❓ A WA parliamentary question regarding the financial implications and planning for the New MetroRail Project. The response details costs, savings compared to previous plans, and justification for the project based on master plans and community support.
AnsweredQoN 2817Legislative Assembly
QuestionView source ↗
(b) what will be the yearly financial drain on the State arising from this expenditure; and (c) why there has been no comprehensive business plan prepared for this project and if such a plan has been prepared why has it not been tabled so that the community can examine the pros and cons of such an enormous undertaking?
(c) why there has been no comprehensive business plan prepared for this project and if such a plan has been prepared why has it not been tabled so that the community can examine the pros and cons of such an enormous undertaking?
The total Interest payments over the 33 year financial life of the project is $1,314,800,000. This railway is affordable - it has been in the forward estimates for a number of years and is spread over a manageable period. The total level of debt funding is $1.2 billion. By the end of the forward estimates period (2007-08) the railway would represent approximately 8.7% of total gross debt for the state. It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line. It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
This railway is affordable - it has been in the forward estimates for a number of years and is spread over a manageable period. The total level of debt funding is $1.2 billion. By the end of the forward estimates period (2007-08) the railway would represent approximately 8.7% of total gross debt for the state. It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line. It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The total level of debt funding is $1.2 billion. By the end of the forward estimates period (2007-08) the railway would represent approximately 8.7% of total gross debt for the state. It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line. It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line. It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
(b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
(c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
(c) why there has been no comprehensive business plan prepared for this project and if such a plan has been prepared why has it not been tabled so that the community can examine the pros and cons of such an enormous undertaking?
The total Interest payments over the 33 year financial life of the project is $1,314,800,000. This railway is affordable - it has been in the forward estimates for a number of years and is spread over a manageable period. The total level of debt funding is $1.2 billion. By the end of the forward estimates period (2007-08) the railway would represent approximately 8.7% of total gross debt for the state. It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line. It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
This railway is affordable - it has been in the forward estimates for a number of years and is spread over a manageable period. The total level of debt funding is $1.2 billion. By the end of the forward estimates period (2007-08) the railway would represent approximately 8.7% of total gross debt for the state. It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line. It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The total level of debt funding is $1.2 billion. By the end of the forward estimates period (2007-08) the railway would represent approximately 8.7% of total gross debt for the state. It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line. It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line. It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation. As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue. The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million. The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million. Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation. Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation. (b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
(b) Based on current cash flow projections, the repayment of the borrowed Capital is: 2003/2004 - $1.4m 2004/2005 - $12.1m 2005/2006 - $25.9m 2006/2007 - $35.3m 2007/2008 to 2036/2037 - $36.9m each year. 2037/2038 to 2038/39 - $36.3m The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39. (c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
(c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses. This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project. The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%. The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website www.newmetrorail.wa.gov.au and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
AnswerView source ↗
Answered
16 June 2004
Responded by
Minister for Planning and Infrastructure
Response time
43 days
(a) The total capital cost of the New MetroRail Project is $1,518,172,000.
The total Equity from the sale of Alinta Gas is $300,000,000
The total Capital borrowings is: $1,218,172,000
The total Interest payments over the 33 year financial life of the project is $1,314,800,000.
This railway is affordable - it has been in the forward estimates for a number of years and is spread over a manageable period.
The total level of debt funding is $1.2 billion. By the end of the forward estimates period (2007-08) the railway would represent approximately 8.7% of total gross debt for the state.
It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line.
It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation.
As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs.
As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue.
The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million.
The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million.
Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation.
Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation.
(b) Based on current cash flow projections, the repayment of the borrowed Capital is:
2003/2004 - $1.4m
2004/2005 - $12.1m
2005/2006 - $25.9m
2006/2007 - $35.3m
2007/2008 to 2036/2037 - $36.9m each year.
2037/2038 to 2038/39 - $36.3m
The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39.
(c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses.
This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project.
The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%.
The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website
www.newmetrorail.wa.gov.au
and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
The total Equity from the sale of Alinta Gas is $300,000,000
The total Capital borrowings is: $1,218,172,000
The total Interest payments over the 33 year financial life of the project is $1,314,800,000.
This railway is affordable - it has been in the forward estimates for a number of years and is spread over a manageable period.
The total level of debt funding is $1.2 billion. By the end of the forward estimates period (2007-08) the railway would represent approximately 8.7% of total gross debt for the state.
It is important to note that the previous Government’s discredited Kenwick Deviation and Stage 2 of the Kwinana Freeway Busway Project would have had a capital cost of approximately $1.4 Billion. After the equity from the sale of Alinta Gas is taken into account borrowings of $1.1 Billion would have been required with additional interest payments over a 33 year period. The only way the previous Government could have avoided such borrowings was to either sell off public assets or privatise the rail line.
It is also important to note that the annual operating costs for the Fast Direct Route are significantly less than for the previous Government’s Kenwick Deviation.
As a result of the significant travel time savings we have been able to deliver a better level of service with less railcars. We only need 93 railcars not 117 that were required for the Kenwick Deviation – resulting in savings on train crews, security, maintenance and electricity costs.
As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is a significant increase in revenue.
The operating cost estimate for the Kenwick Deviation, less revenue from the fare box, is approximately $40 million.
The operating cost estimate for the Fast Direct Railway, less revenue from the fare box, is approx $24.5 million.
Therefore, it would cost approx $15 million per year more to operate the Kenwick Deviation.
Over the 33 year financial life of the project this amounts to an additional $495 million, or almost half a billion dollars, that would have been incurred by the previous Government’s Kenwick Deviation.
(b) Based on current cash flow projections, the repayment of the borrowed Capital is:
2003/2004 - $1.4m
2004/2005 - $12.1m
2005/2006 - $25.9m
2006/2007 - $35.3m
2007/2008 to 2036/2037 - $36.9m each year.
2037/2038 to 2038/39 - $36.3m
The total interest payments over the 33 year financial life of the project is $1,314,800,000. These payments commence slowly at $2.1 million in 2003-04, reaching a maximum of $74.1 million in 2007-08 and reduce to $1.2 million in the final year of repayments in 2038-39.
(c) The decision to build a rapid transit railway spine as the backbone of the public transport network to the South West corridor and the Peel Region was based on the clear evidence of the success of the electrified railway in Perth, especially the Northern Suburbs Railway and the environmental, social and operational advantage of rail over buses.
This was a strategic decision and the first stage involved the preparation of wide-ranging Master Plans which examined the population, patronage, public transport system requirements, infrastructure, operational requirements, environmental issues, land requirements and the costs for the project.
The Master Plans for the South West Metropolitan Railway, the extension of the Northern Suburbs Transit System and the Supplementary Master Plan have all been thoroughly prepared with extensive community consultation and parliamentary review. There is very broad community support for the New MetroRail Project, and the Southern Suburbs Railway (South West Metropolitan Railway) has recently been reviewed by an independent economic assessment team from the major universities in Perth. This benefit-cost assessment by the Planning and Transport Research Centre (PATREC), found the Southern Suburbs Railway to be a worthwhile project when measured against economic, social and environmental parameters, with an Internal Rate of Return of 16.5% and a Benefit-Cost ratio of 3.3:1 at the Treasury discount rate of 7%.
The Master Plans and the PATREC report are public documents. They are available on the New MetroRail website
www.newmetrorail.wa.gov.au
and the Master Plans have been tabled in Parliament and are available in the Parliamentary Library.
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