10 potential buyers eventually shown through the iconic home with Dods &amp; Zuccon Architects re-design.
Sydney's priciest trophy home sale remains the $70 million secured last year by James and Erica Packer through Christie's International agent Ken Jacobs when it was sold to longtime Hunters Hill owner and Chinese billionaire Dr Chau Chak Wing. 
The whisper quiet Altona sale reduces the options to buy impressive eastern suburb waterfronts by one.
As spring listings turn into summer offerings, agents still have Berthong and Boomerang at Elizabeth Bay and Elaine at Double Bay for sale.
The prestige inland offerings include Rona at Bellevue Hill.
There's a raft of houses sitting in equal third place.
The magnificent European-style Villa Igiea was sold for a confirmed $52 million by entrepreneurial expat Dr Wayne Burt in the final hours of 2015 across international time zones. 
The hillside mansion, inspired by a villa in Palermo, Sicily, dates back to the 1920s when built for the Grace retailing family. It has become one of Sydney’s leading short-term luxury rentals, currently occupied by Texan billionaire Jim Clark and his model wife Kristy Hinze-Clark as their Sydney to Hobart race-winning bolthole.
The sale was $47 million for the house and $5 million for the adjoining property.
The bullish Villa Igiea price was secured by Ken Jacobs at Christie’s International and Brad Pillinger at Pillinger Properties, who has had a hand in the 2200sqm property’s sale three times. 
Altona had previously sold at $52 million three years ago, through Alison Coopes, who was back as a listing agent this time.
Also at $52 million, Andrew and Andrea Banks sold Villa Veneto for a reported $52 million, in 2010 to dental entrepreneur David Penn and his wife Linda Mueller, a Lowes Manhattan heiress, who had made their initial inspection two years earlier.
Sold through Bill Malouf, the five-storey Italianate villa was designed by Michael Suttor, with interiors by Michael Love, and was completed in 2004 having cost about $15 million to build. 
In fifth place, the 2008 expatriate foreign exchange dealer Ivan Ritossa paid $45 million for his beachfront  Vaucluse residence via agent Bill Bridges.
Actor Russell Crowe had inspected the house twice but passed when it was listed by late Allco boss David Coe. 
He had bought it in 1998 for $14.63 million after the death of Sir Alexis Albert, of the Boomerang music songbook family, who built it in 1936.
The Queen popped in for afternoon tea on her 1954 visit.
This article first appeared in the Saturday Daily Telegraph.
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Point Piper's Altona sails into second place with $60 million sale to Huang family

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Despite the dramatic scene depicted in the image below, cars smashing though the fence are the least of Altona Station's problems. PTV released the numbers for daily passenger boardings a few weeks back, and unfortunately for this seaside sleepy hollow, it suffered a huge drop. A drop in popularity so large in fact, its enough to drive its most famous resident, Julia Gillard, back to Adelaide.*  The patronage data, covering the years 2008/09 to 2011/12, can be found <a href="http://ptv.vic.gov.au/assets/PDFs/Random/Station-by-station-patronage-data.xls">here</a>.  Its not all doom and gloom - with a bit of left field thinking, the trend can be reversed.

* fn1 - May or may not be true

<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/Altona%20Station%20Crash.jpg" rel="gallery-all" title="Image courtesy heraldsun.com.au"><img alt="" class="image-article-half-width-351px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_half_width_351px/public/pictures/article-images/Altona%20Station%20Crash.jpg?itok=LVW1tJ0j" title="Image courtesy heraldsun.com.au" typeof="Image"></a>

The Altona Loop has had a bit of a checkered history.  First opening in November 1888 as a branch off the Werribee line, it was meant to encourage the sale of land in the area.  However it closed a mere 2 years later, before opening again in 1917, and then electrified in 1926 when it was taken over by the state run Victorian Railways.  It was almost closed under recommendation of the Lonie Report in 1980, before instead being extended to Westona then Laverton in 1985.  From then Werribee trains all ran via Altona, instead of the previous route via Paisley and Galvin.

And that's how it remained until 2010.  By this stage the city loop had become horribly congested, Metro Trains Melbourne reconfigured how trains traveled to/from/through the CBD.  In peak times, the Altona Loop reverted to being run as a separate line, terminating at Laverton.  Services also no longer ran through the loop, and passengers have to change at Newport in non peak times.  They reacted angrily to this change, resulting in the aforementioned drop in numbers:

                                                               Daily Weekday Boardings, 2008-09 to 2011-12

<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/Altona%20Loop%20Patronage%20Data%20Table.png" rel="gallery-all"><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/Altona%20Loop%20Patronage%20Data%20Table.png?itok=pFPi81lQ" typeof="Image"></a>

That's a 27% drop in passengers for Altona, 22% for Seaholme, and 20% for Westona.  A damning decrease by anyone's standards; especially if you consider the sharp growth of the network as a whole over the past decade.  Given the ever increasing capacity issues of the Werribee line and the City Loop, Altona Loop frequencies are unlikely to revert back anytime soon.  So its time to think outside of the square.

One of the major shortcomings of the Altona Loop is that its only single track from Westona Station to the junction with the Werribee Line at West Newport.  This means trains sometimes have lengthy delays at either the WN junction or at Westona Station waiting for trains from the opposite direction.  Not only is Westona Station not that interesting (I think I managed to memorise every bit of graffiti on the wall there during these enforced waits, and its not like they were painted by Banksy!), it severely hampers the throughput of trains.  And whilst duplication would be relatively straight forward between WN Junction and Seaholme station, the rest of the line would be problematic, with limited room between Railway St North and Railway St South.  Mass compulsory acquisition would be required, and obviously not recommended.

When the St Kilda and Port Melbourne lines were scheduled to be closed under the recommendation of the Lonie Report in 1981, they were to be originally replaced by buses.  After much opposition, they were retained until 1987 when they were replaced by light rail.  This conversion has been a fantastic success.  Not only do they provide a rapid commute time (22 minutes Spencer St to Acland St with 12 min frequency for Route 96, 12 minutes Spencer St to Beacon Cove on 12 min frequency for Route 109), they are grade separated for much of the way, meaning commutes for both passengers and motorists are less likely to be affected in peak times.  In fact Route 96 is currently the subject of a proposed upgrade, meaning it will become the first route to be grade separated for its entire length - <a href="http://ptv.vic.gov.au/projects/trams/route-96-project/">East Brunswick to St Kilda</a>.

So this begs the obvious question: Why can't we do this in Altona?

<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/Tram.jpg" rel="gallery-all"><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/Tram.jpg?itok=-EgBlycr" typeof="Image"></a>

Most of the drop off in passengers can to attributed to the frequency of service - an appalling 22 minutes in peak time, 20 minutes during the day and 30 minutes at night.  This is compounded by having to sometimes change at Newport, where connecting services often aren't synchronised thus blowing out commute times even further.  This is unacceptable by today's standards - most other lines have peak time frequencies of about 10 minutes or less!  Most people would accept having to change if the frequency and connections were improved - something light rail could address.

As mentioned earlier, duplication would be required to improve frequency.  Whilst not possible for Heavy Rail, Light Rail is a different story.  Trams run on a narrower gauge, and are much less wide in size than trains.  They also don't travel as quickly as trains, meaning they can pass with a smaller clearance.  Tram stops are also much smaller and less complex than train platforms, thus reducing cost.  If the Altona Line was converted to Light Rail between Laverton and Newport, duplication would be possible.

Running trams is cheaper than running trains, so having them run at say, 10 minute intervals would be quite plausible. With the <a href="http://www.theage.com.au/victoria/new-trams-arrive-but-not-on-schedule-20130701-2p71e#ixzz2Xmmpbaml">latest trams</a> able to hold 200 people, capacity should not be a problem, with the morning peak hour (7am to 9.30am) total numbers for Altona, Seaholme and Westona being 401, 187 and 339 respectively.  New stops could even be added at Altona Meadows and West Newport, servicing areas that would otherwise need to drive to the station.  In fact given numbers on the Williamstown line are similar (North Williamstown 1201 Weekday boardings, Williamstown 409 and Williamstown Beach 767) and its already duplicated, conversion all the way through to Williamstown makes sense.

This could result in untold flow on benefits for public transport in the West.  The residents of Altona and Williamstown would get a faster, frequent, better connected, dedicated end to end shuttle service, running independently of the rest of the train network, and so not susceptible to delays created down the line.  This would allow the Werribee Line to run trains dedicated to Werribee, rather than having to share capacity with the Altona and Werribee Lines.  This would result in much more frequent services, important to a line that is one of the network's most crowded, and running through some of Melbourne fastest booming growth corridors of Williams Landing, Point Cook, Wyndham Vale, and eventually, the Werribee East development.  

This would mean services would travel full time through the Paisley section of the line again, possibly justifying the reopening of Paisley station and restoring rail services to Altona North once more.  And the residents of Altona Meadows and Newport West would have direct access to rail services for the first time.

<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/Altona_Williamstown%20Light%20Rail%20Route.png" rel="gallery-all" title="Proposed Altona - Williamstown Light Rail route utilising Google"><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/Altona_Williamstown%20Light%20Rail%20Route.png?itok=iIPc9EK2" title="Proposed Altona - Williamstown Light Rail route utilising Google" typeof="Image"></a>

And last but not least we would have the Newport Interchange.  To allow passengers a quick, easy changeover to a connecting train, a new tram interchange would have to be built at Newport station.  There is a prefect spot for it - currently a large parcel of land that sits south of the train station, occupied by the rail yards (shown in light blue below).  With a bit of imagination and ingenuity, it could developed as a decking over the rail lines design, much like the <a href="http://www.heraldsun.com.au/news/victoria/bold-vision-for-fed-square-east/story-e6frf7kx-1225942971393">Federation Square East Project</a> and Sydney's Central Station.  Imagine a mixture of open space, retail/cafes/restaurants and much needed housing, all serviced by an integrated train/tram/bus interchange and adding even more activation to the regenerating Newport retail district.  Using good urban design principles, it could be the envy of the West.  What would it look like? I'm not an architect, so I'll leave that to our caped crusader, Apartments.com.au's very own <a href="/news">blockhead</a>.  If he dares...

<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/Newport%20Railyards.png" rel="gallery-all" title="Newport Railyards Site utilising Google"><img alt="" class="image-article-half-width-351px" src="http://urbanmelbourne.info/sites/urbanmelbourne.info/files/styles/article_half_width_351px/public/pictures/article-images/Newport%20Railyards.png?itok=XE2BHwjl" title="Newport Railyards Site utilising Google" typeof="Image"></a>

Admittedly, the last part of the proposal is a little ambitious, but certainly plausible in the longer term.  However the light rail proposal is not only doable in the short term but would solve an import transport conundrum that Melbourne's West currently faces.  When the Libs won government in Victoria, they pledged to focus on public transport, a promise that has resulted in a proposed shiny new road tunnel.  Labor has promised to release its 'balanced transport plan' by the end of the year.  Lets hope that balance includes Melbourne's West!
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