❓ A member of parliament questions the Minister for Planning and Infrastructure regarding the factual basis for decisions related to the Southern Urban Railway development, specifically concerning route selection and passenger projections. The Minister responds by outlining the factors considered and promising further details in an upcoming supplementary master plan.
AnsweredQoN 929Legislative Council
QuestionView source ↗
SOUTHERN URBAN RAILWAY DEVELOPMENT, INFORMATION
I have directed a number of questions to the parliamentary secretary and the minister’s officers about the southern urban railway development and I have repeatedly been told that no answer can be given until a study has been carried out. (1) Given the lack of facts now available, what facts did the minister rely upon to make her decision? (2) In particular, did the minister have any data or estimates about figures or ranges of figures for - (a) the number of passengers who would use the train if it followed the Kenwick route and the number who would use it if it followed the Como route; (b) the time that it would take to travel from Mandurah to Perth on each route; (c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period? (3) If such information was available to the minister, will the parliamentary secretary advise the House of the information that was available, identify the source of that information, and table it? (4) In a previous question, the parliamentary secretary advised me that the minister had a study on the number of extra people who would use the train if the journey were reduced in time, and he undertook to table it. Will the parliamentary secretary now table it? (5) If not, why not? Hon G.T. GIFFARD
I have directed a number of questions to the parliamentary secretary and the minister’s officers about the southern urban railway development and I have repeatedly been told that no answer can be given until a study has been carried out. (1) Given the lack of facts now available, what facts did the minister rely upon to make her decision? (2) In particular, did the minister have any data or estimates about figures or ranges of figures for - (a) the number of passengers who would use the train if it followed the Kenwick route and the number who would use it if it followed the Como route; (b) the time that it would take to travel from Mandurah to Perth on each route; (c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period? (3) If such information was available to the minister, will the parliamentary secretary advise the House of the information that was available, identify the source of that information, and table it? (4) In a previous question, the parliamentary secretary advised me that the minister had a study on the number of extra people who would use the train if the journey were reduced in time, and he undertook to table it. Will the parliamentary secretary now table it? (5) If not, why not? Hon G.T. GIFFARD
AnswerView source ↗
I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(1) Given the lack of facts now available, what facts did the minister rely upon to make her decision? (2) In particular, did the minister have any data or estimates about figures or ranges of figures for - (a) the number of passengers who would use the train if it followed the Kenwick route and the number who would use it if it followed the Como route; (b) the time that it would take to travel from Mandurah to Perth on each route; (c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period? (3) If such information was available to the minister, will the parliamentary secretary advise the House of the information that was available, identify the source of that information, and table it? (4) In a previous question, the parliamentary secretary advised me that the minister had a study on the number of extra people who would use the train if the journey were reduced in time, and he undertook to table it. Will the parliamentary secretary now table it? (5) If not, why not? Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(2) In particular, did the minister have any data or estimates about figures or ranges of figures for - (a) the number of passengers who would use the train if it followed the Kenwick route and the number who would use it if it followed the Como route; (b) the time that it would take to travel from Mandurah to Perth on each route; (c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period? (3) If such information was available to the minister, will the parliamentary secretary advise the House of the information that was available, identify the source of that information, and table it? (4) In a previous question, the parliamentary secretary advised me that the minister had a study on the number of extra people who would use the train if the journey were reduced in time, and he undertook to table it. Will the parliamentary secretary now table it? (5) If not, why not? Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(b) the time that it would take to travel from Mandurah to Perth on each route; (c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(iii) in 20 years; and (iv) for any other long-term period?
(iv) for any other long-term period?
(4) In a previous question, the parliamentary secretary advised me that the minister had a study on the number of extra people who would use the train if the journey were reduced in time, and he undertook to table it. Will the parliamentary secretary now table it? (5) If not, why not? Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(5) If not, why not? Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick.
Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick.
Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick.
Further modelling is being carried out as part of the supplementary master plan.
(c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002.
(d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002.
(e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002.
(f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002.
(4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(1) Given the lack of facts now available, what facts did the minister rely upon to make her decision? (2) In particular, did the minister have any data or estimates about figures or ranges of figures for - (a) the number of passengers who would use the train if it followed the Kenwick route and the number who would use it if it followed the Como route; (b) the time that it would take to travel from Mandurah to Perth on each route; (c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period? (3) If such information was available to the minister, will the parliamentary secretary advise the House of the information that was available, identify the source of that information, and table it? (4) In a previous question, the parliamentary secretary advised me that the minister had a study on the number of extra people who would use the train if the journey were reduced in time, and he undertook to table it. Will the parliamentary secretary now table it? (5) If not, why not? Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(2) In particular, did the minister have any data or estimates about figures or ranges of figures for - (a) the number of passengers who would use the train if it followed the Kenwick route and the number who would use it if it followed the Como route; (b) the time that it would take to travel from Mandurah to Perth on each route; (c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period? (3) If such information was available to the minister, will the parliamentary secretary advise the House of the information that was available, identify the source of that information, and table it? (4) In a previous question, the parliamentary secretary advised me that the minister had a study on the number of extra people who would use the train if the journey were reduced in time, and he undertook to table it. Will the parliamentary secretary now table it? (5) If not, why not? Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(b) the time that it would take to travel from Mandurah to Perth on each route; (c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(c) the number of stations at which the trains could stop between Mandurah and Perth on each route; (d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(d) the time that it would take to set down and take up passengers at each station on each route; (e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(e) the extra time lost at each station by reason of the train slowing down in addition to the time for which it was stopped; (f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(f) the catchment area for each route; (g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(g) the number of persons within the catchment area of each route - (i) at the present time; (ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(ii) at the time the railway is estimated to be completed to Mandurah; (iii) in 20 years; and (iv) for any other long-term period?
(iii) in 20 years; and (iv) for any other long-term period?
(iv) for any other long-term period?
(4) In a previous question, the parliamentary secretary advised me that the minister had a study on the number of extra people who would use the train if the journey were reduced in time, and he undertook to table it. Will the parliamentary secretary now table it? (5) If not, why not? Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(5) If not, why not? Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
Hon G.T. GIFFARD replied: I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
I thank the member for some notice of this question. (1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(1) The decision was made on the basis of a number of factors including - Providing a much more attractive service to all patrons from Jandakot and south thereof through greatly reduced journey times. It is widely accepted that having travel times that are comparable with or better than those achieved by a motor vehicle will convert people from private car use to public transport. There are significant economic, environmental and social benefits from increasing the use of public transport. A fast and efficient service can deliver this outcome. Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick. It is important to note that the approach taken was similar to the approach taken by the previous Government in advocating the Kenwick route. We have made a strategic decision based on the information before us and we are now in the process of finalising the detail as part of the supplementary master plan that will be completed in February 2002. This is the same approach as was taken by the previous Government, which made a decision to take the rail through Kenwick and then prepared a master plan to develop the detail. (2) (a) The minister has answered this question in part above. In overall terms, an informed judgment was made that rail patronage would increase by almost 10 per cent as a result of the significant difference in the journey time to and from Perth via the direct route compared with the Kenwick route. It is known that improved journey times and increased frequency of services will result in increased patronage. The original patronage demand modelling underpinning the patronage forecasts in the original master plan revealed elasticity of demand to changes in journey times in the range of 0.54 to 0.63. This means that if there were an improvement in frequency and journey time of 10 per cent, patronage would increase by 5.4 per cent to 6.3 per cent. Further modelling is being carried out as part of the supplementary master plan. (b) Yes. The journey time via Kenwick from Mandurah to Perth is 60 minutes and from Rockingham to Perth is 45 minutes. The journey time via the direct route from Mandurah to Perth is 48 minutes and from Rockingham to Perth is 33 minutes, a saving of 12 minutes. (c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002. (3) Information was available from the original master plan, which is a public document released by the previous Government. A supplementary master plan is currently being prepared and is due to be completed in February 2002. This document will also be made public. (4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
Retention of at least all the patronage predicted in the SWMR master plan from Thomsons Lake and south thereof, which amounted to 75 per cent of the total patronage for the Kenwick route. It is expected that patronage south of Jandakot will increase as a result of the significant travel time savings associated with the direct route. The patronage forecasts for the direct route will be outlined in detail in the supplementary master plan. Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick.
Conversion of the bus traffic from the Murdoch Park’n’Ride and north thereof to rail. It is widely accepted, and the experience in the northern suburbs proves, that rail will attract people to public transport in a way that buses cannot. Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick.
Retention of the patronage from Thornlie and possibly Nicholson Road station by building a spur from Kenwick.
Further modelling is being carried out as part of the supplementary master plan.
(c) Yes. Twelve stops via Kenwick with provision for 10 additional stations south of Jandakot in the future. Nine stops on the direct route, plus five on the Thornlie-Nicholson Road service. The provision of 10 additional stations south of Jandakot is retained for the future. (d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002.
(d) The total time differential between running through a station at line speed and stopping is about two minutes. (e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002.
(e) See (d) above. (f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002.
(f)-(g) From Jandakot and south thereof, the catchment is the same as in the original master plan. The significant catchments feeding Thornlie Station-Nicholson Road will continue to be serviced by the Kenwick spur service. The Canning Vale catchment will be fed by feeder buses into the Murdoch Park ‘n’ Ride station. There is a significant additional catchment on the direct route from Jandakot to Perth City. This will be detailed in the supplementary master plan to be completed in February 2002.
(4) This question was answered on Thursday, 20 September 2001, when further information was provided to answer No 333. (5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
(5) The original master plan is a public document released by the previous Government. The final details for the direct route will be outlined in the supplementary master plan to be completed in February 2002.
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